Document QX4jraee6bJYxLErQMzaBKmv4

1 9 6 2 Volume i National Safety Congress Transactions ~ GENERAL SESSIONS ANNUAL MEETING OF MEMBERS CONGRESS BANQUET LIST OF EXHIBITORS GENERAL INDEX OF ALL VOLUMES # Beginning the Golden Anmvertary Yoer of Hj* NATIONAL SAFETY COUNCIL 435 NORTH MICHIGAN AVENUC CHICAGO n, ILLINOIS NSC-1 OS I VOLUME 1 OF THE TRANSACTIONS of the 50th NATIONAL SAFETY CONGRESS CONTENTS Officers of the National Safety Council 1962-63 Trustees of the National Safety Council Directors of the National Safety Council 1962-63 4 6 9 ANNUAL MEETING OF MEMBERS Invocation The Rt. Rtv. Msgr, Thoma* L Pitigtrald 20 Minutes of the Annual Meeting Reported 6y R. L. Forney, Secretary 20 The William H. Cameron Award introduction by Howard Ryle 22 Presentation of the William H. Cameron Award R. H, Ferguson 22 Acceptance of Award for Chemical Section Dr. E, G. Me/ter 23 Address by the Chairman of the Board William H. Lowe 24 Annual Address of the President Howard Pyle 27 Safety -- Who Needs It Wilt Shctk 30 THE CONGRESS BANQUET Invocation Report of Congress Banquet Functions Safety In the Space Age . Rabbi lmn$ J. Rosenbaum 32 33 Hugh L. Drydcn 34 EXHIBITORS -- 1962 NATIONAL SAFETY CONGRESS & EXPOSITION 39 INDEX TO ALL VOLUMES, 1962 NATIONAL SAFETY CONGRESS S3 Other Volumes in 1962 National Safety Congress Transactions Back Cover National Safety Council OFFICERS --1962-63 I Chairman, Board of Directors*-- Wimjam H- Lowe, Treasurer, Inland Steel Company. Chicago, Illinois I I President and Executive Cu.' un Hvut, President, I National Safety Council. Chicac* ll!iTx*t* Vic? President for Farms--Maexv L. Poweu., Assistant to Vke President, The Goodyear Tire & Robber Company. Akron, Ohio % i Pice President far finance--Charts Baiks-s, Executive Vice Presi l dent, Finance and Property, United Air Lines, Chicago, Illinois 1 l l Pice President for H'-ntes--,1. P. Wakser. Vice President and Gen3 erai Manager. Manufacturing Division. Humble Oil ft Refining $ Company, Kouitnn, Ttxa* Vice President far industry--C K. ScHLUimue, Vice President--Ac cident Prevention. Employer* Mutual* of Wausau, Wausau, Wis consin | Vice President for Labor--txovo D. Utter, Director, Industrial Health and Safety Division, United Automobile Workers, Detroit. I Michigan I 'ice President ior State and Locai Safety Organizations--l-outs H. -\vtoinr. Resident Vice President. The American Insurance Group, St. I.ouis, Missouri Wee President for Membership--joH s L. GaJ-is, Vice President. Monsanto Chemical Company, St- Louis, Missouri Pice President for Motor Transport--Mark RoatscK. Vice Presi dent. Yellow Transit Freight-Lines, inc, Kansas City, Missouri Vice President for Production--Roster R. Ei/rra.s', Executive Vice President, Campbeil-Mithun, Inc^ 'Chicago, Illinois KiVe President for Public information--Ghaoxxs W. Focwsoh, Senior Editor, The Reader's Digest, PleasantriJie, New York National Safety Council (Officers, continued) UtVr President for Research--Sorvm G Kjeto, M.D., Chief Medi cal Director, The Equitable Life Assurance Socieiv of (he United States, New York, New York J fTre President for Schools and Colleges--D*. Lowas. B Fishes, rhairman, .`-forth Central Association of Colleges and Secondary Schools, University of U'tRcjf, Urban*. Illinois Tier President for Vrofic-- Rtx M. Wiunox, Federal Highway Administrator, U, S, Department o: Commerce, Washington, D. C Vice President for IVomenSlti. Hai hu.vd Sayre, Acfcworth, Iowa v*t* President for Youth ActKilws--OosxLD M. Hb-ctN*, Director. Health and Safety Service, National Council, M**s Scouts of Amer ica, New Brunswick, New jersey General Manager--W, O. joaxsoji. General Manager. National Safety Council, 425 North Michigan Avenue, Chicago II, Illinois Secretary and Treasurer-- R, L, Forney, Secretary and Treasure?, National Safety Council, 425 North Michigan Avenue, Chicago 11, liliooii Assistant Treasurer--f. D. Fuuoto, Director, Treasurv Divtsion, National Safety Council, 425 North Michigan Asenue. Girago 11, Illinois National Safety Council 1 TRUSTEES --1962-63 | Chairman of the Trustees--Howard Pyle, President, National Safct> i Cotmal, 425 North Michigan Avenue, Chicago 22, IHiaots | I 'hr Chairman of the Trustees--Ww, Whitt, Chairman. The Delaj w-*re S; Hudson Railroad Corporation, New York, New York Members Melvix H. Baker, Chairman, National Gypsum Company, Buffalo. New York John E. Bicswurru, Chairman of the Board, National Distillers and Chemical Corporation, New York, New York James B. Black, Chairman, Pacific Gas and Electric Company. San Francisco, California 3, Btcrci Ri-ace. Honorary Chairman, Liberty Mutual Insurance Company, Boston, Massachusetts Elate* H. Bobst, Chairman, Warner-Lambert Pharmaceutical Com pany, Morris Plains, New jersey Waltz* F. Caret, President, Automobile Carrier* Inc, Flint. Michigan William G, Chanole*, President, Scrippi-Howard Supply Company, New York, New York Lccius Clay, Chairman, Executive Committee, Continental Can i Company, Inc. Sew York, New York MomtAjr J. Davis, Chairman, Humble Oil & Refining Company, | -Houston. Texas J. Doyle DeWitt, President, The Traveler*. Hartford, Connecticut Morse G. Dial, Chairman, Union Carbide Corporation, New York, New York E, F, DU Pont, Director, Employee Relations Department, E. L du Pont de Nemours & Co., Inc., Wilmington, Delaware Frederic W. Ecicer, Chairman, Metropolitan Life Insurance Com pany, New York, New York Calvxx Fentress, Jjl, Chairman, Allstate insurance Company, Sko kie, niinoii John F. Gordon, president. General Motors Corporation, Detroit, Michigan |I I National Safety Council Bowman Gray, Chairman, Ft J. Reynolds Tobacco Company, Winston-Salem. North Carolina Jake L. Hamox, Dallas, Texas E. Roland Harrimax, Brown Brothers Harriman and Company, New York. New York j. V Head, Chairman of the Board*. The Continental Insurance Companies Nw York New York William A. Hewitt, President, Deere & Company, Moline, Illinois Frederick R. Rappel. Chairman, American Telephone and Telegraph Company, New York, New York foHV R KlMEEfUA, Chairman, Kimberly Ckuk Corponitiun. Scenah. V\t*consm \ fojrpH L. Lanier, President, West Point Manufacturing Company. Weft Point, Georgia Sam Laud. Chairman, Executive Committee, General American Transportation Corporation, Chicago, Illinois George E, Ueightv, Pre*idem, The Order or Railroad Telegrapher*, St. Loin*. Missouri William H. Lowe, Treasurer, Inland Steel Company, Chicago, Illinois (Ex-Officio) Neil McElsoy, Chairman, The Procter & Gamble Company, Cin s5 cinnati, Ohio Robert S. Oeluax, Chairman and President, Tlte National Cash I Register Company, Dayton, Ohio 1 2 Robert G. Pace, President. Phelps Dodge Corporation. New York, New York l G. T. Pawxall, Secretary-, United State* Rubber Companv, Ne \ York, New York Suersurxe Prescott, Belle Haven, Greenwich, Connecticut Gwilym A. Price. Chairman, Wtftinghouse Electric Corporation, Pittsburgh, Pennsylvania Howard Pvut, President, National Safety Council, 425 North Michigan Avenue, Chicago 11, Illinois (Ex-Offtcio) I Walter P, Rxuthlr, Vice President, American Federation of Labor and Congress of Industrial Organizations, Detroit. Michigan i W, S. S. Rodgers, Former Chairman, Texaco, Inc, New York, New York i i s i l National Safety Council (Tmtta. Eott'AjtD I- Shea, Former Chairman, Ethyl Corporation, New York. New York AsrzHvt H- Stoodaxd, President, Union Pacific Railroad Company. ^hnaha, Nebraska Da. John F, Thompson. Honorary Chairman, The international Nickel Company, Inc., New York, New York Juan T. Tatm, President, Pan American World Airways System. New York, New York Wk. White, Chairman. The Delaware & Hudson Railroad Corpora tion, New York, New York Robest W. Woodruff, Chairman. Finance Committee, The Coca-Cola Company, Atlanta, Georgia Ltslji B, Worthington', President. United State* Steel Corporation. New York, New York 8 National Safety Council I | $ BOARD OF DIRECTORS -- 1962-63 I Chairman of tht Board of Directors--William H. Lowe, Treasurer, | inland Steel Company, Chicago, Illinois I Vice Chairman of the Board of Directors--D*. bwia B. Fishejl | Chairman. North Central Association of Colleges and Secondary | Schools, University of Illinois, Urbana, Illinois I Members | Edward S, Adams, Director of Safety, Iowa Farm Bureau, Des \ Moines, Iowa | | Fran* R. AhlcsucK, Editor, The Commercial Appeal, Memphis. | Tennessee | RosEier H. Aljisscr, Safety Manager, Merck Chemical Division. I Merck & Co., Jncn Rahway, New Jersey I FiNLAy C Ailan, Assistant to the President. United Brotherhood I of Carpenters and Joiners of America, Washington, D. C. | Home* Allen, Associate Professor, Physical Education, Purdue I University, Lafayette, Indiana s W. M. Allison, Senior Safety Director, British Columbia Lumber t Manufacturers .Association, Vancouver, B. C., Canada | Louis H. Antoine, Resident Vice President, The American Insur- I anee Group, St Louisa Missouri s | Or. Drwiy F. Bauch, President, Detroit Institute of Technology, |t Detroit, Michigan 4 Cents 3\xxzs, Executive Vice President, Finance and Property. | United Air Line*, Chicago. Illinois | F, R. Barxako, Manager of Compensation aa<f Safety, Bethlehem s Steel Company, Bethlehem, Pennsylvania | ft. R. BartCLsmeyez, Chief Highway Engineer, Illinois Division of i Highways, Springfield, Illinois I Richard O. Bennett, Secretary-Treasurer, The Insurance Institute | for Highway Safety, Washington, D. C | Mas. P. D. Bevil, Sacramento, California I M. F, Biancaxdi,, Manager, Safety Services, AHis-Chalmers Manu| factoring Company, -Milwaukee, Wisconsin | WitLLu* E, Billings, Executive Vice President and Secretary. | Greater Cleveland Safety Council, Cleveland, Ohio National Safety Council (Board of Directors, continued) ,f, T. Blalock, `/ice President. Pacific Indemnity Group. Los An geles. Caliform? Clark D. Bridges, Managing Director. Industrial Medical Associa tion, Chicago, Illinois |I Gkorce T. Brown, Deputy Director. Bureau of Labor Standards. | U. ? Departraent of Labor, Washington. D. C 3 RoKftT U. Brown, Editor, Editor St Publisher, New York, Mew York Russell i. BRow.v, President, Insurance Institute for Highway Safety, Washington, D C, F J. BuKvrR, Chairman of the Board. The Silver Heel Motor 2 Express. Inc.. Louisville, Kentucky 1 him akd W. Btru.A*n,, Prmdrm, E. f> Bullard Companv, Sausalito, I California Robert R. Burton. Executive Vice President, (.'amjihell-Mithun, Inc. Chicagn. Illinois Bersaro R. Caldwell, Director, The Traffic Institute, Northwestern University, Evanston, Illinois East F, Camrmi.l. Managing Director, California Traffic Safety Foundation, San Francisco, California Alfred W, Caictwtoa, National Director Safety Services, The American National Red Cross, Washington, D C Walter K Carey, President, .Automobile Carriers Inc., Flint. Michigan Allen L, Com, Director of Industrial Safety, Kodak Park Works. Eastman Kodak Company, Rochester, New York John I). Connors, Assistant to the President. American Federation ui Labor and Congress of Industrial Organisation*, Washington, D, C- JOHN hi. CONVERT, Industrial Relations Consultant, National .Associ ation of Manufacturers, New York, New York s Owen Coopkr, Executive Vice President, Mississippi Chemical Com i pany, Yreoo City, Mississippi i Santoro B. Cousins, Vice President, American Telephone and Tele i graph Company, New York, New York Ernest G. Cox, Chief, Section of Motor Carrier Safety, Bureau of Motor Carriers, Interstate Commerce Commission, \\>hmc'rn. D. C. 10 National Safety Council (Board of Directors, continues) I. . I Stanley W. Cox, Vice President, St. Joseph Light and Power Cort- party. St, Joseph, Missouri Brevard Cathfield. Executive Director. The Council of State Governments. Chicago, Illinois Neil J. Curry, President, California Cartage Company, Inc, Los Angeles, California EL M- CL*'tH4N*v Vice President, Industrial RefatiMt*, ('nurd Ftate* Rubber Company, New York, New York IL R. Daruncton, Jr., Managing Director, Auto Industries High way Safety Committee, Inc, Washington. D. C, i John Denson, Editor, Los Angeles Herald-Examiner. fji* Angeie*. i California Claus* DC Sr Facx. Assistant Director, Program I >*vei<.pmmt Di: iiion, American harm Bureau Federation, Chicago, Ilhnot* : J, Dewey J)0R<nT, General Manager. Anodatioo of "airalty and Surety fompanle*. New- Vork, New- York Mtss I 'Rutky Downs, Assistant to Director of Engineering, Fire men's Mutual Insurance Company, Providence. Rhode Island T. A. Drescho, Milk Industry Foundation, c/o Borden's Farm Prod1 uets, Division of The Borden Company, New York. New Yoric E. F, oo Pont, Director, Employee Relations Department. . I. du Pont de Nemours & Company, inc, Wilmington, Delaware Howard Ennes, Director, Office of Community Services and Health Education. The Equitable Life Assurance S. viety of the United State*. New York, New York Henry W. Falls. Vice President--'Manufacturing, St Croix Paper Company. Woodland. Maine Chailes Ferguson, Director. Safety Division. United Mine Worker* of .America. Washington, D. C | CKAtixs W. Ferguson. Senior Editor, The Rader's Digest, Pleav antville. Near York | R. H. Foccmv, Assistant Director of Industrial Relations, Republic | Steel Corporation, Cleveland, Ohio | A. C. Fmn. ia. Manager. Public Affair-*, WON lfK\, Chicago, 111*i nois l Dr. LnwTLL 8. Fisher. Chairman, North Central Asseciarioa of : Colleges and Secondary Schools, University of Illinois,Urbana. i Illinois U National Safety Council irei i`f l>\rectnr,i. omtinucrf) Parker C Folse, Safety Advisor, Seecny Mobil Oil Carspany, Sew York, New York Benson Fow>, Vico President, Ford Motor Company. The American Road, Dearborn, Michigan I Howard G. Fox, President, Bituminous Coal Operators' Association, Washington, D, C. Wcwdv M. Fkavtc, President, Eastern Express, inc,, Terre Haute. indi*n.i Kok*t G, FaAinx AI.D., Secretary, American Academy of Pcd. strict, Evanston, Illinois Mas, GurraucE H. First, General Peronnel Director, New York Telephone Company, New York \>w Ynru X A. H. Gallowav, President, R. ,1, Reynolds Tobacco Company, Winston-Salem, North Carolina I Johk L, GtutS, Vice President, Monsanto Chemical Company, St. I Louis, Missouri R&kkt tL (jockz, VTce President, Transportation -ind Fairly, The Greyhound Corporation, Chicago, Illinois GtQ*rtE L. Gouell, Manager. Safety and Fire Protection, Monsanto Chemist! Company, St Louis. Missouri I .f, Wfljox Gowdy, Vice President, Northwestern Mutual Insurance I Company, Seattle Washington M, Paul Guay. National Executive >ecrelary. 1-u`ure hanners of America, Office of Education. Detriment "t Health. Edura* .irtn. urui Welfare. Washington. IX C TM Hmrm Green, Vice President and Genera! Manager, Southern Bell Telephone and Telegraph Compant, Louisville, Kentucky EXAjto O. CnirriN, Manager, Hasard Control, Dravo Corpnrafxw. Pittsburgh, Pennsylvania , V, GaniAUit, Consultant, Health, Safety Sc Plant Protect**!. General Electric Company, New York, New York >ntf T. OuXAsit, President, Pacific Employers Insurance Company. Log Angeles, California , P. Hamilton, Superintendent of Safety, St. Louis-5aa Francisco Railway Company, St Louis, Missouri i*. Eabls S' Hankavoed, Safety Engineer, Long Lines Department, American Telephone 4 Telegraph Company, New York. New York 12 National Safety Council tBoerd of Directorr, continued) D F. Hayes, Chief, Safety Sc Fire Protection Branch, United Slates Atomic Energy Commission. Washington, L). C WtLLTAJi Ra NOOt-rH Hearst, Jil. New York Journal and American, New York, New York Roasar C Hexbox, V'iee President Operations, REA Express, New York, New `York Russell E, Heston. Director of Engineering, Fanner* Mutual Re* insurance Company, Grwneil, Iowa Donald M. HlCCl.vs. Director, Health and Safety Service, National Council, Boy Scouts of America, New Brunswick, New Jersey Rt, Rxt. Mac*. Geoice G. Hicctss, Director, Department of Social Action, National Catholic Welfare Conference, Washington, D. C Paul J, Hoove*, Vice President, The Halle Bros- Co, Cleveland. Ohio W, G. Hotchkiss, Director--Corporate Personnel Services, Chrysler Corporation, Detroit, Michigan W. L. Huffman, Vice President and General Manager. Northwest ern Bell Telephone Company, Minneapolis, Minnesota Fwu Hulun, Corporation Director of Personnel, The Boeing Com pany, Seattle, Washington William $. Hults, Coratnitiioocr, Department of Mew Vehicles. State of New York, Albany, New York Da. HaRols K. Jack, Director, Department of He,,h ^Fyural Edu cation and Recreation. Temple University, Ph* .a. Pennsyl vania GEOSCl A. J acoiy. Director of Personnel Kebtiers Ge.'*ra! Motors Corporation, Detroit, Michigan |5 D. B- Jexjcj, President, Missouri Pacific Railros. Yenpony. St Louis, Missouri Clause A. JessUF, President, Virginia Trailways, Charlottesville, Virginia 1 Neweiju R, Johnson, General Manager, American Mutual Insurance i Alliance, Chicago, Illinois 3 I Rudami A. Jojet-t, Director, 5traJI Homes Council, University of Il i linois, Urbana, Illinois f Chaxlcs H. Kell"tapt. Former Chairman of the Board, Sears, Roe buck and Company. Chicago. Illinois i id i i i National Safety Council (Bvartt of Directors, continued) 5 t v t.` kitnt*, M.U., Chief Medical Director, The Equitable Life 2 Assurance Society oi' the L'nifed States, New York, Here York I Irving 8. Klim, President, Kline Chevrolet Sales Corjx, Norfolk, i Virginia j Otto Z. Klopsch, Work* Manager, Inca Manufacturing Division. Phelps Dodge Copper Products Corporation, Fort Wayne. Indiana WaLttb K. Koch, President, Mountain States Telephone and Tele* : graph Company, Denver, Colorado David Kohn, Vice President, Yellow Cab Company of Philadelphia. Philadelphia. Pennsylvania T. .V Keaioow, Director of Safety, Deere & Company, Moline, R. Imou Mas. John E. Krueger, Milwaukee, Wisconsin Frank E~ Lacxxes, Director of Safety, Nationwide Insurance Comjsany, Columbus, Ohio P, 5. Lake, Director of Safety, Interstate System, Grand Rapids. Michigan i R, 1. Lamouxevx, Director, Safety and Health Division (Canada j, Lnueii Steelworkers ut America, AFL-CIO, Toronto, Ontario, : Canada Edward B. Lanorv, Director oi Safety ami Health, Bureau or Personnet, t-'mied States Post Office Department, Washington, D. C, B, LAKta.li. Chairman of the Board. McCall Corporation, New York. New York `Stanley Leaxncp, President. Phillips Petroleum Company. Bartles ville, Oklahoma Ivah F. LeGome, Safety Director, Portland Cement Association, Chicage, Illinois j Eugene L. Lehr, Chief, Program Pfenning & Consultation Branch, ' Division of Accident Prevention, Public Health Service, Washing ton, D. C. | O. Af. Lotion, Vice President--Operations. Western Maryland Kafl| way Company, Baltimore, Maryland s Bruce Lourje, Vice President, Deere fir Company, Moline, Illinois S | Wca.fAM H Lowe. Treasurer, Inland Steel Company, Chicago. Il* l Vmois 1 14 National Safety Council fffneird af Direetert, conltnucdt | Fuasr E. Loweiy, Manager, Greater Minneapolis Safety Council, | Minneapolis. Minnesota | W 0, Macintosh, Manager, Engineering Department, Hartford Ac|4 cident and Indemnitv Comnanv` , New York, New York | Klla A MatEeKt, Program Service, Associate Director, liuii < Inb* 5 i \r-*rie!, Sew fork. New York | H G. Mangelscotr, Standard Oil Company (N. J.), New York. || New York | Miss Marjon E Martin, Commissioner of Labor and Industry. | State oi Maine. Augusta. Maine | StsniXV V Mate, Director, Training Activities National Kiftc A S' vncntion of America. M'ashingioo, D, (. | Harry 0, Mathews, Vice President, Transportation and Distrtbu| lion Division, Armour and Company, Chicago,Illinois | f. H. Tiler McCoxscll, Secretary and Member of Finance < ">' 2 miltee, Hercules Powder Comjany,Wilmington, Delaware 1 | 0, E- McCoaisoH, Chairman of the Board, Thilmany Pulp am) Paper |I Company, Kaukauna, Wisconsin | Brooks McCormick, Executive Vice President, International liar| vester Company, Chicago, Illinois | E, C McFawwj*, Vic* President, Texas Employers' Insurance ***i isolation, Dallas. Texas i | H. S, McFarland, Director of Personnel Services, General Motors i Corporation, Detroit, Michigan I | Or. Ross A. McFarland Professor of Environmental Health and stafeiy. Division of Environmental Health Fcimcv*, Han.ird Frhud | ni Public Health, Boston. .\i,TSNicliu*ett* I William H, IIcGaugheV, Vic* President, American Motors Co-- | poration, Detroit. Michigan F C McknEk. Vice Prr`idenl--1 cnml Maras*:*. M're It. or, -| Form*. Inc. Oakland. California | I W Mm.uu>, Pompano Beach, Ploriife I Nmrhsjc C MfSPttrsf. Director, National -Mt 1.* t-- | Inc, Chicago. Illinois S | Waite* , UotcrzoMXxv, Safety Director, Quebec Asbestos Mantra l \oranm. Montreal, Quebec, Canada I National Safety Ceunr.il i fioari of Directors, continued! | Tkoa* C, Mojwxll, Vice President, State Firm Mutual Automobile ; Insurance Company, Bloomington,Illinois I A. W, \Conxv, Director, Bureau of Labor S fandardy, U. 5. De- | tMrtment or Labor, Washington. D J tvuWAsuj C. Mvtas. Vice President and Avirtant to President, I'nitrd f States Steel Corporation, Piudnird:. Peromlvania | Akthur J. Naquin, Safety Counselor, Xe* Orleans Public Service. ! fnc., New Orleans, Louisiana | Amos . XeyHakt, Director, Institute of Public Safety, The Penn| syivania State University, UniversityPark, Pennsylvania | } E. Nichols, Director of Safety, Reynolds Metals Company, Rich| mend, Virginia | Roefcar A, Ote.v, Executive Vice President, Gar Wood Industrie*. | Inc,, Wavne, Michigan Geo. P. O'Roomer, Sr., Chairman of the Board, O'Rourke Con* I ruction Company, Dallas, Texas | R. X. Panch, Safety Consultant, American Gas Association. Sew | York, New York I Mas. Louts L. Pexluas, Wilmette, Illinois | Richard D. Peters, Editor, New York World-Telegram & >un, New I York, Xetv York | M. J. Prr*r, Vice President. America bore Loyalty Group, New York. I New York j ptxrcHKit N, Platt, Manager, Traffic Safety and Highway Ins provemcot Department, Ford Motor Company, Dearborn, Michigan $| M. C M. Pollard, Director of Safety, National Gypsum Company, | Buffalo, New York I H miry L. PowitJn Assistant to Vice President, The Goodyear Tire I & Rubber Company, Akron, Ohio i Howard Pyle, President. National Safety Council, 425 North Michif gan Avenue, Chicago U. Illinois j ,f. S. Quzxxxx, Manager, Safety and Fire Protection Division. E. t. | du Font de Nemours & Company, Inc, Wilmington. Delaware \ Rtv, Ehilboh Rakn, Executive Director, Department of Social | Welfare^ National Council of Churches, Hew York; New York | Miss Muoud Reel, Assistant National Adviser, Future Homemakers i of America, Office of Education, Department of Health. Eduoticei. * and Welfare, Washington, D. C. * I to i ) j I j ! j ! l ] } , j f | I j | | National Safety Council | iBoard of Directors, eanlitnudi I W. Thouas Rice, President, Allantut Coast Line Railroad Com pany, Jacksonville, Florida Mts. JtAK RtXDLAtn, Vice President. Batten. Barton. Ourstin* k f Osborn, Inc., New York, New York Mask RotESOF. Vice President, Yellow Transit Freight Lines, fnc, I Kansas City, Missouri Da. G, Pmstow Koarxsox. Editor * General Manager, Drt News ? Ptibli*hmg Company, Salt Ijke City. Utah H. I Bourn, President. Western Electric Company, Sew York New York ` I 1aok J, RosttoouGH, General Manager. Farm Bureau Mutual In surance Company ol Indiana, Indianapolis. Indiana 1 Roarer T, Ross, Manager, Employe Programs Department. Ford Motor Company, Dearborn, Michigan /Aires A- Kyvzx. Guianan, Board of Directors. Ryder Sysi_m. fnc Miami, Florida 5 Mas. Rayscoxo Save*. Acfcworth, fowa C F. Schluet**, Vice President--Accident Prevention, Employers Murnats of Wausau, Wausau, Wisconsin E Wxlpqx Schumacher. President. American Optical Company Nwithbridge, Ma*sach'JetT A. L Schwaktk, Head of Department of Agricultural Engineering. University of Minnesota, St. Paul, Minnesota S. M- Shaet, Vice President, Southwestern Electric Power Com pany, Shreveport, Lotrintt* Ckmeex H, Sfc'FHt, Head, Tragic Center Program, Continuing Edu cation Service, Highway Traffic Safety Center, Michigan State University, East Lansing, Michigan P, L Sirmffq, General Vice President. Intematjonat Association of Machinists, Chicago, Illinois J. ft Srurujr, J. ft. Shnpfot Company, Boise, Idaho Rgtm*x D. Srvtxsox, Manager, Department ot Macuiacrure, Qiaru ber of Commerce of the United States, Washington, D. C, V, I. Skl*tt, President, Mutual of Omaha, Omaha, Nebraska OexAL St-trrr, Managing Director, Traffic Safety Association of Detroit, Detroit, Michigan \? National Safety Council (Board of Directors, continued,) RoKrr R. Snodgrass, President, Atj*s Finance Company, Inc., At lanta, Georgia S. F. SrtNCi, Director, Safety and Lcaa-Prevention, American Cyanamul Company, Wayne, New Jersey Herman ,!. Sronn, Vice President, Industrial Relations, The Youngstown Sheet and Tub* Company, Youngstown, Ohio K, E. Stalev. V PresidetiT, General Motors Corporation, Detroit, Michicnn Ceorci H. Steel, Safety Director, Ralston Purina Company, St, Louis, Missouri G. C. Stewart, Asheville, North Carolina A*7 hot E. Stoppard, President, Union Pacific Railroad Company, Omaha, Nebraska Hugh B Sweeny, Jr., Program Director, Junior Achievement In corporated. New York, New York Rami Marc H. Taheniaum, Director, Department of Interreligious Affairs. American Jewish Committee, New York. New York Edward W, Tanqdary, Staff Engineer, Farm Equipment Research and Engineering Center. Iniemattcnal Harvester Company, Hins dale, Illinois Colonel \V, L Tens, Laguna Beach, Cahionti* Hontinctox M. Turku. Vice President, Chemical Bank New York Trust Company. New York, New York | Mas. E. ArtHOT Ukpeswqoo, Vancouver. Washington Lloyd D, Unu, Director, Industrial Health and Safety Division, United Automobile Workers, Detroit, Michigan | Mas, Bernice T. Van dex Vues, Member, Chicago Transit Beard, Chicago Transit Authority, Chicago, Illinois Donald G. Vaughan, Assistant Vice President, Engineering De* jrtrtmcnt, The Aetna Casualty and Surety Company, Hartford, Connecticut j Djl Preston A. Wap*, Professor of Clinical Surgery, Cornell Uni | versity Medical School, New York, New York | j. P. Warner, Vice President and General Manager, Manufacturing Division, Humble CHI 4 Refining Company, Houston,* Texas | 18 I| I'C'/iWffl National SafitySChieil (Board of Directors, continued) Mtss Man M. WgaK^^Prcij^ara'SpetaaSbt, Health and Safety1 Edu cation, Girl Scoots of-the'-Uaited States of America, New York, New York i\ -y:ny*rc----*--*---i------ ' Mass 2>. Wtaii* Lake dado; HUNTER P. ,Wa UaSoo of Opent--JH Allan M. Wrjjjjp*TM ?^~'1 V"* Washingteo, l&tF~ ~ -- 1 g Mmdl, iac, Extmiles Service, The Ohio F. CLAiK^^^^^P^StatcDirecwvr os Saie-.y, A. O. Smith corporation, Milwaukee, Wisconsin D*. ,L C Wtight, Secretary, Committee icr Adi-axNement of School Administration. Amencan Association o; school Administrators, Washington, D. C. Dl. D. Woua Eahn, Dean, School of Education, Temple Uni versity, Philadelphia, Pennsylvania CtCTL G Zaun, Supervisor, Safety and Dover Instruction Sort inn, Los Argtles City Board of Education, Lot Angeles, California T'j I I National Sdfcty Council (Board of Directors, continued) Robert ft- Snodgrass, President, Atlas Finance Company, Inc., At lanta, Georgia S, F. Suttee, Director, Safety and Loss-Prevention. American Cy* -innmid Company, Wayne, New Jer'ey Herman J. Spoebir, Vtre President, Industrial Relations. The Youngstown Sheet and Tube Company, Youngstown, Ohio | | ?v. E SrsiEV, Vice President, General Motors Corporation, Detroit, MicInVin I Georcc H. Sthel, Safety Director. Ralston Purina Company. St. Louis, Missouri i ('. C >rKVkKT. Asheville, North Carolina Arthur E. Stoddard, President, Union Pacific Railroad Company, Omaha, Nebraska Hugh B. S'.VEt.VY. ,{. Program Director, Junior Achievement In i corporate! I New \.irk, New York Rabbi Maac H, Tanxnbauw. Director. Department of Interreligious Affairs, American Jewish Committee, New York. New York Ehwaui W. Tanquarv, Staff Engineer. Farm Equipment Research and Engineering Center, International Harvester Company. Hins dale, Illinois CocaxzL W. L. Tvms, Laguna Beach. California Humtucctqx M Turner. Vke President, Chemical Bank New York Trust Company, New York, New York Mis, E. Arthur Underwood, Vancouver, Washington Ltovw D. Utter, Director, Industrial Health and Safety Division, i United Automobile Worker*. Detroit. Michigan 1 Mrs. Bernice T. Vaw der Vrces, Member. Chicago Transit Board, Chicago Transit Authority, Chicago, Ilhnois s Donald G. Vaughan, Assistant Vice President, Engineering De triment, The Aetna Casualty ami Surety Company, Hariinni. I f onncctumt i Dr. Preston A. Wade. Professor of Clinical Surgery, Cornell Uni i versity Medical School, New York, New York 1 1 J. P, Warmer, Vice President and General Manager, Manufacturing Division. Humble Oil & Refining Company. Houston,* Texas 1 I I* | National Safety Council itf.wd of Directors, cvtiltnurd) Mi Miv M. U eex-s. Program SpecudiM, Health and Safety Edu- -ntu-n. Girt Scouts oi the Uniter! State* of America. New York, New York Mark D. Wurrt, Jr^ Safety Dirtctor, Cit-Con Oil Corporation. Lake Charles, Louisiana ties"!* ft, Wkartom, General Secretary-Treasurer, international Union oi Operating Engineers, Washington. D, C CtOKat M. Wneattxy, M.D, Third Vice President and Medical Di rector, Metropolitan Life Insurance Company, New York, New York Rex M. Wkittox, Federal Highway Administrator, U, S. Depart ment of Commerce, Washington, D, C T. H. WB.ICTNWJM, Director of Safety, Department of the Army, Washington, l), C, Allan il. Wtlsox, V*ce President, The Advertising Council, Inc., Washington, D. C. W, B. Wood, Director, Agricultural Extension Service; The Ohio State University, Columbus, Ohio K. Clark Worn.ward. Corporate Director *! rvuitv, Corporation, Milwaukee. Wisconsin O. Smith Da, J. C. Weight, Secretary, Committee for Advancement of School Administration. AmeriGW Association of Scbosi Administrators, Washington. D- C. D*. X Willard Zahm, Dean, School of Education, Temple Uni versity, Philadelphia, Pennsylvania Cecil G. Zaun, Supervisor, Safety and Driver Instruction Section, Lc* Anselcs City Board of Education, Los Angeles. California 10 ANNUAL MEETING OF MEMBERS INVOCATION By THE RIGHT REV. MSGR. THOMAS J, FITZGERALD Executive Director The Council of Catholic Women of The Archdiocese of Chicago fl'e give Thee thanks. Almighty God, for the blessings of the last hjty years--for the foresight oi the founders of the S'ational Safety Council; for the dedicated men who, through the wars, have carried nut its objectives; for the cooperation of government, industry, civic, reJigious and educational organisations; above ail, for the compelling love of neighbor ,which has been the motivating force in the saving of over one Million lives in the past fifty years, We ask J our continued blessing in the years to conic--Purity our intention--strengthen our resolution--pericct our work that the cause of our neighbor may be even better served. Finally, in the present world crisis that threatens the very safety of the world, grant profound wisdom to those charged with the great de cisions of our times, so that in all considerations they may place the love of their neighbor first, and through Your guidance, may bring a just and tasting peace to mankind. Amen. MINUTES OF THE ANNUAL COUNCIL MEETING The 1962 Snniini Onincil Meeting of the National Sarny Connell was held in *he r,ffin>l Ballroom oi the Conrad Hilton Ho tel. I'ntcatro, on c!-,,{*r 2?*, with Howard Pile, President. jire-iihn? Following :he Mocing of the national an them. the Invocation w-a* offered by the Right Rev. Monstptnr Th'-ma* J, Ftt/geraid, Executive Director of The Council of Catholic Women ot the Archdiocese of Chicago. Monrignor Fitzgerald's prayer ri printed alttve, Mr. Pyle referred to the death, on Au gust 1, of Ned H. Dearborn who, for some rixteen years, wa* the Council's chief ex ecutive, and who, on retirement in 1958, n.ti given the title of President Emeritus. It would be virtually impossible, Mr. Pv(e said, to overstate Mr. Dearborn's con tribution to the great cause oi accident prevention, and he described Mr. Dearborn <- .i 'tirelc'* proponent of vaift>, svlio^e memory will remain an inspiration to all uppnrtcrj of the cause of accident prei?nhofl ' At Mr Pete's request, the audi ence -to**! mr a moment of ulcncc av a mark oi respect and admiration for Mr 1 'carbarn. Mr Pyle reminded members that the 1962 Congress t< the fiftieth anniversary of the f*int Cooperative Safety Congress held in Milwaukee in 1912 and that a year later the organization which became the National Safety Council was officially launched- Based on these historical facts. Mr. Pyle said, the National Safety Council "begins it* Golden Anniversary Year at this Congress, and will conclude the anniversary year with the 1963 Congress, fifty years after the formal establishment of the 000001." Mr, Pyle referred to the retirement, in March. 1962. of General George C. Stewart. 'ft Annual Meelmq aj MentP^rt who had served the Council as Executive We President since 1934. Mr. Pyle paid tribute to the outstanding services tendered the Council by General Stewart during his term of office in welcoming the delegates, Mr. Pyle ex tended special greetings to those present irom foreign countries. He then proceeded with the business of the meeting by anf.iMincing a quorum present, in person or bv proxy. attending the meeting voted without dissent in favor of the nominations, and Mr. Pyle declared the nominees elected. iScerttary's .Vale; Complete lists of the Trustees and Directors for 1962-1963, including those nominated and elected at this meeting, as well as those continuing m office from pre vious elections, are given on preceding pages of this volume. A list of the Officers for 1963-1963 is also printed on preceding pages f this volume.) It was voted to dispense with the calling Miss Martin expressed the Council's spe ot the roll; also to dispense with the read ing of the minutes of the previous annual meeting, as the minutes had been printed and circulated to the membership. cial appreciation to four Vice President's who are relinquishing their posts this year --Dr. George M. Wheatley, Vice President for Homes; R. P. Hamilton, Vice Presi Mr. Pile called for the report of the dent for Industry; H, G. Mangelsdnrf, Vice Nominating Committee, which consisted oi he following members: Walter F. Carey, Chairman: E. M. Cushing, C Hunter Green. President for State and Local Safety Or- cpaniiations; and Dr. William P. Yarn, Vi<-e President for Research. Franklin M. Kremi. G. M. Lalich. Miss Mr. Pyle commented briefly on the Coun Manoa E. Martin. CoL W. L. Tubbs. cil's financial condition, and urged attention Miss Martin reported m behalf of the of members to the Annual Report, which N<<mmatjng Committee, pointing out that liad been made available to Congress regis the Constitution authorizes the Committee ?.- name candidates for election to the Board m Directors and to ail elective offices, and t<-' place m nomination at the Annual Coun cil Meeting said candidates, as well as the trant*. The Council's income and expense will reach new peaks in 1962, he said, but even so. tack of sufficient resources will make it impossible to fulfill our responsi bilities in many areas. There is a most candidates ior election to the Trustees named bv the Trustees. The selections of the Committee, Miss Martin stated, were re vital need for additional contnbutnc tunds so that our programs in off-thr-job safety may be accelerated. ported to the Secretary of the Council more There followed the presentation of the than 75 days before this meeting, and a William H> Cameron Award. Details of the printed Nominating Committee Report an presentation are included on following pages nouncing all nominees, was mailed to all of this volume. members of the Council on August 3!. 1962. The meeting was then addressed by Wil By reference to the printed Nominating liam H, Lowe. Chairman oi the Board of Committee Report, a copy of which had been supplied to each person in the audi ence. Mist Martin presented nomination* for Trustees, Directors, and Officers. Directors ot the National Safety Council, by President Pyle, and by Will Sherk, a senior at Rich Township High School, Park Forest, Illinois, representing Key Club In There were no nominations except those ternational of hawanis International. These presented by Mu* Martin. Mr. Pyle an addresses arc included as a part of these nounced that there were 29,862 lutes fa transactions, on following pages. voring the slate presented by the Nominat ing Committee, and no votes opposed. Those /?. L Forney Secretary mi SuUomit Safety C")t$rcs! THE WILLIAM H. CAMERON AWARD Introduction by HOWARD PYLE President. National Safety Council Vt ihc |0!2 Safety tnuqr*-.* in Milw&o* Lee. there was a great variety oi speechmakers and speeches In looking over the transactions one find* "omt vcr>' hichflovn oratory. However, there w* at least one ier\ <5nw,-n-to-earih speech, with the simple hut expressive ml*? "Accident? to the Eye and How to Prevent Them." The speaker was William H, Cameron, Safety Director tor the American Steel Foundries. Mr. Cameron's speech must have made pine an impression on she assembled dele gate* because one tear Liter, when the Na tional Safety Council wa* formed, he wa chosen to be its first Managing Director, a position which he held until his retire ment in 1942. Those, of course, were the pioneering davs, and it is no exaggeration to s-ty that Will Cameron did. indeed, bui}4 the Council from (lie ground up. With all of this in mind, we had been locking forward to having Mr. Cameron with us this morning. He has been m our jtnee *eveml times in the past six months, and it was a great satisfaction to me. per .naily, to become better acquainted with Kurt, and to hear from hi lips some stones **f the eariv days of the Council. Cnfortumtely, we were to be disappointed, f.j.t rdmttt .1 week ..I,'** Mr tAimeron cr.mc *** tie 'l(.i.t*ii--:in*l Mrs i amiron nmed with him--that the emotional and physical train of coming to this meeting would be mo much, and he asked that we excuse him. Mr. Cameron is almost ks years old. and e\en though hi absence is a matter of much regret to me. ns t know it is to jeu. I'm sure we Ml feel that we would not have wanted him to undertake something which he honestly felt was beyon! hit nrencth. The next ucrti uo our program was one if ilte very special reasons why we were Imping so much that Mr. Cameron could he here. For the past year or more the Council's Industrial Conference has had two aim* in mind in the lint place, looking ahead to this hitieth anniversary, they* felt it was important to henor Mr. Cameron for his many dedicated year* of service to safety. Second, there has been a desire to give some special recognition to the Industrial Section nt the Council which made the greatest con tribution to industrial safety during the course of a var To tell you how these two purposes have worked out in such hoc style, { now want to present another gentleman, who is well known to many of you. I refer to Mr. R, H. Ferguson, a former Vic* President .tf the Cotmri! nnd now a member of our l**nard ni Ihrerti-r- PRESENTATION OP THE WILLIAM H. CAMERON AWARD By 8. H. FERGUSON Assistant Director of Industrial Relations. Republic Steel Corporation, Cleveland I ron**idt-r m\Hf extreme h j rntYved to ! itt hern *electe<I to make the hr-1 f re*en-Mttrin of the William H. r*.*,mcr<.r. Award' The award wa* e*iahli*hcd to rerni-mre the otnunniiinir Industrial section each year. Tiir work of each section i* evaluated in i number of tmt*onant categories that were determined and are evaluated by the Indu*trial Conference. Options have been et*b- tidied that sections can chooe categoric* md arc nnt torced into a set pattern. The different ("Vimmtttee* of the Conference vote .'tK.ratelv im earn ratetrory. The outstand ing section i `elected on cumulative score. The wanner t* o* l*e annt*uncnl at the Con gress each year 3 believe that there is no name on any award, cspcciatlv an Industrial safety award, that t more fitting than William H, Cam eron.' Mr. Cameron directed the entire op* Mestinq oi < e*4tn* o* the National Safety Council for "jcry > raft and we in industry are proud -`.ax he was drawn from our ranks to this .tuts \v an individual employed in the *tee! in* ' ;*tr> I am prowl that the American Iron ,r* Steel Institute was instrumental in makra- the award possible It is most appro< -ia?e that the award should be cast in :*-J>ie -ramie** *tl This durability* sytn>>*-. the continuing pledge to carry on `.e hi*fc -tvbtd of accident prevention et lor the individual whose name is inscribed **n the award We in industry wt-ll to assure Mr Cam eron that Uis tvartse eontnwie through the years to inspire us all to greater caletv efforts. It will annually mark the leader.' Now . . , l would like to call on Dr, E. G. Metier, Chairman of the Chemical Section'* Executive Committee in 1900-1961 to receive recognition in behalf of the first Industrial Section to have it* name inscribed cm this plaque. At the same time, l would Uke to have the members oi the Commitsee rise and be recognised. Each member of the Committee will receive a replica of the Award Hgnitymg membership on an outstanding team! ACCCFTANCE OF AWARD By DR. . G, MEITER Director of Industrial Hygiene Services, Employer* Mutuals of Wausau, Milwaukee t; i- tndevd a great honor iur me 'o nmr the William H_ Cameron Award, on YCd: * ; the Chemical Section. I am alto ; t.. *i*. my part m honoring Mr. j--rr* n. -re of our greatest leaders in the ! * tr,*iu.-trul safety, with I have l,irv?i {erxjnally acquainted for mam* year*. I a,'*o wish to express appreciation to -. oerpany, Emploj ers Mutual of WauKiu. which ha* made it possible for me to work i. ?scr Chemical Section for nianv years. PRESIDENT I SI.K- Congratulation- to \-<n. Ilr Metier, and to the OtemirM secttnn for your ont*tan-lintr program of f;*-t tear, which earned tin* award t am -ure that it t* nchlv de-erv*d, and l'n :!-* -tire tliat llte e-tahU-liment oi tin* award t* a mow hums tribute t> tfie cumvcou* and inspiring hsul endup which William H. Cameron cave the National Safnv Council m us formative year*. Xotional Safety ADDRESS By WILLIAM H. LOWE Treasurer. Inland Steel Co-, Chicago Chairman, Board of Directors, National Safety Council We have indeed arrived at a significant juncture tn the organized *atetv movement --the 50th National Satety Congress and the beginning of the flolden Anniversary Year of the National Safety Council. Organised safety activities have come a long way since that first gathering a half century ago in Milwaukee. Since then, the nation has seen the concert of a national m-ganuation devoted to accident prevention take root--bud--and flower--from an idea md an ideal aimed deep within the hearts >f a relatively few visionary and idealistic mm, Tradition tell* us that significant anruver- .Arie*--lilvcr or golden as well as diamond iuhtlce* and centennials -- are appropriate titnc-i to look thoughtfully backward and measure past shortcomings and accomplish ments. Being something of a sentimentalist. I'm prone, therefore, to the backward look. But something more important than either tradition or sentimentality encourages at ht time a reflective backward glance- For vnly during such a pause can we take the full measure of progress-evolutionary hut nevertheless dramatic progress -- made through the years. Progress of the organized safety move ment has been truly evolutionary Thus there may *eem to be tittle to distinguish this--the 50th Congress--from the 19th-- >ir 37th--or 43th--or even the future iSthl Viewed in short-range perspective, each such Congress dpplays continued growth, change, development, broadening--but not radical or revolutionary departures But when we survey the long backward j<rtr*i. then only am we take the full meas ure of our dramatic progress. What ij the measure of this progress? fn the simplest out most meaningful sum mary, it is- One million lives saved! Perhaps tht* is too terse a sunanary to adequately reflect the endless hours of de voted labor by countless persons involved in a multiplicity of activities over the years --all for the sake of safety. But actually these four words--one million lives saved --peak more eloquently than volumes that we collectively might write- For they ex press `he complete summation of achieve ment, of genuine accomplishment, of the fulfillment of an objective. After all. what were our predecessors trying lo do.1 What are we trying to ac complish? AH of us have been, and are now, trvmg to save lives, to prevent in jury and suffering. To a marvelous ex tent we have done so But let us be clear that we have simply attuned a landmark--we have not reached the ultimate goal. This landmark is notable and impressive--but the ultimate goal re mains over ihe horizon. This is whv the executive committee of he Council's Board of Directors adopted ihe following policy for our 50th anniver sary: "Although we may appropriately salute the par, it is more important that we eonrentrate on the t**k* with which i are taced a our swiftly-moving technological society complicates the problem* ni human survival . . , "The rOth anniversary of the National Safety Council is the time for reappraisal, reaffirmation, and rededication - = "It is essential that the National Safety Council sustain and broaden its dominant position ... by considering it* productive and rewarding past as little more than pro logue to a future made worthy of crer> life that is yet to be saved" This policy statement suggests three ap propriate undertakings for this Congress l) that we salute the past; 2) that we re examine, reaffirm, rededteate; i) that we concentrate on the tasks of the future. We all wiil be doing a good deal of saluting the past during the course of this week, and this is appropriate- But review of the fast can be helpful in other ways. We can remind ourselves of certain be*ie and positive tenets of the safety movement that we tend to forget in the midst of our busy days. I was reminded of them while scanning another policy statement of -Jnnifc/ Meeting ot Membert the Council, one developed m 1949 by the then Beard of Directors. This document stated the CountiTs creed as follows: "Safety i* positive, it is doing things the right way. It is Interest in the welfare nf others. "It is a contribution to good living, to gcod government and respect for law and order, to efficient production, and to the well-being of every individual." Thus this business of accident prevention is truly a positive, rather than a negative, .ipproach. Safety is not just something ex tra, an afterthought. Nor is it just a se nes of "don't*." -Nothing exemplifies the positive aspeet oi vafety better than the wwy this National `'afetv Council function* Here, within the framework of a single organization with a single purpose we have representatives uf business, industry and labor; trade and professional associations and educational in stitution*; the clergy and laymen of all fauhs; government and voluntary social service groups; men's, women's and youth organizations, and many others. These various individual* and organiza tions have been able to work together un der the umbrella of the positive purposes of the National Safety Council, exchange idea* and information and then apply the knowl edge gained to separate and specific areas ml endeavor. This u true cooperation -- an historical achievement -- and one that gets results. Working jointly to gather and correlate information, then separately for further re search and application, the members of the organized safety movement have achieved remarkable results in the fifty years of this organization's existence. ' Industry* founded the National Safety Council--held the first Congress right here in the Midwest, less than 100 miles from this aty. The first offices were opened in Chicago, and the organization ha* been head quartered here ever since. I think the or ganization Has home out the propheev of the Chicago Tribune which said in 1913: "One of the most important others in the world was opened quietly this week , . .** In a re-examination of the past, I can not help but wonder whether the founders of this movement--and Mr. William Cam eron. the Council's first managing director --could actually have foreseen some of the astounding results that have sprung from those pioneer efforts, i fell sure they would have been called "dreamer*"--or won*-- had they claimed that frequency rates and severity rate* and the actual number of fatal work accidents would show the amaz. mg decline that these ?0 years have brought Witness the following, documented in the Council** 1962 Krport to the Nation The death rate ot home accidents ha* dropped 4b per cent fn 1912. there were 21 million homes and between 26 and 23 thousand taialmc*. La*t year, tu nation had grown to >4 million homes but home accident death* were held to 26,500. The rate of accidental death n public places ha* dropped some *f) per cent. Seme 2ft to 30 thousand Americans died in pub lic accident* in 1912--compared with 16.500 deaths in 1961 This came tn the face of a population that had nearly doubled. Motor vehicle fatality rate* have declined drastically on the basis of both the mile* traveled and the number of registered ve hicle*. This is true, despite the fart that current increases m traffic Accidents arc causing us concern. Finally, there is the tremendous progress made in industrial safety. Once again, with i population nearly doubled, and with a gross national product more than tnnr time* greater than 20 years ago. work Accidents have been reduced by one-third m Actual number, and the death rate has been rut by two-thirds' The 1912 total of same 21,. Q0Q workers killed on the lob *u reduced to 13.200 workers tailed last year. The lesson that 50 years of history has taught us is that safety is not something just for the workplace and the work hours. Safety is and must be a full-time. 24-hoursa-day concept. Safety learned ot the job can---and has--reinforced safety m the home md on the road. .And the reverse can be true a* well--safety learned in the home makes for safety at work and at play. The workplace was the ideal situation in which to utilize that which had been learned. For here was an environment which could tie controlled -- here was an audience that could be reached and educated through con trolled exposure to safety communications. There was never a better opportunity to prove once and for all that accident pre vention works. 3.5 196* Xatumni m/Vf.v L\`Hgr,'fs Hut tli< real challenge that we must face up tn for the future continues to be off* ilie-job safety. In all humility, we in in dustry must recognize that the achieve ments in public safety, home safety, and traffic safety are all the more remarkable because the control ot environment and edu cation is so limited. Iljght non* there arc plan* under way to meet this future challenge, During this jrecm Congress there are many session* pointed directly at safety's role m tomorrow's ui<rld. Throughout die coming year there mil be further meeting-* and conferences devoted to that anie topic Organised safety is pJanmnc to enter i|i -etrxid lialf-eentury armed with the knowledge wined from past experience and ready to take the of- trn-tve. I'rC'ident Howard IMe will be speaking t>> n> in a moment m greater detail about thr-c challenges that face us in the very <Mr as well as the distant future. Ymt will he happy to learn from him, in some detail, that the Council i on a sound fiscal i..img. Kudeet * IvoMimt up, in spite t.f what we ought term inadequate financing --iail<*nuate t the large job that is as -.<< undone. TJu ciening tear will lie, f think, a jurnctilarly exciting rime; not because there will iw much ado ai<out the Council's birth day, at such, but because of what we will l*e doing to make that birthday significant. The coming year--from now until next Congress--has been, as you know, officially proclaimed by President Kennedy as "Na tional Safety Council Golden Anniversary Year-1* This came about by a joint reso lution of the United States Congress. This is important, of course. We can take pride in this national recognition. And it should help to make the American people more fully aware of what accident preven tion means and what it can do. But even more important, I believe, is that we make of this a time; not only of re-examination, but of reaffirmation of our zeal for and dedication to safety. For we deal with something more precious than recognition or publicity or statistics--we are dealing wnh human life: \* representatives here assembled of the organized safely movement, it is clearly up to us to make certain that the coming years will indeed be years of longer fife and greater happiness for more and more peo ple in this land--made so by an ever more effective program of accident prevention. It wiil be one of the most formidable jobs Americans have ever undertaken, but it can be done. We have received a wonderful heritage of accomplishment from our predecessors. Our record in the next fifty years must he equally Impressive, or we wilt have failed in our responsibilities to our fellow men and to our Creator. Annual StctUn<} ot Meruhcrt ANNUAL ADDRESS OF THE PRESIDENT By HOWARD PYLE President, National Safety Council S olumes could be written in commemora tion of organized saiet>' tint halt century ot service o the national welfare, ft's a dramatic story of thousands ot men and women from every walk of life, believing in wliat applied accident prevention tech niques can do, and proving it in terms of remits ifiat are literally a living memorial m their convictions and combined efforts. We alute the many whose devotion to brought us to the National Safety f ocnrtl'i Golden Anniversary year with so much enu-e for pride in the achievements *>f rhe r*-r mgiy obvious that the pace at which our population . . . especially our driver popu lation . . . ynd our economy have grown, had finally begun to outrun the pace at which our safely programs were being ap. plied- Fatalities were definitely on the rise. For the first time since 1935, the rate of deaths per 100 million mdcs traveled is up. At the end of nine months of this year, there was an increase of mm per cent m traffic deaths. In actual numbers killed this means an additional JJJO fatalities. N*qw *n the extremely urgent busl- n\ ,ur present ami the future. Let F"e b*cm fix pjtxir? from a recent review > : the n*riwl situation prepared b* Gmr+tl Maragrr Bill Johnson. Tie **> rec.ipl thus i.nr in 1962 is 1 ojenJIv i the highway. Both t-'<d <Vi`h isad death rates are up. "Pa-t s*rrrws. a* evidenced by the dra- rv.ae lecbsw n death rates up to tliis year. that the safety movement has the mean* to reverve thu year1* trends. Used to their is * eoeeprehersive and real- it*e duneaer kcaJ. state and national Icveis. thr>e farces can expand programs and vQ<4am rffuets to prevent accidents." ftepre^awatsves of some of the Confer ences lave already heard a detailed exten sion of dtw statement from Bill Johnson and tmrnU.js of our staff team. By now t seed ace tell many of you that these are ax baseness as usual days around CoodoI headgeortm. For weeks the staff has ben malang nwrial preparation for your arrival, w itu gteeiaely gratifying to find so many of vow so responsive to the plan ning that is bong dooe for the days ahead It is doubtful that anyone could have anticipated just how saca wc would have to meet the challenge that now confronts uw As late as this spring, although traffic fatalities were inching upward, we still had reason to believe the toll would again turn downward As the reports for the summer began to come m. however, it was distress- h*s an alarming increase and it Implies that we are virtually certain to see irom 40 to 41 thousand perins killed on our highways before the end of tins year. Home deaths have increased by 900 over the first eight months of last year. Deaths from work accidents liave increased a total of 300 over the same period lat year, and these killed in public accidents Ism increased a total of 100. Before we risk a point ot no return in this trend there must be a turning point of our own making, one that will return us to the positive gains we know can be expected from fully utilized accident pre vention. So manv of the known requirements art not yet fully operative. For maximum safety on our highways- die basic document is the Action Program of the President's Commmee for Traffic Safety. It's the result of years of study and concurrence on the part of the most responsible authorities we have in this field. The techniques involved have been tested and proved over and over. Still, among the 1,200 cities that report to the National Safety Council every year, only 56 per cent of this complete program has Keen active 4 Even so. on the strength of what this plan of action lias accomplished thus far, in spite of its limited use, it is the carefully considered opinion of many experienced observers that its full use would cut the present traffic toll in half. Xow this is not news to many of you. J*CiJ .Vit/ii/rutf Safety Congrcts < >n the other hand, it would surprise vou to know how many there arc in positions of maior responsibility wh*> Imc only a osuai knowledge of the ^ctrnn Program and what it really represent* in five* that can still be saved. What is to be done about it * Shall we just rock along and hope for some miracle to move the millions whose support is essential to tile success of this fundamentally sound answer to wholesale murder on our highways? Is this the way we do things in the United -States when there is a need for action a* urgent as this? Men, women and children are dying by ihe thousands on our public roads while thousands more are being erippled for life and otherwise brutalized While all this goes on . even now-, at this very instant , . . there is an ap proval , , , but only slightly used . . plan available that will help stop it . . perhaps as much as half of it What is our answer to be? No organization in this country is equipped to do as much for this program as the National Safety Council. Therefore, no other organization carries ,- much responsibility in this regard as we do. What docs the Action Program for High way S-ifcty need more than any other sin gle thing right now ? It needs citizen support. . . . citizens in sisting on sound, uniform laws throughout the land. The sound taws have been written in the Uniform Vehicle Code and the Model Traf fic Ordinance. If they are to go on the books state legislators and city councilmen must be encouraged to put than there. We need informed citizens insisting that official record bureaus maintain adequate wrident reports for the guidance of traffic safety programs. . , . Citizens insisting that the schools provide approved instruction in traffic safely for children and youth. . . Citizens insisting that the police traintain maximum standards in traffic super vision and firm enforcement. . , . We need informed citizens insisting that the courts dispense justice and create re spect for traffic law. . . . Citizens insisting that license authorities set up strict requirements for obtaining and retaining driving privileges. - . - We need well advised citizens insisting that street and highway departments increase the safety of existing toads and streets through better engineering, . . . Citizens insisting that manufacturers de sign vehicles that are progressively easier to operate safely. . . . Citizens must insist that every operating vehicle be kept fit for the road through periodic inspections, . . . In the very briefest detail, this is the substance of the Action Program for greaser jaicty on the highways. Failure to use m-ery resource at our com mand to gain the earliest possible full ue of (his program will abandon thousands of our good citizens to traffic deaths and in juries that can he avoided It isn't as easy assignment. . . There are still those who hope for an caster way. . . . Most of all. however, we need to build confidence in what we are doing . . , not only in traffic accident prevention, but in all other phases of our work as well. I know this has been said before, but the building of confidence in the soundness of accident prevention techniques, and the effectiveness of the systems we are using, is still the number one key to more real istic financial support for safety and the high caliber of citizen leadership that we must have, There it no room for assuming that any one knows what we are doing, or what needs to b done. To be sure, our many friends m the coun try's communications media give us the very best they have in time and space, for which we couldn't possibly be more grateful, but we must still cultivate more and better un derstanding of our work through an endlets round of personal contacts in all the right places. What does this mean? It means we must constantly search out the citizen strength of the country . , . tn business and industry. . . . Meeting of Members farm groups and related agefvcies labor unions . . . .. public information media , . . women's groups . , religious groups . . . civic and service clubs . , , and youth, groups . . . to mention tust a few of the great reser voirs of influence and vitality with which we are already so soundly identified. We keep the best company In the world, both nationally and locally We must be sure we don't neglect it. WHEREAS the Council has striven faithfullv during this half century to develop vnd implement sound, effective programs di rected toward the prevention ot accidents of all kinds; and WHEREAS there has been a notable and Meadv decline in the rates oi accidental death and injury* as a result of such na tional programs of the organized safety movement; and WHEREAS this decline in accident rates demonstrates the value ot nationwide safety activities as carried on under the leader ship of the National Safety Council; and Instead, let's confide in our thousands of members, volunteers, and friends as respon sible associates t-hould. We have no problems involving either the humanitarian or economic side of acci WHEREAS the Council, as a guardian oi die public interest, has proved ns dedi cation to th>. lately and welfare of the ,Nation's citizens, as set forth in its Fed eral charter; and dent prevention in which they don't have a stake. The challenge i* to see to it that there is a recognition of this fact. As we fueceed in this regard most of our other problems will be grotty minimized All this assume*, or course, that or really believe in what we are doing. Safety can t be just a job if we are really WHEREAS the Congress, by Senate joint Resolution 222. approve*! September .TO, 1962, requested the President to issue a proclamation designating the period Oc tober 1962 through October 1963 as National Safety Council Fiftieth Anniversary Tear: NOW, THEREFORE, ! JOHN F. KENNEDY, President oi the United States going to do anything with it. We are trying to solve what might be called the perfect came. The accident that kills or cripple* is more often than not ex actly that. To the extent that we are really dedicated to finding the answers and mak ing them work we stand with the likes of f. Edgar Hoover and the Federal Bureau nf Investigation. To fail lo take our ob ligation this seriously u to flunk a course of America, do hereby designate the period October 1962 through October 1963 a* Na tional Safety Council Fiftieth Anniversary Year, in recognition of the role of the Na tional Safety Council in our way of life; and I urge the Governors of the States, the Commonwealth of Puerto Rico, and other areas subject to the jurisdiction ot the United States, and mayors of cities to issue similar proclamations. itt good citizenship that becomes more criti I also ask the .appropriate officials of the cal by the hour. Federal, State, and local governments, as When have we given mere thought to survival than of late* How appropriate that organized safety should be convened as it is here in Chicago at this time AU of us are remembering the President of the United Slates in our praters these day*. May w-e remember, too, that this same President has said to us by proclama tion . - . WHEREAS October 1962 marks the be ginning of the fiftieth anniversary observ ance of the founding of the National Safety Council; and well as public and private organizations and the general public, to join in observance oi this significant occasion, and to increase their efforts to reduce the numDer of ac cident* in homes, m industry, in public places, and on our streets and highways. IN' WITNESS WHEREOF. \ have here unto set mv hand and caused the Seal of the United State* of America to be affixed. DONE at the City of Washington this twentieth day ox September in the year oi our Lord nineteen hundred and sixtytwo, and of the Independence of the United States of America the one hundred and eighty-seventh. . , , /y<i? XatioMdl Saf*'tx t'uyrrss The National Safety Council, ,tnd the organized safety movement. ha* never been ftiven a more important clwryc , . , Hence this question. . , , Hoiv quickly can we save our nest mil lion lives? This is your Council. . . . So, the answer is up to you . - . ami those oi u who serve you. SAFETY--WHO NEEDS IT? By WILL SHEKK Key Clubs International of Ktwaais International Rich Township High School, Park Forest, ILL When I was preparing this address, a mend was looking over my shoulder, and he happened to notice the title and he said: "Well, Will, as tar as I can see, you've got nothing to worry' about'* I told him that I was to deliver the ad dress before the entire National Safety Con gress, ?nd that that was quite a few people. "That's what I mean,'* he said, "It you get nervous and cant remember what you tvam to say, all you have to do is point to the first person in the front row, and begin, ' You and vou and you.' and <o on, until you remember." At ridiculous as the prospect may stem, I think you will agree that my mend had touched the very heart or the entire matter. Realty, 1 need not remind this audience that every single one of us needs safety. It cannot be the business of a few interested national leaders, but it mirst become the interest of all people, both young and old. As I ee it, the most important point to the national safety movement is the fact that safety must become a personal habit with every man, woman, and child in the United States. T have noticed that the older a person be comes, the more habits he adopts, and the harder it becomes for him to change (he way he thinks, or the manner in which he docs things. Last year I began to persuade my father that he ought to have seat belts Installed in our family car. Perhaps I should point out that the fir.n automobile my father '-tvned was a 1931 Model "A". This should give you ,mc idea how Song my father has l-cen driving a car i.n business. Father's am* <ude war ihaf i-e wouldn't mind having them installed if it would make me feel any better, but that he doubted if lie would ever Use them It term* if* me that this is generally the Attitude of mtddle-Agrtl American adults to ward safety--they have been doing some thing one way for so long, that to them it i-n't worth the effort to change it Your anniversary theme is ``What is past is prologue." And for American youth, it is truly a beginning. Vou are in one sense writing the epilogue to SO years oi accident prevention--but we will have another epi logue to write 50 years from today. When my generation sits where you sit now, 1 think it will have an outstanding mry to tell as well. Not to take awav from the progress you have made, l tiope we will have an even more powerful epilogue. Three --five--perhaps seven million lives saved by the end of safety's first full century. It will l>e possible because of wliat we can learn from you: but you must now guide us to that goal. You know, youth hasn't been around long enough to develop such firm habits. In youth you have a blank slate, on which habits must he written. We are looking for guidance and direc tion. If you plant the habits oi safety* in our minds now, in a few years we will be the leaders and parents of this country', and per'vnal safety wilt become as much a habit as getting out of bed in the morning. After safety has become a personal habit, then you are ready to tackle the problem of national accident prevention. JO inniu`1 ViV/me ot Wriiitvcr With the coming of old age, a person begins to believe that no one m.m is going to set the world on fire. Youth still believes that it can vet the world on tire, and there are 50 million young people m tins country who are ready to prove it. Here is unlimited potential. America'* greatest natural resource is iicf youth. Young people are able to accomplish things which others will not try--simply because youth docs not know what a is to f-e tired or defeated. There is a word, which many people auto matically associate with youth--the word is enthusiasm -- the enthusiasm of youth -- the drive that makes young people n*c to un believable heights. For instance, die majority or AAL' swimming records for 1962 are held by people under 21 years of age. Two ki them are held bv a 15-year-old girl. !>. you know the difference between the young people involved in the misdemeanors you read alxit on the front page of your {taper, and the outstanding citizens and ath letes and scholars sou might chance to read about somewhere toward (He back? 1*11 tell vou--ihe difference is purpose. The one single thing youth needs to make it great i* purpose. If you as leaders in the %-nety movement give us a purpose, you will .re is hat miracles enthusiasm and vigor can produce. Mtscnil weeks agtj, when 1 wa utkintr with tKjvemor Pyle, lie mentioned the word horsepower, and he told me something i would like to relate to you. ft is a fact of aeronautical science, that any body, regardless of shape or sue or design, can he made to fly, if you can athx enough horsepower to it. It is, in fact, pos sible to fly the Conrad Hilton Hotel, it vou ran get enough horsepower behind it. Now then, what will happen when viaj take a rocket plane like the X-l5, which has been designed and redesigned, tested and retested over a period of many scars to en sure its being the best possible shape, and then you attach to it a rocket motor of tre mendous thrust potential? The combination is going to produce tre mendous results. Now vou arc giving us a plan of action against accidents that has been worked over and shaped and reshaped over a period of 30 years. Although it will undoubtedly need further shaping to keep pace with an ever-changing society, basically all that it needs u the power to make it go. Here is your horsepower --fifty million young people with the vita! energy and en thusiasm to get the job done. We want to do it. and with your help and guidance, we wiii do it. 31 ANNUAL BANQUET INVOCATION By RABBI IRVING J. ROSENBAUM Executive Vice President, The Chicago Board of Rabbis Our Father tn heaven, who hast revealed Thyself in manifold fash ion, through the truths men have discovered, the beauty they have traced out, and the goodness they have wrought, hast also made Thy self manifest through men and women who seek to serve Thee by serving their fellow man and who seek the grace of Thy Presence; Thou who art fomid not only at public shrines but wherever men call upon Thy name in truth and sincerity, bless, we pray, this gathering and its deliberations. Thou, who art the Author of all life, bless these, Thv children, whose daily concern is the conserving and the saving of the thes of those -.thorn Thou has created. Help vs, we pray, to achieve our goals in this, onr chosen task. But help us, as well, to look beyond our pro fessional concerns and the perfection of our skills and talents to 4 set of moral values which alone can assure the continuing safety of our total society. Prone as tit arc to take our blessings for granted, teach ns to break through the crust of smugness and complacency that we may mart and pour out our gratitude to Thee for the benedictions of life, health, joy of laniity,, beauty oi friendship and the privilege of living in a so ciety that is tlie heir to and the defender of man's precious freedoms. Grant, wc pray, that through our charts we may communicate to all mm the truth taught by the poet, Edwin Markham, who wrote: `Live and let tr,'e> is the. cry of the old. The cry oj the world when the world was cold. The cry of nun when they pulled opart, The cry of the race with a chiU in its heart. But `Live and help Vtvd ir the cry oj the new. The cry oj the world with its dream shining through. May the deliberations, judgments and decisions made here make their modest contribution to the fulfillment of that dream. Teach us, we pray, to live and help live. ` Amen Lanqres r Banquet NATIONAL SAFETY CONGRESS BANQUET neifl in me international Bal room of the Conrad Hilton Hotel, Chicag on October .51, with William H, Low Chairman of the Board ol Director*, pn Siding. The invocation was given hv Fabbt Irvin / Rosenbaum, Executive Vice President e the Chicago Board of Rabbis. Rabbi Royer haunt's prater if printed on the precedtn. population which, during the year, did movt to protect their citizen* irom acridcnn o< all kinds. The award is b**ed not otilv on actual accident record*, but on accident prevention activities by industry, media, churches, fine and youth groups, public official*, and safety organizations. For earning this recognition Governor Carvel and Mayor* Hutchison and Cava- He. in ripening the banquet. Chairman Lowe reminded the audience that (he Na tional Safety Congress begin* the Golden Anniversary Year t the National Safety nagh received from President Pyle the Flame n: Life Award, The award i* an abstract crystal unilpture in (lie form qi 4 dame, fashioned to symbolize the flame of hie which accident prevention uteks to sus tain. Council. This is based on 'he tact that the idea ot a national satfv organization was conceived at the First National Safety Congress held tn 1012, and that the or ganization actually came into being * >ear later, in tPIJ, Over these fifty veart, Mr, l-owe van!, nmre than one million lives have been saved from accidental death, due to the dedicated In accepting their awards. Governor Carid and Mayors Hutchison and Cavanagh paid tribute the many public officials and safety leader* in their respective areas, whose efforts played a significant pan in earning the recognition. Special guests irom Dela ware, Detroit, and Berkeley, attending the banquet, were *4cet tn stand and be reenguued, work of all those individuals and organiza tions that constitute the safety movement in America- This saving in lives is cal culated cm the feast* of the reduction in death rates which has occurred since the The banquet address was given by Dr Hugh L. Dryden, Deputy Administrator National Aeronautics a,id Space Adminis tration. Council's organization in 1913, tn introducing Dr, Dryden, the Chairman During the dinner, banquet guests were entertained by an orchestra under the di rection of Bud Dirtwiddic, and by a choral group. The Ivy Five. Following the dinner. President Howard Pyle presented the Trustee* Award ot the National Safety Council o the Honorable Elbert N. Carvel. Governor of Delaware, the Honorable Claude B, Hutrin<on. Mayor of Berkeley. California, ami the Honorable .ferome !*, Cavanagh. Mayor oi fJctroit, Michigan, ior the accident prevention per formance of their areas in i6K 'mtlmed his distinguished career as a liictong public servant. Following a number ot years service with the National Bureau ot Standards, hi* outstanding talents were put to work for our military and Air Force effort* throughout World War II, He ha* received the highest recognition, both in thi- ovuntry ind abroad, for his scientific con tributions and research in the fields of aero nautics and astronautics. He ha* received the C. S. Army Air Force Medal of Free dom, the Presidential Certificate of Merit, the Order ot the British Empire, and the Danicj Guggenheim Medal The Trustees Award * prevented annually to the ute and to the two cities in the population groups below and above Dr. Dryden's address, "Safety in the Space Age," is included as a part of these trans actions, on following pages. U SAFETY IN THE SPACE AOE By HUGH L. DRYDEN Deputy Administrator. National Aeronautics and Space Administration 1 ,.it a* i ' itt.'ituc vi "Mil - newe-t < imimc ...hi uri-hnnlogicnt nucrpn*c-- travel .itui cvpioratiem-- l>. jvn tonight will* lhu*e vi v<.u who are an thr iht.v lv-ibv ft-|,oU`ibiUties in promoting Kiiety, in a very real sense we are an the same work. jince one <>i the prime rmuirements >u Aif aeuvitm in the National Aeronautics ,kh1 Space Administration i that nur op erations be a* sale as human care and in* irrniut)- caft make diem. Everyone knows the importance of this occasion--the National Safety Council's cele bration of its SOth Anniversary Year, which has hern emphasized by the Congressional and Presidential Proclamations designating the period and urging us observance. These years have <eeti remarkable -uiety progress in the United States. Since )VU, when the idea oi llie Xurioi } Safety Council originated, more than a million lives have been saved that might otherwise need lessly have been lost. What better proof could there be that accident prevention really works ? Mure than a million persons spared to live and contribute to their country, and hundreds ol thousands ot families kept inmet as a result of the work oi this dedi cated organization! K event I y, l was talking with your Presi dent, Cicvemor Howard Pyle, about these s ifety accomplishments- As you know, the originil impetus tor an organized safety firognurt essme from the enormously haxardous conditions in steel nulls ot 50 years ago. Accident rate* were vers- high. Every <teel worker's home was liaunted by the specters ot serious injury or death. And m tint day many people considered the situanon impossible to change or improve-- that a heavy toll in crippling accidents and deaths was inevitable in Meet making. largely because oi the determined ef forts marie by the National Saietv Coun cil, we learned that vast improvement was passible. Look at the record of the steel mills (orfay. 1 am informerf. for example. that at the Gar> Works of ihe V. f*. 'vied * orjiorsitum, jo.*t <inside this rm more dan 1? million manhours have current!} J*een worked without a single disabling ac cident. Other mills throughout the steel industry are approaching this record in an area once acknowledged to be almost as tingerous as a bn' .field. Record* tike this ire e<meret* evidence of sound safety principles a* they have been applied to actual practice. The basic principles of safety are sim ple and broad enough to be applied in a great many different activities and condi tions, Certainly we at NASA have had extensive and varied opportunities to test them under most severe conditions. Be cause m the exceptionally wide range of research and development involved in the space program--and as you know, most of this work is pioneering in fields hitherto unexplored--we have had to cope with safety problems never encountered before. In tome cates there can be no reference to previ ous related experience, because such ex perience simply does not exist- Our safety officers have frequently had to draw upon rheir knowledge of sound safety principles to develop new tvpet of safety ruies and regulations, and sometimes completely new procedures, to provide safeguards for work that is often dangerous in the extreme. The Mercury program, so frequently in tbe news during the past year and a half, is a case in point The suborbital flights of Astronauts Shepard and Crissom, and the orbital flight* of Glenn, Carpenter, and Schirra were all examples of safety pro cedures carried out to the ultimate degree. Every one of the flights was preceded by months and years of testing, studying, changing, redesigning the Mercury capsule and Us instruments, the ground-control and tracking equipment, and the space suit and its instrumentation, with the safety of the astronaut at a major coruideralion. Incredible as it may seem, before the first suborbital manned flight more than 1,250,009 tests were carried out to insure :u that each item, each group m items, as at reliable as human zbihtv could make them. jiireadv a remark.ride c sample of pliy.-ucai fitness when he lieoune an astronaut, per sisted in roadwork, like a prize lighter, be The Redstone launch vehicle was tested fore his fight. He <nll keeps hit weight on the ground and in flight time after time, town and endurance up by this titui other as was the Atlas employed in the later regular exerrtse*. orbital missions- A specially designed es tn addition, the astronauts went through cape mechanism was engineered for the Mer progressively mure difficult iUmma-butldine cury capsule, complete with its own small activities, and were subjected to very high racket system. If anything should go wrong pressure*, extremes of temperature, and t with the launch cycle, this mechanism de accelerations on a last-whirling centrifuge taches the capsule from the launch vehicle, tiiat simulated the heavy gravity stresses then hurls lr away to a safe distance, and f.i take-off and entry. parachutes it to a landing. The escape mechanism was tested and Improved re peatedly. These years at severe, often ledtom, con ditioning were spent to provide die fulleM possible assurance that when we vent mm The life support system of the Mercury into space, they would come hack alive and capsule itself--the oxygen supply, the tem unharmed bv the experience. perature controls, and other elements--were also subjected to every conceivable kind of test, and many changes were made to add or improve safety features. These efforts at providing tolerable environments tor man in space flight are continual and progressive. They will grow more complex as Project Gemini succeeds Mercury, and as we move forward to Apollo, the program tor land ing a team of Americans on the moon within this decade, and reluming them sately home with the results of their lunar exploration. In our maimed space flight program, #c liave s far been very fortunate indeed Of course, we have made every effort in assure safe outcomes for our Mercurv flights. We must face the possibility, liotv* ever, that even with the most advanced sfety precautions, a disaster is possible. A launch vehicle v< on* o the most com plicated and elalwrate mechanisms ever de vised by (he mind of man. It contain' thousands of individual parts. One small defective component amid cause a imindt As early foundation to all this were the to fail--ami perhaps t take the lit* ot m sequences of flight tests--launches with astronaut dummy models, launches with Rhesus mon keys and, later, chimpanzees. Only then, when we knew as much as tests could teach We have sent five brave men into ipeice AH have come back unharmed, filled with the enthusiasm and exuberance of their us, and when we were as sure as we could possibly be that nothing would go wrong, did we venture to send astronauts in space --first the suborbital. then the orbital mis sions. great adventure. Several times, as we are all aware, there were some bad moment*. I thank God diat the end of the *tory has each time been Happy instead of tragic. Let us bear in mind, as John Glenn The seven original astronaut*--there are stressed in his testimony before Congress nine new volume*/*, as you probably knenv a few month* afro- tint we im> not alwnve --were given training particularly ilesigrted lie so fortunate. to ensure their safety. They practiced climbing in and out of the Mercury cap sule as it floated in the ocean. They learned how to survive in the desert and in other harsh environments in an malfunctions That U why we continue, with every method we can devise, and with every tool and device at our disposal, to emphasize safety, safety, safety, at all limes in everv one of our programs. sent tlie spacecraft down in such areas. Even small children arc aware of the pre TIw astronauts underwent stringent pro launch procedure Called "countdown.1 In grams to train their reflexes to react quickly a way, it must be confusing to youngsters and efficiently in emergencies. AH have to learn their numbers backward before maintained personal regimens or physical fit they even start in the first grade. ness to keep strong and agile, and to build At any rate, the countdown itself is up endurance. For instance, John Glenn. largely a safety device. It is a systematic, li P76 National Safety Cangrett painstaking check-off of every possible thing that might go wrong and cause a mission to fait. Our scientist* and engineers have designed and built elaborate electronic de vice* which subject each component of the launch vehicle and spacecraft to analyses that can spot immediately any incipient matf miction. Tn this constant search for increased safety, new word* and new idea* have come into being to match the technology of space. Old words have taken on new meanings. `'Redundancy" is a word that formerly meant \ repetitive and therefore v,-r*teut and poor ,ij of expressing a thought. In space terminology, redundancy means an extra measure ot safety- It refer* to provision of duplicate components so that if one mal function*, another can take over and per form the (ask. In a number of eases, the redundancy factor, the safety factor, if the human pilot. For instance. Mercury capsules are equipped with both automatic and manual controls. You may recall that in several (lights, cer tain automatic control* did not perform a* programmed. In each ease, the astronaut was able to take over manual control, and thus to complete the mj*kw safely. There have been similar experiences with out experimental airplane, the rocket-pow ered X-15. which ha* flown more than 4,000 miles an hour and reached altitudes of inmc ?0 miles. From the X-15. we have derived much knowledge of value to the manned space flight program. The men who fly the X-15 are among the moc skillful test pilots in the world: ilso, before each flight, the X-15 is checked 'tut exhaustively. Nevertheless, on many occasions, because of various malfunctions in the automatic systems it has been neeeifarv for the pilot to assume manual con trol--prosing again the value of redundancy to provide the extra margin of safety that mnv mean the difference between mission failure or success and sometimes between life or death. However, the flights 1 have mentioned in i'roject Mercury and the X-15 program directly a fleet the live* of relatively few person*. .Vow that nine new astronauts have Keen chosen, we have a total of IS. Add .mother half dozen for the X-15 program and there are still only 2l men who will brave flight in near-space and deep space, But let me remind you that the National Aeronautics and Space Administration now has some -3,000 ctnpfovecs. wt are vuallv concerned with the vatety "> each and carry one ni them Most of nur employee*, of course, art performing much the mt kind of work and facing trmlar hazards to tho*c with which thi* audience U familiar--type* en countered by employees of large businesses or industries in day-to-day routine*. Any organisation employing large number* of people faces the statistic) likelihood of hav ing a certain number ot accidents--some trivial, some serious. VASA in addition to having worker* that are subject to routine hazards, has many employees who must cope with dan gers that may be (ess familiar to you than are those of our astronaut* and test pilot*. Some of Ihe people tn cur research and development center* employ new types ot specialized equipment. We have crew* worktrig with atomic reactors who are exposed to the hazards of nuclear radiation. Others deal with enormous extreme* of heat and cold--liquid hydrogen and liquid oxygen at near absolute lerc, and static firing of r.-x-kets on test stands where the hose of the vehicle heats to thousands of degree* Fahrenheit. We have people working with toxic gasc*. with high-voltage electricity, with great pres sure.*, and with a host of other hazardous materials, techniques, and devices. For all tlie*e. careful procedures and practices have been developed to handle inherently danger ous situation*. S might also mention that our safety pro gram is not restricted to the United States. We are equally concerned with the safety and well-being of employees overseas who operate our network of tracking and data stations and other facilities at various lo cations around the globe. The niety record in this country and abroad, ha* been out standing. The National Aeronautics and Spare Ad ministration ts proud ot this record. All ot us were deeply honored and gratified when the agency was awarded one ot the three President's Safety Awards for acci dent prevoitkM during 1%G. That award testified not only to the effectiveness * 3d Congress (iartgtirf NASA atry measure*, but also -lemonstrated that, across the world, employees are striving to make these vsfetv measures working realities. it should be noted, too, that the NASA vuetv policy is designed to protect not only our own personnel and facilities, but Mw to safeguard against hazard* to peo ple and property near installations or m the path of space and aeronautical experi ment*. At Cape Canaveral, from which must of our spacecraft have been sent aloft, and at the Mississippi Test Facility where the gum Saturn rockets will be tested, we are providing wide buffer zone* to attenuate the thunderous noise ind shocks of t*tfifing and launching. Exploration of space will profoundly atten mankind--in ways no me can today predict with certainty. In fact, space re search hat already developed new material* -"metals, alloys, ceramics, fabrics, plastics, an>l chemicals--many oi which will even tual)*- be in ccmmeraal production. tee (or Aeronautic* tS.St'Ai, wa* engaged for 43 year*. An important portion of .VASA ocijvttie* i* devoted tn aeronautics problem*. Mnv of these activities directly center on safety The number and site of airplanes, and the speril* at which they fly, are teditv in creasing. It is obvious th.it the changeover itom piston engines to jet propulsion in commercial aircraft has greatly multiplied and complicated problems of safety. Flight times are shortened Take-off and landing distances are lengthened The*e problem* will be heightened im measurably with th* next new- aircraft on the research horizon -- the *uper$oatc jet tren-port. We shah have to cope with a htxt of complexities with this craft: a new engine i< needed: aerodynamic efficiency nwt be improved; structure* and materials imut be developed; stability and control ditncuilie* must be defined and solution* found; and there is jet noise and the sonic boom, not to mention air traffic control. In tome cases, these new. exotic material* Many of these advance* Have their at create accident or health hazards never be tendant safety consideration*. NASA scien fore encountered- As their production and tists and engineer* are at work in all these t*e become more widespread, it k inevita am*, and excellent progress is being made ble that more and more people will be <rxt*Md to new risks, associated With mak ing, transporting, and employing these sub stances. Theretore. the safety lesson* we fnc learned, and hopefully will continue to team, in space research &.:d develop ment work must be grasped and taught to increasingly ,g* numbers ot employers, employees, and even ultimate consumers, I -careely need point out to thi* audience the tremendous safety challenge that such developments present. For it (i only through their safe use that the end products of sci entific research can bring to us the full benefit* inherent in them, Meanwhile. NASA continue* with many teller projects in which safety- t* one of the major concern*. We are engaged m reward! on such factor* as wet runways, improved tires and tread*, more efficient braking, and reduction of fire hazard*. Let me tell you a tittle about some im portant studies we have recently made m the effects of slush on airport runways. At our Langley Research Center, we have a test arrangement in which a 100.000-pound car i accelerated hydraulically and run* down a track at 130 miles an Jiour. Time after time, an airplane wheel carried by this car Has been run through slush at .'Vow that the United States has embarked various depths to find the effect* on land upon an accelerated and broadened program ing and take-off of our present-day itt of space exploration, it Is not amiss to point urcran. out that we at NASA are still very much c <n-cmd with aeronautics research and with aeronautics safety. The press oftci refer* to NASA os the "Space Agency." That leaves out a very important part of the title. "Aeronautics." We are vigorously car- rving forward work in which our pcedeces*ci agency, the National Advisory Commit* Some of the discoveries have been sur prising. For example, a* little as one-holt inch of slush on an airport runway can seriously hamper the take-off of a jet trans port. A rough rule of thumb developed from the data obtained in these tests is that for each half ineh of slush or water on the runway, approximately 1,000 feet 37 I9f>* Snttonal Safely Congress wore of ground run i$ required tor a jet transport lo take off. This is the kind of research that might i>e called "an ounce oi prevention." There is no wav of giving meaningful statistics v figures but unquestionably, accidents have been prevented and more will be. a* a re mit of this research. tional Aeronautics and Space Program, it is not solely an effort to explore space, but one that will create ior us an aero space capability second to none--the allaround power to exploit the near and far reaches t the *olar system fully in the national interest, whatever that interest may require. There is no doubt whatever that thi* Na I have touched upon only a iVw examples tion and the Free World would face somof the many problem* that NASA is at l*er consequences should another country tempting to solve in the field i aeronautics. develop and apply a superior jee tech Hut i think that even this Hnet mention ma% help give you some idea of the breadth of our over**!! program. nology for aggressive purposes Space power is <nve of the most important forms of insurance in which we can invest Some of the facts and illustrations I for survival m the new age of expansion Iwve noted this evening are dramatic. The into the umver*e hat the rocket ha opened work of NASA has caught the imagination to man. It is vitally important for the of the American people. Concern with day- United Suites to gain ascendancy in space to-day safety, by comparison, may seem technology and r*perafiW* rather dull--if we do not keep in mind that caving human jive* is never dull To attain thi# position that i* * vital tn we must make certain that our country All of us must be alert to the tart that continue* to play a leading role in the ad lht more complex our living becomes, with high-speed automobiles, modem convenience* tn the home, nuclear energy, space explora vances of science that come from space ex, pioratian. W pursue knowledge vigorously not alone for knowledge per se, but also tion, the more attention nr mur pay to the because knowledge is power. VVe are de day-to-day detail* of safety. termined that our country shall have that More than 40.000 persons will W killed m traffic accident* this jear--die highest number in history- More than 90,000 will die m accidents of all type*. On this occation of the National Safely Council'* Fiftieth Anniversary Year, jet us pause lot a moment and consider these figures. They power. And SO I ask you. at proponents of safety, to examine the hazards of nut exploring space--the hazard of coming technological obsolescence, the hazard of potential toss of leadership, the hazard of military sur prise by potential enemies, if we fail to act. rmi*t be given their proper perspective, so Let us take all the required rafety meas that the same concern shown for otir astro ures now. to protect against these hazard*, nauts u they orbit in space wall be shown these dai ;ers. Lee us make sure that, as tor the many who die each-year from the Shakespeare's Hotspur says in Part One of hazard* oi daily living. The Council can not do tht* job alone, bat must have the help and cooperation of everyone. King Henry VI: "0*t of this nettle, danger, tee Plusk this jhxver, safely." We at NASA intend to continue doing our be*t in this regard. Our main task, however, remains one of insuring safety of an even broader scope. We must not lose sight of the underlying purpose of the Na By so doing, the benefits will accrue not to ourselves alone but to our children and grandchildren, and to human brings every where. SAFETY EXPOSITION EXHIBITORS--1962 Acme Protection Equipment Co., South Haven, Mich. Industrial pj* masks riiLiniv'.tl .md ;u`CC"'*m- Advance Glove Mfg. Co.. Detroit, Mich. Work glove*. Aetna Casualty & Surety Co., Hartford, Conn. Gaiety educational aid'and wrvu-t-, includim? tetna lim**irainrr Akron Brass Mfg. Co., Ine-, Wooster, Ohio Fire How Vwri,-- and wn-- Alan Wood Steel Go.. Conshehoeken. Pa. thranic rdk<d d--f (-!- Aiderson Research Labs.. Inc., Long Island City. New York. First aid training ATlIs-Chalmers Mfg. Co.. Milwaukee, Wis. Safety | truck American Allsafe Co., Inc., Buffalo, N. Y, *i4t I*Wtiiut Liner- Scul Resistant Clothing. American Bdtntc Rubber Co., Chelsea, Mass. Kuld-er f-.mpositioti ami neoprene safety soles. American Cham A Cable Co.. Inc.. Bridgeport. Conn. Sitnsj chains and slum chain a**tnbli*f, wire rope slmus and assemble-your-owti mre rope slings. American Compressed Gas Corp.. Chicago, I1L Portable mbalatorj. American Industrial Safety Equipment Co., Inc., Cleveland. Ohio Face shields, goggles, ulove* anti mittens, American LaFrance Corp., Elmira, N. Y. Fire apparatus and fire fighting equipment, American Optical Co., Southbridge, Mass. Head, cvr, respiratory protertive device*; saiv*i\ etoihing. safety specially products American Safety Equipment Corp., Hew York, N. Y, \utomobi!c safety licit*. American Society of Safety Engineers, Chicago, 111. Society for the professional safety specialist. Ampco Metal, Inc., Milwaukee, Wts. Nun-sparking, corrosion-rc'i-tani safety tools. Ansul Chemical Co., Marinette, Wis. Dry Chemical fire protective iquipmc.it, /VoJ tift'Wiii Safi'ty t nrf'S Antrox Corp., Chicago, 1U, Battery-powered public address megaphones, helmet radios, tape recorders. Apex Safety Products, Detroit, Mich, ">.ttcty liaif. raps, face dncld*. Arel. Inc,, St. Louis. Mo. Traliic uarmtig device* Atlas Safety Equipment Co., Inc., Brooklyn, N. Y, Industrial Safety Belts, harness*, and ttr? . Auto-Crat Mfg. Co., Los Angeles, Calif. Safety belts, interceptor harness**, liahi-yuard licit*. Bashlin, W. M. Co., Grove City, Pa, Linemen'* and industrial safety equipment. Bauer Mfg. Co.. Wooster, Ohio \l rvw} and aluminum miviv ladders Bausch & Lontb Optical Co., Rochester, N. Y. Safety glasses, onhu-iuter* and Titan ` satety frame. Beam's Mfg. Co., Heading, Pa. Auto safely belts Best's Safety Publication. New York, N. Y. Publisher* ni "^atety Maintenance" magazine, "Best's Safety-Maintenance Dtrcc1 nrv'' amt Your Safety New*'* Bethlehem Steel Co., Bethlehem, Pa. Wire Rope *!tuc* .*aiidrd and braided slings. Henry S. Blackwood. Inc.. New York. N. Y, Atunmnbtle *atrtv hem. The Boss Mfg. Co., Kewanee, IIL Work jilnves K. L. Bouton Co., Buzzards Bay, Mass. Indnsirial goggle* and spectacles. Srcath-O-Life Oxygen, Cleveland, Ohio Kmerucrtcy Oxygen Brett-Guard Corp., Englewood. N. J. i treutar table saw guard. drossard. Lester L. C., Chicago, III. 'frame mirrors and traffic lane marker* ' Hay Brown Automotive, Los Angeles, Caiii. Automobile safety belts. Browne, Stewart K. Mfg. Co., Inc., New York, N. Y, Electrical safety equipment, explosion-proof and sapor-proof portable inspection iitct, explosion-proof ftaslibtcs, grounding devices. Lut of Exhibifart Buhrke, R. H. Co, Chicago, III Occupational safety equipment and products for construction and maintenance. Bullard, E, D, Co., Sausalito, Calif. industrial saicty equipment. CAH Industries, Inc., Chicago, IIL "Flame Tamcrs``-~can covers. Campbell Cham Co., York, Pa Sling chains, welded and weldlcss chains. Casco Products Corp., Bridgeport, Conn. Dry Chemical fire extinguishers Chance, A. B. Co., Centralia, Mo. Hot line maintenance tools and line construction tools. Charleston Rubber Co., Charleston, S, C. Electrical worker's gloves, Bulldog wood safety clamps, and fabric coated industrial aprons and sleeves. red danger Hags, plastic Chemical Corp., The, Springfield, Mass. Protective hand creams, cleaners and lotions Chicago Eye Shield Co., Chicago, IU. Head and eye protective equipment. Chippewa Shoe Co., Chippewa Fails, Wis. Pafety toot wear, Chrysler Corp,, Detroit, Mich, Automobiles and trucks. Clark, David Co., Xnc., Worcester, Hus. Safety Equipment, sound protector, space suits. The Coca-Cola Co., Atlanta, Ga. Collier's Encyclopedia, New York, N. Y. Encyclopedia. Columbus-McKmnon Chain Corp., Tonawanda, N. Y. Al'.-'V' steel sling chains. Converse Rubber Co., Malden, Mass. Industrial rubber footwear. Custom Materials, Inc., Chelmsford, Mass. Static-free conductive plastic Dameron Enterprises, Inc., Louisville, Ky. Antiseptic paste cleanser. Davis Emergency Equipment Co., Ine., Newark, N. J. Respiratory protection, combustible gas indicators, safety and first aid equipment. 41 ivn* >ar,'ty i Detex Watchclock Corp., Chicago, I1L Watchmen's clocks Dietz, R. JS. Co., Syracuse, N. V. Automotive lighting ami safety equipment. Di-Pelco Sales. Endicott. N. Y. Multipurpose lin trucks. Dockson Corp,, Detroit, Mich, Welding helmet*, face shield*, ritp ami spectacle type goggles, respirators and eye -,ner*- Dow Coming Corp., Midland, Mich. "icht laser cleaning stations, shoe saver, vatety shoes E. I. DuPont da Nemours & Co., Inc., Wilmington, DeL J rtin i.Ktl fire entingimlung agent, Durable Industrial Supply Co., Chicago, 111. F,U' ami face protective equipment, protective clothing. Eagle Mfg. Co., WelUburg, W. Va. Safety cans, oilers, oil and gasoline containers. Eastern Metals of Elmira, Inc., Elmira Heights, N. Y. Traffic and safety signs, warning flags, Jiictv clothing. Edmont Mfg. Co., Coshocton, Ohio Coated fabric work gloves Electronic Specialties Co., Batavia, III. Earning lights, barricade*, Electronics Diw. of Brler, Inc., Goshen, ind. Warning lights, barricade*, adapiers, and accessories. Elkhart Brass Mfg. Co., Inc., Elkhart, Ind. fire extinguisher*, municipal and industrial brass goods. Emerson, J. H. Co,. Cambridge, MassR, Mi'ccitators, mhalatorc and safety matting. Encyclopedia Britanaica, Inc., Chicago, 111 Technical reference service. Falcon Alarm Co., Inc., Summit, N. J. Automatic tire detectors and systems, audible safety signals. Federal Sign & Signal Corp., Blue Island, I1L Siren*, warning lights, horns, bells and electronic sirens. Kendall Co., Chicago, III. Head and eye protection equipment. Feme*Washington, Inc., Greenfield, Ohio Emergency folding stretchers and chairs. , List of Ejrhibtto Fibre-Metal Product* Co., Chester, Pa, Eve, Head, and fare protection and welding aece.*i'-*ne* Fine Organics, Inc., Lodi, N. J. Htch (lash, low toxicity safety solvents. Flexible Safety Zoning Co,, Inc., Chicago, 111. Fluorescent vest*, jacket*, flags, signs; barricade lights, barricades. Fog Master Corn., La Grange, IU. Mattery or AC powered fogliglit. Ford Motor Co., Dearborn, Mich. Ford automobile*, featuring lifeguard steering wheels, sun visors, seat belts, instru ( ment panel padding, and door latche*. Frommelt Industries, Dubuque, Iowa Portable welding shield* and protective heat cloth. 1 Frost Paint ft Oil Corp., Minneapolis, Minn. Slip resistant paint- Fyrepei Products, Inc., Newark, Ohio Vumhmcd glass cloth, hca> protective clothing for industry and fire fighting. Fyr.Fyter Dlv., Fyr-Fyter Co^ Dayton, Ohio ' F-Ve extmeui-hers, resu*eitalor* and repiraior* ' General Fire Extinguisher Corp., Chicago, 111. ` Fire extinguishers and allied produrts. General Motors Corp., Detroit, Mich. Prci'miiion of lour aspects oi automotive safety; Testing of automobiles, driver j ability, driver safety philosophy, and driving liabits and knowledge of laws. Glendale Optical Co., Inc., Valley Stream, ff. Y, nipper* a.-.d welders goggles, face shields, safety spectacles. f The Globe Co.. Chicago, III Crip-strut safety grating. Globe Safety Products, Inc., Dayton, Ohio Resuscitation and breathing equipment. Goodrich, B. F, Footwear ft Flooring Co^ Hood Rubber Co., Watertown, Mas*. 1 Waterproof industrial footwear, hood waterproof industrial footwear. Hood indus ' trial coated and unsupported gloves. GraneC Corp., The, Framingham, Maas. Coated Fabric work gloves- Great Books Div, of Encyclopedia Britannic*. Chicago, III. Syntcpicon--the modern idea index. Gro-Cord Rubber Co., Lima, Ohio Keoprene. rubber, composition soles and heels for safety footwear. 43 /Wi,* Xadmat Saids C^gmt Hatpcrio, A. 5. Co., Inc*. Boston, Max*. First aid kits, safety equipment, burn-quel. Hau* of Krtwc Div* Holland-Racine Shoes, Inc* Rockford, Mich. Men's safety shoes for distributors serving industry. Haws Drinking Faucet Co., Berkeley, Calif. Fmrrprncy cvrwash fountains, emergency showers and goggle wash fountains. Hazard Controls, Inc.. Delair, N. J. Traffic control, and industrial safely signs- Hild Floor Machine Ox, lae* Chicago, IU. Krtplofion-prooi vacuum cleaners and floor machines. Hilti, Inc., Stamford, Conn. Lo-ver-assistcd hammer driven tools. Hygiene Research, Inc., New York, N. Y, Mtsiproorinc doth for goggles, welding masks, windshield, and protective ointments. Hy-Yest Safety Shoe Div* International Shoe Co* St, Louis, Mo. ,~.iu ty ev-itwear; i|-o conductive and special types of atomic usage. Industrul Acoustics Co., Inc* New York, N. Y. AU'iiomctric examination room, technical publications and industrial hearing convrvAtton programs- Ir.dustrial Gloves Co* Danville, ID, Leather, aslxrstos, duck, wool, Woscn-Gani, Pcrmaproof, and aluminized duck and asbestos linger guards. Institute of Industrial Launderers, Washington, D. C. Industrial l-aumkrers and cleaner? Insto-Gas Corp* Detroit, Mich. Torches and mruacx*. International Film Bureau, Inc* Chicago, ID. ,->afetv films and film library supplies. Interstate Rubber Products Corp* Los Angeles, Calif. Safety trafficones for traffic control. Iron Age Shoe Co* Pittsburgh, Pa. Men and women industrial safety footwear. Jackson Products Air Reduction Sales Co* Dtv. of Air Reduction Co* Inc* Warren, Mich. inmlatvd rlrrrrMc holders, cable connectors, face shields and goggles. Jamieson Laboratories, Inc., Van Nuys, Calif. Vr ",fra,io-i ?>. ,r. >*.r use tit industry Jomic-North. Inc* Philadelphia, Pa, Industrial clothing. 44 Lul of Exinbitors Jones A Co* Providence, R- l. Full vision visur goggles. Jtrnldn Safety Appliance Co* Inc* Louisville, Ky. Power press guards, grinding wheel shields, stretcher equipment. Justrite Mfg. Co* Chicago, ILL Safety cans, ody waste cans, saietv electric lanterns, flashlights and fire extirv Kuishers. Karel First Aid Supply Co., Chicago, ILL Industrial hospital equipment and medical supplies Keystone View Co., Meadville, Pa. Occupational and driver vmon test, lantern slide protectors. K & H Industries, Ind* Angola, N. Y. Fluorescent safety extension lamp. Kidde, Walter A Co* Inc* Belleville. N. J. Fire detecting and extinguishing equipment, ultrasonic burghr alarm. Kimball Safety Products Co* Cleveland, Ohio Personal protective device* for industrial workers- Klein, Mathias A Sons, Chicago, IIL Linemens safety equipment and tools- Knapp Brothers Shoe Mfg. Corp* Brockton, Mass. Gaiety shoes. Kunz, J. Glove Co* Chicago, IIL Linemen's, bndgemen's ami welder's quality gloves. Lapstrap, Inc* Wichita. Kan. Kutomobile safety belts. Legge, Walter G. Co* Inc* Chicago, IIL Safety floor maintenance materials, conductive coating, static eliminators. Lehigh Safety Shoe Co* Emmaus, Pa, Leather and rubber safety footwear. Lineman Protector Co* Detroit, Mich. Lineman and industrial saietv equipment, Lynru* Finishing Co* Inc* Poughkeepsie, N. Y, Flame-retardant fabrics. McAn, Thom Safety Shoe Dlv* New York, N. Y, Gaiety Shoes. , McDermott, Julian A, Corp* Ridgewood, N, Y, Warning and safety lighting for municipal. Industrial, utility and aviation use. McKay Co* Pittsburgh, Pa. Industrial chain, tire chains, arc welding electrodes, stainless and alloy wire. 45 McQuarrie Enterprises, Culver City, Calif. Automobile U-h Machinery Center, Inc.. Salt Lake City, Utah Safa Safety I'.lock. Maewhyte Wire Rope Ox, Kenosha, Wis. Fl/ngs, wire rope, cable a*i*mltiet, Madigarx Electronic Corp, Carle Place, L. I., N. Y, Fdi-powcred vxit turn and piU.ti vtrcet signs. Marsh & McLennan, Inc., Chicago, 111. Insurance briber and agencies Martindale Electric Co., Cleveland, Ohio Protective dust masks, eye protectors, face shields, safety electric test instruments. Medical Supply Co- Rockford, ILL Flexible unit aid. snake bite hrst aid, bum first aid. Metropolitan Life Insurance Co., New York, N, Y, Useful materials for use m community health and satety programs. Meyer Machine, Inc., Red Wing, Minn. Safety damp*. Milbum Co., Detroit, Mich. Ply skin protective creams, plv garb safety and protective clothing, plygtoves plastic coated work gloves, ply waterless hand cleaner. Miller Equipment Co- Inc., Franklin, Fa, f.uiemen's safety belts, strap accessories and industrial safety belts. Mine Safety Appliance* Co., Pittsburgh, Pa. Safety equipment for every industry. Minnesota Mining & Mfg. Co- St Paul, Minn. Filter mule, Abrasive flooring, heat reflective fabric. MorUnd Associates, Linden, N, J. Combination safety shower and eye wash Mosier Research Products, Inc., Danbury, Conn. Security controls. Mott Corp., LaGruge, ILL Hammer Knife mowers. National Chemsearch Co., Chicago, IU. Safety solvents and other safety chemicals. National Marker Corp- Riverside, R. 1. Self-adhesive fire extinguisher and alarm identification markers National Medial Supply Co, Chicago, DL Industrial first aid supplies equipment and instruments. Jo /.Ill of Exhibit Newco Mfg, Co., Inc., Kansas City, Mo. Wire rri|ic finings, safety hooks, load pre-lector*. Norman Industries, Inc., Chicago, III. Industrial <tfty mirror* ior production control ami traffic satety. Notifier Corp- Lincoln. Neb. Fire detection, sprinkler 'upervworv, watchman tour, municipal alarm system*. Occupational Hazards, Cleveland, Ohio Publishers Ohio Chemical & Surgical Equip. Co.. Div. of Air Reduction Co- Inc- Madison. Wis. Complete arris- of modified K ft I life-saving resuteitativc equipment, Ohio Turnpike Commission, Berea, Ohio `-'{-wire organisation Onox, Inc- San Francisco, Calif, * hiox, -kin toiufiivni r and lootmal* tor athlete * foot. Osborn Mfg. Corp., Warsaw, Ind. >autv pin-r* and tonus t>-.r teedmg punch presses, Oxygen Equipment Sc Service Co- Chicago, XXL Keif.trainrv equipment- Oxy-Gear. Inc- Chicago, IU. Ib-rtalde emergence oxygen mbalator kits, controlled flow pure oxygen. Pac-Kit Co., Greenwich, Conn. l/iut type first aid equipment. Fackwood, G. H. Mfg. Co., St. Louis, Mo. Haiety industrial skin cleaners and dispensers. Pall Corp- Glen Cove, N. Y. \utomatte gas detector. Patent Scaffolding Co,, Inc., Chicago, IlL Wood, aluminum and magnesium safety ladders, suspended sectional steel tubular Meed and aluminum ecatiobiiny. steel grandstands and iold-a-way scaffold. Peck's Products Co- St Louis, Mo, -nivents, hand soap*. Pedtey-Knowles & Co., San Francisco, Calif. Safety net*. Personnel Training & Deveb Co., Pittsburgh, Pa. Accident prevention course for supervisors. Pinkerton's National Detective Agency, Inc, Guard and mvr<tigativc services, i Pioneer Rubber Co- Willard, Ohio " Gbvc, all kind?, hqmd proof. i1 JVA * X,iti ttul Sa7,-I\ t I >r*$r,\'r Portable Light Co., inc^ New York, N. Y. Vehicular ami emergence se-'irchliqlits, general alarm such*, Porto-CUfllc Instruments, Inc,, New York, N- Y. Driver testing and training equipment and visual aids for driver and traffic safety. Positive Safety Mfg. Co., Cleveland, Ohio Power pros cuarcls. Prairie State Products Co., Chicago, IlL Metal ami electrical safety and direeiional signs. Protectoseal Co., Chicago, 111. Fire prevention equipment for flammable solvents. Pryor Marking Products, Chicago, in. interchangeable plastic letter *.u*tv signs. Pulmosan Safety Equipment Corp., Brooklyn, N. Y. Kopirators, eve protection, helmets, protective clothing, asbestos and leather glove*. Quabaug Rubber Co., North Brookfield. Mass. Rubber sole* and heel* for safetv rootwear. Racine Glove Co., Inc., Rio, Wts. . Glove*, apparel, protective equipment--leather, asbestos, and steel reinforced. Radiant Color Co,, Chicago, IU. Fluorescent colors in paints, coatings, plasties, garments. Radiator Specialty Co,, Charlotte, N. C. 'an- i -Cone rubber traffic guides. Randolph Laboratories, Ine,, Northbrook, 111. Carbon dioxide fire extinguishers. Raycon Electric Mfg. Co.. Detroit, Mich. Lockout electric switches. Record Industrial Co., Philadelphia, Pa. Industrial safety ..hoes. Red Whig Shoe Co., Red Wing, Minn. Industrial safety shoes. ' Rockwell Mfg, Co., Pittsburgh, Pa. Drivoiron driver training system. *' . Roekwood Sprinkler Co., Worcester, Mass. Automatic Fire protection system*; sprinkler*, waterlog, fogfoam and foani^ Rose Mfg. Co.. Denver, Colo. Industrial safety equipment- Rubber Fabricators, Inc., Grantsvitte, W. Va. Life preservers, life vests and inflatable rubber Imat*. . _ List of Exkibitort Safe-Cut, Inc., San Francisco, Calif. Saietv Tool, steel bam! cutter. Safeguard Mfg. Co., Woodbury, Conn. Modern press guards, Safety Box Toe Co., Boston, Mass. Safetv *teel toes. Safety Clothing ft Equipment Co., Cleveland, Ohio oaiety clothing and equipment tor every type of industrial worker. Safety First Products Co., Elmsford, N. Y. Fire extinguishers. Safety First Shoe Co., Inc., KalHston, Mass. Safety *teel toe shoes for tnen. Safety Tower Ladder Div.; Air Space Device, Inc., Burbank, Calif, Safety equipment for fixed Udders and icaftotds. Saf-T-Boom Corp., Little Rock, Ark. Dieleeineal shields for crane booms. Salescaster Displays Corp^ Linden, N. J. Moving message display. Salisbury, W. H. ft Co., Chicago, IU. Linemen's rubber protective equipment, Sarole, Inc., Linden, N. J, N'on-traumaUc earner. Sawyer-Tower, Inc., Watertown, Mass. All tvpe* ot protective and safety clothing. Schuberth.American, Cedar Grove, N. J. baietv helmets and safety goggles. Scott Aviation Corp., Lancaster, N, Y. .Scott Aif-pak demand inhatator, demand respirator, hydro-pak. Scroll Studio, Chicago, IlL Safety awards, certificates, testimonials, resolutions, memorials, and other tributes for presentation. Srarjcant Metal Products, Inc., Mendon, N. J. Punch press safety guards, controls and accessories. Seiberiing Latex Products, New Bremen, Ohio Rubber ami neoprene industrial gloves. Sellstrom Mfg. Co., Palatine, IlL Face and eye protection equipment. Servus Rubber Co., Rock Island, IlL Rubber footwear of all types. 49 Shelter-All Corp., Philadelphia, PaHighway safety station* nher and traffic protection. Sound'Craft Systems, Morrilton, Ark, P--iruhlc Iccttriii ami umuH Speakman Company, Wilmington, Del. iiiilttMm! emergency slimier*. cic*vtail> loimumv, Sperry A Hutchinson, New York, N. Y. Green Stamp employee incentive plan. Standard Industrial Products Co,. Peoria, IU. Dunking station smoking receptacles. Standard Safety Equipment Co., Palatine, IU. Industrial safety equipment. Standard Signs, Inc., Cleveland, Ohio Sign* i` industrial accident prevention. Stephenson Corp.. Red Bank, N. J. Automatic resuscitation eqmpmiM and chemical breath test tor intoxication. Stephen-William* Co.. Chicago, III. Moveable display Stewart-Warner Corp., SouthWind Dtv., Indianapolis, Ind. High pressure air compressors tor demand type breathing. Stonehousc Signs, Inc., Denver, CoJo. Industrial accident prevention signs, Stop-Fire, Inc., Monmouth Junction, N. J, Fire extinguishers Surety Rubber Co,, Carrollton, Ohio Personal protective equipment ior industrial and electrical workers. Survivair Div. of U, S. Divers Co., Santa Ana, Calif. Protective breathing equipment. Switzer Brothers, Inc., Cleveland, Ohio Fluorescent safety paint ior high-visihilitv marking of hazard*. Swiveliet Co., Ine., New York, N. V. Universally adjustable lighting equipment. SynchO'Mat Equipment Co., jaekson, Mich, Slide projectors and visual aids. Taylor, S. G. Chain Co., Inc., Hammond, Ind. \t1oy steel sling chains and allied products including alloy steel drop forged hooks. Tout, Inc., Northvaie, N. J. Vythene and other safety solvents. List of Gxhibilort Titmu* Optical Co., Inc., Petersburg, Va. Vatetv eyewear, ophihahe instruments, lenses, trames and sun wear. Tripp-Lite, Chicago. 111. Rotating lights and Tri-Tlx, Ine., Port Washington, Wia. I'rarnc cones, lane marker*, fluorescent, jackets and belts. Tumer-Halsey Co.. Ine.. Poughkeepsie, N. Y. Oitton fabrics with flam*.retardant finish. U-C Lite Mfg. Co., Chicago, IU K\plo*ion-proof portable rlectrw hand lamps and emergency tights. Union Steed Products Co,, Albion, Mich, jlarrel Uftcrs. Union Wire Rope---Sheffield Div., Armco Steel Corp.. Kansas City. Mo. Wire rr.pc slings, rowhne* United States Rubber Co., New York, N. Y, Industrial satetv clothing, safety footwear. United States Safety Service Co., Kansas City, Mo. Modem industrial eyewear, sold direct to user, Wagner Sign Service, Inc., Chicago, 111. Uunir changeable com displays. Wamsutta/Pactfie Industrial Fabrics, New York, N, V, fi-`:rdant lahnc- t.-r i-judy clothing. Protective fabrics for Industrial uses, ;!-<<{<' i s vartiu nhr*'*. Watchemoket Optical Co., Inc-, Providence, R. I. Pialir rvr protectm*) and **firtv' sign*. Welsh Mfg. Co., Providence, R. I. Safety goggles, lens, iacc shields and helmets. Western Industries, Inc., Chicago, Id. ``"veuritv gate*, audible warning lull* for lecuntv and signaling. Westmghouse Electric Corp.. Baltimore, Md. Dehtbulator. Wheeler Protective Apparel, Inc.. Chicago, IU, Industrial safety clothing for heat and abrasive hazards. Whclen Engineering Co., Inc., Deep River, Conn, Rotating beacon lights. Williams Jewelry A Mfg. Co., Chicago, 111. lAitriy awards, badges and trophies. WOlseci Products Div., Kay-Q-Vac Co., Reading, Pa, Industrial goggles, gas masks, helmets and respirators, and allied safety devices. 51 /0<v? Vj/i. nai I r'jr.*.-1 Wilson Rubber Co,, Div, of Becton, Dickinson & Co., Canton, Ohio Rubber and *\thtic industrial cloves ior every use. Wire Rope Corp. of America, Inc., St. Joseph, Mo, Wire rope slings eOUCAflONAL CXHtSiTOKS American Optometrie Assoc., St. Lotus, Mo. "Vision ior safety" on the highway and in indtistry- Amcriem Seat Belt Council. New Rochelle, N. Y. Seat belt display. Chicago Fire Department, Chiejgo, III. Fire safety display, Coast & Geodetic Survey, Dept, of Commerce, Washington, D. C. Small crait safety. Institute of Physical Medicine, New York, N. Y. "The Red Ete," medical display, Inter-American Safety Council, New York, N. Y. Safety educational aids in Spanish- National Society for the Prevention of Blindness, New York, N, Y, Wise Owl Club Eye safety incentive plan. President's Committee on Employment of the Handicapped, Washington, D. C, Htre-thc-Handicapped program. Public Health Service, Washington, D. C, Display of occupational dermatoses hazards. Safety Education Section, Traffic Div., Chicago Police DepL. Chicago, III. Traffic Safety. U. S, Forest Service, If, S. Dept, of Agriculture Safety in the forest. Veteran* of Foreign Wars of the U. S. A.. Kansas City, Mo. Reftectorteed bicycle program S2 i 1 iln/ INDEX TO ALL VOLUMES Me autAor-subjen mrfrr A tec-in. ;<mri S- Identifying problem* that 'n be attacked by college and university safety centers, ss 14-lb, accident cams Ae; Beff4k*rart> a2n0ailSy-s40t*^.* mu** rr /wntrol You hare to hare a plan fSfene^ t*:5-l0 accident prevention fi-ndamental* A foreign pl* tor safety ftfer-rersi g?-3*. Grown-up safety--or the second barrel the G-.rdon Or*Sam memorial teciur*) itoom ss.ss-aa Csir ivp<=niblllty fJonttt a M-M asletr-- way of life f Bankin', ACCIDENT rioxc TSe z+yet-ciyry of motivation 12 AUVFtRTIblNU ^Pratt*n%-VML''' 'Srt pul>,le relations AEBONAtTICh Aircraft manufacturers look it Mfty rtUut- i*9> ST.W-m * ^eral y^s^n^slrponj ud safety rV9P. ^Teaeraf smtioasafetv- luncheon address tliaiaopj. *T:,ti5 `'Wu^^safety south of the border Jiaf'i,r.*,',Pnl*0! rtf rhemicals *0`DanrttU.. AEROSPACE I.VDISTRY Development and design of * plant for con tinuous processing of #otli rocket propellam /Cong** s-iO-M Missiles and safety <Doanriiyt. S:3-S. The jied^Target--a design for safety /JCeim . %'h.n th general practitioner knows about ;.f*vnmnc home accidenla fKoirala*ii ACCIDENT STATISTICS, sc* specific tabled* ACCIDENT STATISTICS--METHOD# Th* c* of unsafely iriacrunf 1 *.? 11 fh*d-ie*t!fB a drowning accident report form <7otmsend> ay-Ta-ei eident* ran be -<pensive Safety in the space ag* rDryelrni. t 34 'S AEROSPACE SECTION Officers and committees IMS'83 x-ap.21 Sessions. 2-3-I& AAero, John J. Fir* protection tn plant design IS'SC-M AIR CONTAMINANTS, lee OCHT AND r*T CONTROL; GASES The us* of rfatlstlcs in accident pret-en including the serious injury index> ` more' Your aeddent record .an heti< vuu , stuff- mg. ta-IO-13 * AIR TRANSPORT SECTION Officers and committees 1M3-S3. 3:23.23. Sessions. Albtsser, Robert ft Wiat^i* esjected of a cft*mt<;il Mfety enm- ACID* Th tank enr fCeorpe.i, a .11. Hazardous new chemicals 'Bahme. SMI-14, ALCOHOL Chemical teals and Implied consent--Cnilorm vehicle Code recommendations 'Oo*t'i<tn ACTION PROGRAM FOR TRAFFIC SAFETY) ALCOHOLISM Keynote addrea*--* chief executive asks for -IRcta! action barked t>r citizen under Handing fBanter*' 24:3~4. Adair. Dm Alcoholism In industry iSiunnt. 1S.4-L a) Alcoholism: the strategic rote of the in dustrial nurse m the team approach to handling this health problem fitilbcpt Labor-management cooperation f-?r safety at V-nUnt level: managements viewpoint. I Adams, John R, Psychological preparedness far dumber, *: b> Alcoholism; the function of a commu nity seme*---the Community Concern for Alcoholism ffttnti. 19.$-10, ei Alcoholism: the approach of a speciAr treatment center--the Chicago Alcoholic Treatment Center (Snyiterj. 1R11-13. <it Summary n! the pyrredlng talkj ,l>ranch). 1B;S. Question* and answers. 1 '13-15. ("ale Th* future of safety engineering m *ie<* ironies. Alien, Homer Elementary school teacher*' safety coaapetend**. *9:132. Allison, H'. Jf. imoderatt.r) Problem clinic. Ambrrp, Edvard J., Je. Safety considerations m the use of radioac tive Isotope systems for process control, it;22-37. A.MMONiDM NITRATE Safety aspects of the uae of ammonium ni trate and fuel oil underground / McLaugh lin and Smith). i:4S4i ,4*fome, Louis tt. The states must do the fob m traffic safety. 84 id. Arras. Jay Home What your pediatrician knows about pre venting accident* te children. a-tJ.iS. .ASSOCIATIONS COMMITTEE Officers and commute* )9t2-S3. 19:109. ATTITUDES Cites need for changing the attitude and teaching about ehemlaal safety, in our graduate schools (Van dtta), S vJ An elementary look at secondary safety ed uction i Stefan l XX - (S-if; discussion < Wyman), ts: U-U. Group dynamics of drirer attitude and driver behartor /Hunt). 99'72-79. Management can create a safety atmosphere iCogi*). 29:32-35. {hitting sell Into safety (Wolft). iT:iPlJ, Safety--a way of tire fRankin) tP;10-ti Safety and Its effect o public relations fPrsli;. tO'MAO. Safety attitudes rStarblrd). 17:11. Safety attitudes: fad. fart, or fancy t Water), 19:13-19. Silent communication* In safety attitude de velopment rXnfeu*(ahl), 4 4*& The supervisor's responsibility for safety (Whittle), l*:12-14 Ten suggestions for creating the proper >fv altitude* Is our employe** /(pt*n- ASSOCIATIONS Blasting cap safety tHampton) 9YW-3*. jScatln^la ^onin^up--a progress report The broad aspects of marine safety fHireftfieU). 14:M-f7. The control of flammable and toxic naxarde lit ship repair (Tcehton/. ia:H-l*. Cooperation for safe recreational boating tOwtna). *T:IA-3. field-testing a drownfag accident report form (Tetsnacnd;. 9,9:79-91. Hazardous sew chemicals (additions to .'lira's Ust) (Mohme). ;ia-U. fioroe navinga help--get parents to assist in your pnygyit does save money (Jacob- HanUBg^syet^^Uio^edugntiowal approach (Haeuky). RTHt-I*. Uhor-management cooperation for safety at (he pUiTevrl <the safety program of the Pacific Coast Association of Pul? * Fnper Management cones with unsafe arts (monthly report of the international Synthetic Rub ber Safety Association citedI (Trahan/. ir:4. A report: 1ACP executive asks for better management techniques to redirect police action hack to primary tasks (Tamm/. *4-' K-S. Report on rfcaia saws igui*/. 91:39-39: said*. 9R:I*-IT A rtpert on the Heeling of steel scaffolding towers (VamdeUieftt. R;M~i7. Safety In community recreation (Frendergnut). 2T7-T0 S'no fua /Carlton). 9T:3#"41. What? ExocuUee member eaglsts asoocla- (ion's safety activity (CoSee). 19:101-109 Why t Setting safety nr the local association level -- showing that patience and hard work pay nft (Inch). ifl:97-10L AtTOMATION Automation problems la train Haulage *t SCeaneeou's fJtah mine (Mabry. 14JS-33 ACTOMOTTVE AND MACHINE SHOP SECTION Officers sad eosamtttcen. 1*92*3 Sessions. 9:4-l4. 9:77-39. AWARDS AND CONTESTS The art of motivating people to work safely (Carter), 11 :U% Detect and mmu~f unsafe practice* (Hevie). is it*. t shot an arrow Into the air rgreatnrrf. IS' 1-U The tatrr-Anwuscnn Safety Council's "Safety PLastue ' woa for afteen eowJnwirtJva years hr Braden Copper Ceeapnap fj'arrett). IRUI. Key idea with nrtsea used to reduce aert dents irmfis' poet). 9:4-4 ____ Marcus A . Doww tropphhyy saandd William F., GGrnaan t ptaawe for fleet safety iGotke). IT ! Meat proeesMag fSlepflevf. 10:39. People-- top management'* viewpoint of safety tBiU), 9;lS-l*. Profiting from snoram ifleet cnotostsi (Sail) lT:4*-47i /Sack) 1T.47; itink) 1T:4. Programs that won America* Water Works Association awards *a-91-98. Eaftty in the sixties inwards given in a stevedoring department safety prognun). 14.-39. Safety is an investment--dividends through good management (school transportation) /Moire). Safety slogan porter contest for employee*' children /Tradin' poetJ, Rtf-9. Tanning (safety program! (Kobineen/. 19: 21*34. Trustees Award presentation at the National Safety Congress Qanquet. 1:3S. SmeraJ Index o{ MU WlHItm H. Cameron award fhyie>, t 22. Presentation of the award fgergusoni. Jj;39*21: Acceptance of award tMeiter). i; Merman, gan/ord / morning e BERYLLIUM Nature diseaj gioAefey, S. c. BARY .SITTfcRS A short term community home safety crojw-- CCMS- program tDelph). m:33. RACK INJL'RIES fM k mlurira -- Caicrpiliar uses "made for the jub" lilting devices to save backs (Me<'n*iir< in.3. BacSkieionvjutor)ie. s--1mt(e-ld.toi aspects of back pain Back injurtea -- workmen's compensation > Walker), 1:74- Seekr, George o. The psychology of motivation. 11-7(14. Saervatd, John 8. Universities rentribut* toward sotudonj to safety prvfcltm*. *9;I4-17. BLASTING Blasting cap safeti i:n retsllon to family SV^SbiS tft tonrl`t'' *nd P,ri<J> (Hampton). Electrical nsfety In <(uarnes (Embert 4-22- Safety usp*vts of the us# of ammonium nt> (in and ffmifh1 ' 'i und-reriund 14(V(> tUeLanuh- RtoMeuUf. Joel a. A^mfetv pnjvram h*tp* reduce claims lo- ROAT4 AND BOATING EK-atlng Is growing up-a progress report t'Siegler). XT &2-U. Seim, J, fopt Safety ts an good man: Saber, L. *. The economics of communication*. 1 T il-il Raff, W. O. Proflllng from success it 4S-^7. Barber, Trory Reemployment of the cardiac nipluyce 19. BARGE AND TOWING INDUSTRY Chemical handling by barges ><?mndv>. M'kt. a- RarcAe, it. it. rnder*landing injury index. jgsucr. If. IV. Cooperation for *afe recreational boating rwm*> 3T-.M-3*. Lessons learned from boating accident* r thorp-. XTH-52, SSarine eletirtmin and you /Dna/orfh. XT 7-7* Soemer. 8mra J St Regis roll itung* fire. Pensacola. 21 " (Chaxteii and OsyfceaianL XI :I*-21. Rend. Kobert D, New avaehltvg developments in driver eduratloa. 99:103-104. Soneffi. Jane. Jr %rmtrtd safety south of the border X: 17-11. Sorrkerdf. E. ft. - Beatty, VarrrUa f.abor and women's viewpoints on off the job safety. lfl:3-3I. seek, a *. Profiting from success. iT;47. Seeker, ft W. JTw Scout* at America (Chicago Area Council! Recreation safety--camping Is fua. o:m-m Smell, Kobert , A comparison of various behind the wheel training methods X: 130-132. Unlit, George A. Recent developments In industrial fire fiithling. a.s-3. Bremner, IP. r. I shot an arrow Into the air, 19.54-44. Srmrrter, M S. i 1962 ,Yaixrmat J'dfclv Cangrett General index of All l^olwner RBIDGKS Hai*s. bridge tunnel project 'foulerJ SI*# steps to fer f* on tel ,, * Sroic*, At S. Labor- management at the pUat terel, cooperation for safety labors viewpoint- IS. 23-S3. Motivating fieton influencing safety in em ployer-employee relations 14,4-a. t'nrruthert. Robert Jf, E>v*|riping and gaining iM-eptanra of safe pnenres *1 21-22. Oerter. . If The srt of miutitimf people to work solely, CEMENT, Qt'AB** AM* _____ , MlNtUKAi. AGGEEGATEJt AETTtON Officer* and committee*. 1983-48 4 3S-3&. Sessions 4.4-24. CHEMICALS Bulk movement of chemicals by water fOrundy). 14:37-60- Chrmicai handling oy barges fi/rundy). : 22-35 L>e*lopment and design of a plant for con tinuous processing or solid rocket propel lant ftioMnf *: 10-16 An effective safety program for reiearch lab oratories (table of chcmlcata used in more than ICO pound lets la ths laboratory). <Kelly). ;T,; same. 3a: HI. Cfelaitd. Robert Fallout shelters--<on. s*:49-48 COAL MINING, see MINING--COAL COAL MINING SECTION Officers and commiiitei. I*47-^4 7-33-34. S-issions T3-3X Cobb, Alien L, -"-if*t>- in public oj*-mb1if T;-3S. Bflt.OtNGS Betwr traffic court (acuities need citins` support rfVytali. ?4 k>-SL fir* protection in plant design /Ahem). i*; 33-&, Safety in publie assaiabltea (Cobb). *7:3035. Ht fiegit roll storage fire Fenxaeoia, bad a description of the new warehouse replace ment fSormerl. *1 : IS Ventilation m plant design tCIttrket. 1S:Zi- svkss Cold water treatment of burns /Shttiman). 9.18-30; same. im:2Q*22. Information on serious burn eases tSough- tout. 8:21-94; same. 18:23-28. The occupational nurse * responsibility In the treatment of thermal and chemical bums (Lendt), ;K-27; same. iS:iT-2f, sea TKa*ssrokTi7io> Dividends through fleet safety <Gu<-fc*>. it: See also SCHOOL. TRANSPORTATION i TRANSIT Sntfler, ft. K., Jr Fallout shelter* 38 27-.S c Holsts and cable inapertinns 11 27-18. Campbell. Serf Jr CfMtmbrrlatn- Sfsrfe M. A teaching outline for iastrortHm "*technical laboratory Personae* 8 40-42: suse. 3S 144-148- CkAnlett. tm,i ChAtsea. JR aid Cephewdaft. L B Safe ehenum. r***rery bwtier opwmtwjaa 91 l-fl CNCUrU IMDIsftl Cfcessxmi reartstm aersde*;, amd bw wm < present nramsos 1 raw Aim/ * -M Difidend* tbreanb' T th* fab safety i Siaheley ST U-H rllVliei ~t P.*c~at chemical Srew a94 i *pi imur i min > 8**W- tfortk< S bf Safe irh >am)wml iweeeary boater Menimu CbaaseU and CepbeedaKl. Si lS-XL Sa/rty *nluaUM of a Mv industrial prae- ** ChrletMo; 1*19-21 The use of mstmXAoa la Mrtdent prevwnOow. including the aerwua infury index) >0*1sutrr/. 1111-lt IVhat .`a expected of a chemical safety engi neer tAtbiheen CAUflCAL LABCLING Hasardous matertais--aeatysis. tabetlnc- safe handifa|: and eafe app(fca<in iVaapcr/. (' Kadardous materials--analysis, labeling, safe handling and safe application. tJatptr), 14:19-21. Power plant safety (u*e of hydrazine In the water treating area, precautions) <Wcs------- 90-21.22. Tie* task car rOrer^e). 8:30-31. fsmTi The control of flammabte and toxic hatardi la *aip repair (certification and training of demists) iTeehton), i't7-lb (XILb UtTTT safety rMernmon). :J4-JS. Fb*ma2 aspeeta of maturwtton and their imSMSeeaIttsM-siiUs . for safety education fEvrmti. A m>ert v-i`s cMiattnltr home safety proirt-- CEMA' program iOelpht 8:21 TeeKmg the efft*-s of safety education la & caiaminuuairy 'LescM. 8.37-38 Toot# la teAson prevcatioB education fSunlAneet 8 48-92. What tb* ceaerai practitioner knows about pcereatiag bom* aceideata rSoMiiVi, ; Wbag we dow't know about home accident prerenuoa--reosarefi aspect! (jSsitAsmcr,/, CSI-H What ynur pediatrician knows about preit*ntlhg Bcetdeata to children (Arena>. 8; (""dee. Roy L. 52ana*mrnt ran create a ?s/-tv atmiannere aS`32-34. What? Executive member assiits uaociaMon a safety activity, i* i(.t-Ktt Cedmdn. Lee O. Container handling safety to hmgshonng op erations. 14:22-24. Cohen. A. 3Deieiopment and desicn of plant for con tinuous processing : , .i rx<<*t propellanL xtl'Mtf. COLLEGES AND l`XIVEESITIL> Amdent hazards of th* cpil-sa* ag group - Leer*/, znibb-tOOAvndenls and lajunea la coti-ge physical education programs tor men `FU.not as: iOS-ttO; /Daenoteegtef 9911G-m Campus Safety Association, joint Kssion wuh the Chemical Section. **; 140-142. Chemical reaction accidents sad how bent to prevent recurrences V Atta*. 8:8-9, Gleanings from te< 2883 school and college sessions /S<hnt*der. 39:U]-1M. The Jeglslatlr# problem of rule Isas and regulation* for eni;-g* safety tdutauon ' tVebsfer), a*-,7-W Our experience with the dog as sn aid to e&mpua security < U'Atfej. *3 WO-102 Treparing teachers for a turn avitem of safety education tSehyeenk). 9>.70-71. Progress at seat belt use m California ai as example or what caa be snrorepitsbed with out state law# mulrtai seat belts. Z4 ;H- Campbrll. John A What la past ta pr&l'^ffue s CUfFS AND CAMF2XC Btaating cap safety /Hampton). ST S-A Bring `cm back alive (Wallers/. art14-10. fteeraatton safety--camping is fun (Boy Smut* of America) (Chieaga Arm Conntill. 8M-43. Safety and wmtal In the woods I Toytar). St r 20-38 Safety to outdoor recreation 'Tutlyi, ST: Huafdotu mv ritemifalt iBnA***) (says ICC labels doa't distinguish between flam mable solids, oslduers. or cxplosires) 9; 19-17. Th tank car for transportation of dangerous materials fOeargoi. ftrlb-lt- CFtBXlCAL UBOUTOUIS An effect!re aafery procram for research lahsratorieo tKelfyj. m.A-3S: same, ax itO- 5afe storage chemicals Safety itt the chemical laboratory (a motion picture* tChruti**). b:4-4t: 99:193-1*2. A teaching outline for Instruction of non technical laboratory personnel rChomOertoia< 8:44-42; same. 99:144-148. Cbruflsw. ArlAwr S. Hory. 8:4g<48: Safety orientation *1:4-6. carmcKES Safety la public usembliea tCobhL ar;3t- CIVTL DEFENSE Safety In women a physical education arid sports program* m cullrrn (Levhet. 39. m-114. , Safety training for foresters at Paul Smith's College (Rutherford). *8:94.97. Sm problems In planning and promoting the college safety program (brief outline: 'Stand). 39:82. Teacher preparation programs la driver edu< cation /Hartman/. 99.-&A8. A teaching outline for Inatntetion of nonlertimrs! laborot'iry peraotmel /Chambertan*). 8:40-42: same, *8:144-148 Haw 10 determine staff and budget for safety rrntera * Slack/ EErtfKLL Carlton. V. Ccaf .S'no fan. 97:98-81 Ctrymlur, Ch*rUa R. Adore**--fenJBc safety throuch better legis lation oa driver ticeneins 4' IT-30. CKCX1CAL SACTION 5lnt saaaioa with Occupational Health Nursing, 8:18*27: Mine, 18:30-2*. OflVers and committees, iicai s: 78-79. Sessions- 8:3-82. CLmdr. Senos (recorder! *rV?e m th* discussion after the talks on fallout shelters- 39:49 Ckde, 2, a. Ventilation In plant design. i*;27-J8 How to hand!* the nejmtivx attitude and re sistance of faculty and staff toward the de velopment Of safety craters rA'evhart/. *8-19-30. How to obtain adequate, ewnttaulnc and as sured financing of centers rOatlien). 88; 17-19- fStii -Vchimal .S'u/rfy Langrtst Identifying problem* that cut be attacked by college and university safety centers (Aaron}, 23:14-15. 9teip# In initiating a relief* waJeir crater Cutif. 23-23-34. Univenufle* contribute toward solution* to safely problems /ffoenrofrf/. ta it-t?. Why universities must assume definite respeRvibilltlea tor the accident problem 'OMirwil. 23:15-16- i OMMEKCLAL VZHICU SECTION Officer* and mraailtees. 1342-0 tT:!fL Sessions. tT:30-S3 COMMITTEES. IMTTT Enifgirintneet*ri;n,g Cc:e4nftt.re) at force shop hasard* Maintenance view* on paper mill safety tLundgrrO 21:14. COMMUNICATIONS Automation problems la train haulage at Kanaaeott'a Utah min* iMabevi- sa 3ft- rommualcaUon. semantics and safety tenriy morning --iiSamsl (Mtiman/, lS;i-M Communications through sections newsletter (Grotknai. *1'J3 The dollars and aenn* of safety in marine operations iSwiter/ IS 044. The ocwsocBfcs at eoaEumusieniians fBaker > iTiM-SL Fscc-to-fncw contacts in afety < Bmamajord * rration fSaUtkj. T,rs-I7. M^rlnj lw,tfinm and you 'Danfort* > &w: Public rotation* and communication* in farm safety--let the peopt* know iStaraar}. ; S-U: fJehuacn} :U-U: fLantj ft:l3-J4, Reachin* ananta /*ma*f. t4:lK-49, public relations A report on Ih* Imiihj { sieel scaffolding lowers (Vnndekttfti ft 14-1?. S*(y in public assemblies /Cobb* ST-P>SivytTijt utility pole* safely / VninntinrJ TO Tunneling fold time tunneling and modem iunnelinfi (Mayo} 8 IT-23, CONSTRCCTIOff SECTION Officer* and committees. 1K2-SJ S:52-M. $ssins. *'4-26 / XVaikert A concept of safety for the future r&lmcret 2ft:,t-g The mat of unsafety rth* imaginative use of `c--1 data to brine abuut ar-tioo at rvducInc accidents in the jteet lodustryi /fftaerun} fft:9-it. Hidden rests of accidents 'MonttterK 1 3-. Industry s three most restir personnel prob lem*: absenteeism, accidents, and alco holism t&ayrtt iy-*S. Information on serious bum cases sMouefttom, m.tl-24; same. 3:Z3-36. Off the Job accidents can be expensive gsufAj. ft.71-71. What is the material haodlinir problem? `rauiJmer), i*:HS-S7. "So__?tfei* missile is needed >Ryle!. 12: i t-lp you /gfuff. ofttm sorciTiosi tiuiMyc fOT* Setter traffic court facilities need ritl*ens` aopporf r Rrvaiel}. antho-gL CoykendoU. L. M. sad Cftasarif. J. ft COMMUNICATIONS INDUSTRY air th* Job nafety (Kaekf, otT-JL fOMTKUSEft Atm Air toot safety rSekteateh >0 44-47 Tunneling fUayo). 3 21-22 rONftTBCCTIOSf Th* bride* tunnel project fBouter} *23-34 Construction Is reverse gear {Rote} l i t Five step* to fewer falls on steel erection and concrete construction (Bailer). sift-n. The proatrosoed concrete industry and safety tSmtlht, ft ii-J4 Material haadUs* in the electronic* industry --overhead erases and hntsts rTturrme>. : LI Safety in (Mixing equipeaent 'Martial, so; CRIME Motor vehicle homicide -- revision in the Uaifonn Vehieie Cade /Daalpaa/. s:U- Crittewdew. Bradford M. The state* can do the lob in traffic safety, 24:7. Cullen J G How to start a training program. 7S.M-44 Cnsitaun, U'lifutm )., (recorder] Uscuatioa >A talk -The better nay," a*; Oacnitp. Dunne li. fjtwral fnJc-T <>f All t `.ilnnn^ OtKCIPt-tSI Safety rule eniorrement fManning>, t t is, What your pediatrician knows about pre venting accidents to children fdrenay n Daigleuh. R. U. Dolt.vr* and sense of safety. it:45-S7. lottos, T. ', sec Wheeler Elmer R and others Damron. ffracwrr Why UBicemtles must assume definite re sponsibilities for the accident problem, 2a.iA-lt Dane C IFnlcy Prtoiobnle.m#*iniJl.lnsheln* college safety educa Danfort*, William S, Marine rlectroulc* sad you. aT:74-tS, Ue-telwie. William Automatic mine fan control*: 7" 10-13. Oauitoa. 8. C, Annual mewace--reriew of year's activities of the Railroad section of the National Safety Council at:Pl r*ari. Alexander V. Report on the * internal safety * program of be Near fork city police department. ; parkin* industry- eorlB-Sft, Detph, 3tr$ Robert Demsarp. 17. it New frontiers in grad* ereseing safety. 22; luftmer a J , '.moderator! What small plants hate don*. io-M DOGS Our experfenro with the out* a an aid to campus security / ll'Allr# *.Vft-i/72, Ooiupaa. Hebert C, Report, on th* results of recent meetings of the National Commute* on Uniform Traffic Caws and Ordinances. T4 10-1A Donnelly. $ C, Mlisiiw and safety. I'3-9 Den. J, Kart Steps in initiating a college safety center. 2323-ftI. DRILLS Control of noiss i diamond drills eMoneifttri tft'37-41. Heduction of noise at percussion drills /Mi1Urt. 14:41 13, DRIVER EDUCATION The better way--the importance of driver education in our schools as a mean* of cut ting down th* traffic fatalities <Woton aa .tS-sft; diaeuwon. ta.ii-D Can teaching the deaf help the teacher **n the driver education program to tut com munity T (McClure t. a - i 27-130 A comparison of various behind the wbroi training method* (3r*stUf. an :130-Ui The Florida public support *tor>- ' U'dliemwni, an.M-gr. implications of educational television lor driver education flKingj, u.74-19 Is traffic safety for everyone--except the Uv enforcement officer? fKramer}. ft:34-M. A new horlson in driver education HClamm) 33:104-104. New teaching devetosmenta in driver educa tion /Rond/. a3:l&'lOL DERMATITIS Nature and incidence of beryllium associ ated disease* iitiKfct,l. t lj.jli. 51 Safe handling of additives In the petroleum industry rWoad/. ift:S-2 DtRAEL TRrCRR Reitcteonrtrhdeenvtet/lopmigenttys .iItn open sit hauisre DISASTER Dialing for emergencies ftredin* pottf, ft: Dimeter planning {Trrgn*}. ig;fS-17. Disaster preparedness tTaytor). ft:|; same. bafety for the distaff side /telephone eomparty's "Women* ear-wise program' * (Lent*}. 20.53. State certification requirements for teachers of driver education i&chxoenkj, 23:51-60. Teacher preparation programs in driver eduratton --"------ --` -' - - " * <non/. "Twining ... Strmdiet/l. DRIVER LICENSING Address--traffic safety through better legis lation on driver ((erasing rcarpraKrrJ- a; 17-34 59 1WH .Vuli-mof Ccfcty Congress Report oa the results of recent meetings of the Setionoi Cwamille* an Uniform Traffic Ldrs and Ordinances I Donigan). *4:11, DilVCIK AND DBIVtSG Group dynamics of driver attitude ud driver t^havior 'Bunt), **:7-7S. The moral aspects of traffic safety (FlfrarrM* as-iS-isr Report oa the result* of reeent meetings of the National Conrautfre on Uniform Traffic Laws and Ordinance* ( Dontgen), S4;lO-lS. &sJ* driving projects and programs for re* iiglou* youth )P\tigers14). :7I-74. Step* to maturity in vision for safety (Snef* Ir*-; *iS-3j* 'Submerged vehicle study (JCvAn). ITiKMl Use of psychometric Instruments In the pre diction of automobile accidents (tiener). ZS-&AG. i/e t... >xmr miviu ixo suviyo-coimuctiL Bask lartsAnests today for Improved din* drads tomorrow for commercial vehicle <Wts. at fnaunsre dividend* from proper proaramruo* /.Ve!</, IT 00-34. b> Dividends from improved selection terh* ntques (Semtlmmer/. 17:24-11. el Dividend* from a sdentiJX approach to selection fBmrreUont. 17:32-33 Compound Interest by over-ail supervision of e-'horti Pus program portfolio for safety ''4mer/. vt:-w. Deriving dividends through diet (Hedaltf. 17:34-42. Dividends front improved selection tech nique* of drivers 'honthe-iwier) 17:24-31. Dividends through fleet safety (Gocfce;. ir: S-9. Dollar* and sense e-f safety fDelfletshj. 17: Haulage--Intra-plant traffic control (Werlelmen/. 4:7-10 (school ironspoRation! (Smith!. Vi-91. Money fn the bank through --preventive maintenance (peering), -t7:*B-#0, rr:l*-i); (fitohson) tr Public utilities motor vehicle mf*tv (empha sis on driver education) i-A'cyhart), *9; 11 - IS, Safety is an investment--dividends throwBh good tnanasemcat (Beu*d|. 1V M S Selling your safety program (Sehutts). 17: Supervisory training as applied to safety (X egnt>. a*: 12. Teaching collision accident pr*vntion iWotehf. 1 T, 88-70, Teachhig employees safety ()s*nsoin<j. it: Teaching passenger accldect prevention (Willoughby), IT Tl-va. Training your tyes far ext-ert drlring itteedlevK ;4-Sl. DBOAVMNC fletd-teitiog a drowning accident report form /retnums; 9T:7P-*l. Lessons teamed from beatias accidents t Thorp/. 27:41-1* A short term community home safety projvet--program to reduce drowning! ta Olendal*. Amona i DcfpA). #:S3-34. S'ne (on (Carlton/ B7:S7. Wryden, Hugh L. Safety In the space are- nM-M. (For back ground not* about Dr. Drydea. see 1 .32. I DCST AXD DC5T CONTBQL Developments sad acctimpUshaents in Indus* trial safety and hygiea* at Braden Cop ter Company- tJorrelt). IB'14-IS. industry (Brain mills) Nature and Incidence of beryllium associ ated diseases (Zteiinjfctj. *-4t-S1 Prevention and control f heat dryer lent' lions t Sieilomt), T;2#-3S. lotcnpvs. Jr.teph G. niients and rajurie* in college physical *du'j|tiri pruyrnmc for men as; 110-1}I c EJUKS.T MOBSING SESSIONS Ciunmuaicetion*. semantics and safety (Mtr. mart', S:4-34 Baton, Welter Dit better irav-the importance of driver education. as <K3-a&; discussion, Mbel, Albert (tit) With safe driving, highways can be happy u-ayi. ECONOMIC JuVB SOCIAL ASPECTS Grown-up safety -- or the second barrel i Heart/, AS:29-30Tlie human aspect of coal mine safety (TSmme). 7:*.T. Industry'! three most costly personnel prob lems: absenteeism. Reddest*. and atco-hol ism rXeyeej- 17:0. Some tangible result* front driver education /Styhert), SB.iZ-li. See also COSTS OP ACCIDENTS ffhtitd, fern* t,. , Swme problems ta planning and promoting the college safety program. SB.SI Same question* a*d answers about the talk os moral aspects at traffic safety. 232- ELDtSLT PKOFtZ Hume safety talks seed not be dull (Pa- Wtiat the gerontologist loee* about pre accidents ta the tldsriy (Bawcr). Central Index of AH FnW; ELICTBIC APPLZAXCZS ^<ctriral home appliance safety (Styles). K.LECTBIC XQCirMXXT Ahomnc sti&e fan ccalrols iDunsheuL 7: Eljctriral safety in quarries (Smbt'i. d:tb- Exposure and controlr polyester and eootr rasio insulating materlsJs (Ltwnartl), at esuped person rBetrti*). a.3a up to work patters Re-employment of <he cardiac employee f Berber). lO ,-W-a4 Safety mutudaa: lad. tart, or fancy (Wra* eer) iS'13-lt the dlstsfr side (n telephone com panies (Lents), so 31-83. Safety orientatlot (Christian)- si <-, The future of safety engineering in electron* k* (Allen), *:?- a simple monitored le protective system decent deveioptaejtts la opea pit haulage 'atrtrherntt ta JL Safe grounding prartiess for substations asd power staUoas rOami, *0:33-38, KtECTBJC INdr<E EiectrlraJ safety in u_:-Hes (Ember). 4:10. lAfomatloo oa serious burn eases fEouffhtun- a 33-24; Hot. 1B.3&-3B. ELECTXIC CTILITtEA 1 sMh-oSt4,aji arrow into the air (Bremncvr. 4*'. h*n*r plant safety t Westrowi). 90:IS-23 Safe ground prariices for eubstotloss and t-Mwer stations (Pant), 20:23-28, S^t^m homing equipment (Mnrrm). SO: JSJVGINZF1ING 9t tor*m ,h,lp ^ ^KraktoteV'* i^vTtb from job and plant engines: its ThicesfufAtuirieeno).f laf2rt-y% engineering In electron What is expected of a ctemical safety engi neer rAlbmter). H;J-,3 gppetmen, George B Safety Inspection at sea. 14 J6-M ESTATES AND EXITS A case for window escapes for Are emergen cies (Kidd). 2s:9I-9i Saafse, ly In public assemblies (Cobb) Vt.'JGSubmerged vehicle study (Kuhn!. 97:40-48. Jhsnny utility pole* safely rValsnUne). SO: ELKCTEICAL CGC1FMEST SECTION CXSccrs and comsUUeva, IM-O. HI- 23. &fluionx 0:3-32. ffvrnsf. Bruce V Physical aipecL* of maturation and their Im plication* for safety education. Sa 118-U8- CXHIBIT0B9 Safety expusttlon exhibitors--1M2 i:38-52. ELECTRONICS Demonstration and report on radar and ra dar detectors rtrsrdi *4 18-19. The future of Wtety engineering in electron ics (Allen). Marine electronics and you (Oen(or(h), *7: TS-7D, Malarial handling In the electronics indus try--overhead cranes and hoists (Thorpe). :S-12 Btltolt. Robert X. Sawing with safety. XI .39-3!; some. SS:27* EXK.Okn'ES Chemical handling by trucks f/tensh). : 1&Haaordous new chemicals (Boha**), ?Kateiy aspects ot the use of ammonsum ni trate and fuel oil underground (SfeLaughtiK and Smith). 1C 4S-49, F FFA < delegates) Farm tractor safety. :27-2f. Ember. George X. Electrical safety in quarries. 4 10-24. EMPLOYEES BajSc Jnvastments today for improved divi dends tomorrow for commercial vehicle fleets; i* I'motnai tram a sciantme appro, sel-ction (Barrelson), iviil.n U-^ends ihrxniglt fleet safety (Goekeh Employee training a* applied to safety (fJor- *1*11 > 22-H-l", FALUOl'T SHELTEB5 Fallout shelters (ButCer). *'i?-S9. Fallout iheU-.;i: pro (Ferae) *:-45: con Clelendj 23: <8-48. FALL* Fails-- demonstration (TeWor). astSO-SB, Five steps to fewer tails on te*t erection and concrete construction (MtUer). B:9-ll. Prsctlrsl mIuUob* to the floor falls problem < Rhode*). 10:4b-4Z Safety In public assemblies (Cobh), *7:38. What we don't know about home accident prevention--psychological aspects r Thom son and Goldstein), a;57-SO, Xatu-nai Surety Congress Park**, Georg* P. Athletic iniunr <A special Interest in the iUltv Education Supervisors session!. 2* Progress of seat belt use la Wisconsin as aa example oi a state requiring seat beiu in ail motor vehicles /dehuts) *4 -XI M*ty and lunoii m the woods * Tavfarf, FARM SAFETY fr'ami tractor safety FFA delegate*I- 'T* Ha we met ouruenl obligation to nalety' -,1touinl- 24-27, Knnte Are dnll* cu ur* your Ute (Taylor> :$& IMS arts* of emphasis -- let * get the Job tone < Rhode*>. a. 30-32. Poison control centers (Vtrhulttt, g;l3-l?. Public relations sad communications in farm safety--let the people know tHarper> g; Ml; fJokneen) 3:11-12; 'Lanti *;12-14. What Is past is prologue iCampbettf, -& See also YOUTH ACTIVITIES Faulkner. L. A. What is the material handling problem? i*r Ferguton, R. St. Presentation of the William H Cameron award f :12-23. FS&TILIZEB INDCSTEY Hazards In ha&dltog and norm* fertiliser in bulk storage piles eBaylevf. *:B8-?t. iterant developmenta in industrial Are ashl ing ntrei\*/. *;6Ntt. Tomorrows challenge to safety Otark). 3: Safety attitudes slides of the National Safety Council fStarWrdi- 11-U Safety in the chemical laboratory ttfhmtun;. S:|Pi|: as-130-U2. Taking pictures for safety t Wallace). it: Slide* and film otd on home poison control iDelph). 13. 33. "Stop driving us crazy /driver filmt. , fink, M. T. Profiting from success. i7:J5-5& FIRE AND EXPLOSION Blasting cap safety tBampton) *y;W-3S. Bring 'em back alive icatnning safety! WaJlent. 2.T-tt-m Bulk movement of chemicals by water -Grundy;. 14:57-40 A case tor window escapes for fire emergenore iK*4*,. a*:8-. Chemical reaction accidents and how best to prevent recurrences iVan Attn). --ia The control of flammable and toxic hazards . In snip repair 'Teefitoni. i4. 14-tf. Development and design of a plant far con tinuous TtMs*hi^<k^soUd rocket propel- Stectncai home appliance safety /fifyl**;. ; FXtTItlZZX SECTION' Officers and commute**, t942-S3. a:4Mfl. Sessions. * :**-'*- Fessenden. Frank A stair man's approach to safety training 10.10-14. FTBEXGUM Exposure and control: polyester and epoxy resin insulating materials (Leonard). : 14-14. FILM* AND NUDES Blasting t tut* of 27:57. " Cites films used in plant safety program; ''heritage for victory. ' and "rescue breath ing ' <$uinoan*ox,'. S*-3. Federal Aviation Agency has films for pilots and public (Bolabgj. ST:74 Film shown during the talk about "The Red Target, a design for safety' ttCnmi. 3: Films used In Cleveland's "Blueprint for safety ` K the Job program (Sitting*), SB; 31-21 "Fire fighting aboard tankers" died as an example of what the Marine Section of the Xstlcmol Safety Council can do fSmifh;. 14. New ttichlDK developments in driver educa tion (Bondi, an; 102-104. Ixplosioru in our industry (grata mills) rtiaiae) jo 0-4; iMeCann) lO-T-S. fir*protection m plant design / Ahern). t*: foaardou* new chemical* rBahmet. S'lS-t? Joroe fire drills can save your life (Taylorj. (;ld nformatkon on serious Burn mum tR&vati tan). *ril-24; same, -13:23-33 -easona learned from boating accidents (Tharpi. 7:S&-. iwr plant safety (Wtetrom), *0:17-21. *rerenticB and control of heat dryer Igni* Moos (Mcitarrlel. T: 23-22 taeeat chemical fires and explosions (Wood worth). 3:4-7. decent developments in industrial Art fight- lag (BUtie). Jifety in public aasembllM (Cobb). *7:20- 39St, Regis roll storage fire. Pensacola fBoer. neri, *1 :*-13. RUIkl Hunting safety -- the educational approach (Jtae-uky). *7:11-14. Winter shooting--a safe sport for the family (Wyman). 27:91-04. t*BT AID AMD VESCUE A ease for window escapes for Are emergen* Hes /Kiddy *:*!-91 Cold water treatment of burnt fSAuintan/. ;!*-: some. 13:36-21. Management ropes with unsafe sets flsjurtra classified requiring first old) (Trahan), 62 General Index vf .III tmet The occupational nurse's responsibility in the treatment of thermal and cheimeat bum* rLendt). A 25-27; same. 13:27-29. Submergtd vehicle atudy (Kuhn). 27:4041 ~ i pass'_program for correcting hazard* Fit-oeratd, t-armnee P, Th- moral asp**-!* of traffic safety a*; 1.21 12?. discussion -Aland! 23 13M32. Safe driving projects and programs for rtiirious youth. Ftttgrrald, Thamat J. Invocation, (liven at the annual meeting. 1; ^MwSBs?'*****^rMponaibinty (or safety FOBEMEN AND -SLPEBVfSOBS A 9i-So-B3M-4p, t of safety for the future /Glimoret Management copes with unsafe arts / Tr*. ban/. i;34 *a Safety admlmatrotloa m muluptam opera tions MNIxiorei ix 33-34. A itaJf nmm a approach to safety training (Feeeendan). 1O.S0-U. 1 B ITe*S5SI7^ii,35rw*"w: ,or ",,,r BuMmsorv training as applied to safety ! Nugent). Ss-9-tZ Training service* of the National Safety Council fSmitAJ. *1:33-35 What's happening to th* transit soietv d|. rector* t Wilhameon). 1g.C3.SA Whei the key man? tChaniett) S-43-4C. Ffsrcue, George Jr. The cost of unsafely. yuc rota Flag pole safety device rYuit). 1* 32 Stern flag pctea with hlnee pin bases ter steamship i WkUa). 14:33. Kt.AMC OF Lin Tru*teea Award presentation at the National >*><y vongros# bosquet. 1 H. FI-A.M.KARLC LIQV1D8 Bring 'em bark olive (use of gasoline In imping activities! tWalterml. 27*24-30. Hazardous new chemicals !ffsAme>. College rRutherfordi. 11 M-t?. tOBGC AHOFS Engineering control of fr.rg- mop nuards Helpifr-. 3.33-34 Firneg. R. L. Minutes of the 1X1* annual ruuncit meeting 1 ;2u-21. F-file*. Ltndm (youth recorder! Traflic safety. S U F-.ult, William s. The states can do the lob m traffic safely. Fnxrlee, Dan Q, Industrial health aspect* of lead compounds. Firming. Herman R. floors 'rortiroi ,,... i Rhode*/. Ftone, A B. A*-rl<1nta and injuries In college physical duot!aa peogTotBB for men aa idw-llb. FOOD AND ICVZIACZ SKCTIOX Officers osd committees. 5M253 io 13-44. Saaaioss. io;4-lA FOBKIGX COrgTIfD Frtwter. John IW. The bridge tunnel proiect. S;23-34. Franek. Georg* S Summary' of th* panel dtseuMion on alcohol* um. is i, Frwaev- B > Haw tin# management trains for safety, io: la FLBNACKS Ei^ncering central of torg* shop hazards Fueenie, A. T. ilofety Is top management's concern, *fi:29- Deroloprosnu oad accomplishments in indus trial maietr sad hygiene at Braden Copper t-4P*y IJamU), i:I4-t. S^fetya^ survival In the woods fTsplorJ. GstJicit. Shelby Hew to obtain adequate. <v*t(imimg and **sured financing of safety centers. ZS lt- ilanser. Reinnld Safety--my penuwai responsibility, zi 4-9 Gorroff. Jaek T.. aa* IFhester. Slmer F. and others 1962 National Safety Congress r,as iSDistnt Accident anal/ai* -- ,-Seeker) Jew75-40, muat tar control Plv-Maaian* tea^h safety (Zimmerman). 2: 40-54 GASES Tn* control at Oamtssbie ul toxic hazeiris u aiup repair CJechton), 14'i4-l9. Haaardout new chemical* r'9aAwvj. S'll-12. Power plant solely / Weelron), ft* T8-19. The radiation hazard at radon gsa and Its daughter product* (Wilde). 1#;34. Sote storage of laboratory chemical) (Uobbt). S 14; same, a*: 14&. A technique tor teaching the use of to* com bustible gas indicator M?*hburviJ. 14; ti-SL _ _ by water Kjru'nde/. 14 ST-60 Chemical handUng b>- barges (Grundy). 8; GRADE CROSSINGS Life acting* are t. portaat -- especially at Krmd* crossings _>cmpsvf, 1T;fO-8S. \'ew frontiers m grade crossing safety ) Demptry). 38:12-14, Grog, VT if. Obtaining top management support, tl'SS* 30. flmten, Gordon C--Memorial Laeturo A biographical sketch ot Mr. Graham. given a* the Introduction for the memorial lec ture. 19(12 tLodge). 38:34-23. Grown-up Safety--or the second barret (Sdaoroi, zm-.s^vs GKAIN 8ILM AND CUTATOU Rapioeion* in aur Industry (Botme) 10.5.*; ifcCannl IOrJ-9, tfritle, Oene F. Mo* to lire safely with radioisotopes in In dustry. 8:12-14 GRINDERS iafetv devices en grinder* faVerfiM* posta a ,4-7. <ifwom, J, C, Addreae-- three key paints to a successful nsilroAd safety program. 33:3-(. Veuting, Jo*efth T., Jr, Aircraft manufacturers look at safety, 37; fid-70, Cffmore, Charier L The use of statistic* in accident prevention 11 Uitmort, Robert St A concept of safety tor the future as:3-t, Safety aiimlnietmtlon in multipiant opera tions. 1 SlM-14. GLASS AND CERAMICS SECTION Oflker* and committee*, f942-43. 11 ;34-31 SeMlona. 11:4-10. "tome p:ui and rone on mrah-metel giovr {or use In meat packing plant* problem of contamination ideBotl). 10:19. ''Irotkaue. D. M. i>tTtrT>umr.tlt>ns through section s neaslctlet 21 j& Grundy, Erw G Sulk movement of chemical* by water. 14; ShW Chemical handling by barges -. Grunoir, Robert A. What we `ion`t know about home accident prevention--religious aspects. ;*3-*S H .Galoby, -Vojtet . General aviation safety luncheon address 27:71-?*. f/atac. S, LKlspiosions in our industry (grain business). 10;5-. Goldttatn, Leon G., and Thornton, Louise G What w don t know about Home accident prevention--psychological aspects. *:5*-50. Goode, <?. if. industry' s methods of tackling off the Job injuries 29;i)-3i. Garden, Wetter Tnuiaportatioo (A special Interest area in tn* safety Eaucaijos Supervisors session! uranium wine. fiimptan. Barry L , Jr, Blasting e*p safety. HANDICAPPED PERSONS Can teaching the deal help the teacher sett the unitf educatio* Program to the com* Tnuntty* dfcCfur/,, 88:127-130. t`f',T?Rent of the cardiac employee Barber t 10:3I-J2 HANDLING MimiAI Back Iff** ^ggde ^for 64 Ocncraf Index of Atl Kolumri Container handling safety la longshorleg op erations (Coffman). 14.ZZ-2&. '.`:,ii*yora (Jonoei. 1**94-9g. Handllng by cranes and hoisting equipment Stanley). 12.17-5! Hazard* In handling and storing fertiliser In bulk storage piles (Bayley)- *:68-7t. Material handling la th* electronic* Industry 9---oiaverhead cranes and hoist* (Thorpe), 9' 3hinboard maintenance and material han dling accident* (Whitt). 14:30-33, What la the material handling problem? i Faulkner) 1 * lti-t? Matter, Chartee F, Use of psychometric instruments in the pre diction of automobile accident*. 28iu-t7. Bannaford. garle S. fVw-to-face eoatsets in safety. i*'*7-7J. Motivation pattern for safety cited tin arti cle by M. Qulncannen). 14:*. E ffaaion, Dame! J. Wbr we need the MaflUAi on Cnltorm Traffic Control Devices, 24 24-77 Darkey, r. S Em14p-1lo7y. ee training as applied to safety, a*; Harper. Duron L. Public relotion* and comnauntcatiOAs In farm safety--let the people know, Qarrelenrt, L. B, Ditveicduieiofntnnd*notffiromem~rmaplaoys: cienttffr approach to i /ferrwon, tt Mrogveae In developing a simple monitored a7.r2o1u-5n3d.-fauit and cable protective system. UartMan, Charted H. leather reparation programs in driver edu 5c4ation in roUrges sad universities ** M- SVhat the general practitioner knows about 4p6r-a4v2e, aUng home accident* (ICoieetekU. 4: What your pediatrician knows about pre venting accidents to children fdrenaJ, a; 43-4S, TVbat the garontotagtat ksowm about pra* venting accidents to the elderly (Bauer), HEALTH BA2AJKDS Eradication of silicosis and other health haz ard* at the Braden Copper Company min* (Jarrell). 1*17-1* HaaltA broteettan tn new manufacturing fa* ctlltlea ( Wheeler and other-*), i2 i3-25 industrial health aapect* tf lead compounds if-'oieleri, 1*;9*11 Protection irons radiation la uranium min ing and milting (Wilde). 1'33-2C Sale handling of additives in Ih* patroicuim industry (Wood), ia.4-10 Sea also DCST; NOISE; RADIATIOX Eticka, 14*. Auesrii fkhixil aids through ioeni safety councils. 2S:7-7f>. fifeianeh, Fred J, Public safety in the forest. 27:1-7 ffrinfr, Howard F Engineering control of forge snap hazards .2S-sa. Heller, George il', Five steps te fewer falls on steel erecri'm and concrete construction, * S-11, Barrera, Jote Roberta ftmeal Onego A foreign pic* for safety. S.`27-Z3 Btrtog, giaeit Haana Coal Company * accident pretention training proPraia for management person nel and employees 7:13-11. Hipolae, Ruth Hayte, J, J. Human engineering p*>s eatrA dividends 174S-45. Meartley. U" P. Tnlnfng your e>e for expert driving. PV51. tfEADI.XGHTS ' fiperatlon headlights W start'd by Grey hound tOoekah it;- 8EALTH AMD MEDICAL ASPECTS Ita^k Injuries--medtcai aspects of bark pain t\`feotui) 18:4-7 HodwusttoryHfra*nsnaafef,ly w.imth-ura. dioisotopes In In Industrial medlraJ prornm -- what Is it? 3DMoe4s it pay? tLyeii) 8:39*30; fP*3e*e) a: .Vatur# and incidence of beryllium associated diseases fXiciitiakil. ft:4S-57. Ph3y7a:t2c8aJ. conditioning for sports fiturphy). P.ieB-smrhpe\r&ty, mtrontMo-3f 2t.he cardiac employee Silt, SUlton J, Stirthfield, fsnrr A, 7h broad aspects of safety. 14;S-S7. Rabbt, David 8?efe storage of laboratory riiamlcais 8:43 45; same. Uobton, B- J Prortttng from sucres*, 17.50. HOISTS AND CABLES Kalita and cable inspection* (Cain), il :77* Safety In hoisting equipment fAfarfinJ. to: HOME CONFERENCE, NSC iMBcers and member*. I9C2-0. 2:SI-M, 65 fV/,.' titii'Hiil 'ia/i,fy Kongrcxr HOME SAFETY Electrical home appliance safety (3fylts.i Bia-H. Home Hr* drills can save your life I Taylor) HYORQCE.S Hydrogen and liquid hydrogen hosards ,goh**>. k3-U, The tank car tGtorgt). ft*.St. Home safety j&aicrrun), * ;k4 -SS. Mum* safety. Indiana S*f*A project iHcllerj. Vf'&e, Home safety talks need not be dull (*- tasks/. *J3-33. tabor sad women s viewpoints on oil the job safety 'Beattyi, 1:3R>-31. A iocs! inventory of home gaiety program* mine t&ekgins. *-&t-3X, K short term community home safety proj ect (Delphi. i-34. What the general practitioner knows about preventing home accidents ttCaieaUktj. s. What the gerontologist knows about pre venting accidents to the elderly (Sauer;, ft.49-4 6. What we don t know about home accident prevention-- *1 Research aspects fitamheimeri. ,SJ- I level --fshowing that patience and hard avrsc pay off 19 9T-I0L SNI>Y*TR|AL l l>hFEREXCK, *<sc OiPhr* and cororrutiev*. m2>CI. IS.i'H- INttCpTRlAL HYGIENE Industrial hygiene t&myth). 1S 5-?. INDI'ATKIAL RtlOU'TIOA The human aspect of co*i mine safetv tthe sturv uf the mtu killing Proc's* of the d*. '.empment of safety ft-gtatafjon from intUli through the fOth centuries* .fimmei 7 J-7. b Psychological aspect* (Loldsfriii and rkomeon/. s;&5-9. ct Sociological aspects tXuAinkgt, :0-d3. di Kellgioua aspects (Groms\c), 63-65. 'ATiat your pediatrician knows about pre venting accidents to children (Arena;. * S3.15. HOTEL* Why ' Selling aafetr at the local association level -- showing that patience and bard a..rk pay off iJnrhj. iSifT-lOi.. WoupAfoa. J. A. infonoatloa os serious burn eases. tame 1r23-36. Ht'MAN DEtnOrMEXT Physical aspects of maturation and their implications tor safety education -grcrtif *s Its-tfb Ht'gAji octytEXixo H-jinan -ogir.!-*-rlng pays extra dividend* Have* HI Xi> PM'TOIS vmwn-up safety-- or the second barrel Uvvrt- S9.j&-jRE Manageaoeat can create a safety atmosphere cZ&ert Bi3S-BU WWs tlx- key man? /Chmatetti. K5 ,W *Jw, ATTmi&B; PSYCHOLOGY inspection Detect and correct--unsafe practices `Adtrisf. tl IT-21. An inspection idea for the supervisor fitmr- ken. as 33-27. M&dern inspection techniques iLatarvtt S:14-1, Safety in the sixties (some effects of the 1" 3 Labor Safety Code on the stevedor ing Industry* *Piemtnp;. 27-24 Safety Inspection at sea (gppelman.. l4- so-m KSfirHENTx Bridge to bridge communications tSrhadi ss-y?-4. Ore* Instrument or apparatus far measuring coefficient of friction tstipperinesai of any *rind of surface (Jthodesf. 14>;4b. Demonstration and report on radar and ra dar ifetectors /War*). *+:)$19. IMrtdead* fnua a scientific approach t se lection of employees iffarrelsoni. IT 31 33. The dollars .id sense of m operations . * -metter). in--------- X technique for teaching the use of the cxittibcMKibie gas ta41eaior / JFaegterw/. se: M-jfT. Thermostat* as factors Lb chemical reaction nmdcats (Vmm ansi. 5-9 CUIC(6 uiwatiia Exposure sad control t polyester ejvi epoxy resin tesutittiag materials (Lncnard. : M-tt lyicxAhti Pollsn and aestae of safety t trmasportattoa msbjsmart 'Dolgietaaj *A9-57. Power plant mfety <pemaSt** r.Vcy*cCL 90:17-19. gcfcty la an isrestmrat--djrtdgrafa through fjinentl ixtdrr <.j )/t y^Uvues 1 S'ST ,TgrWit*,p*r,du'- M>" .. ^,yi^L2ff>,fi.nnmMr'`? lostroments In the nr* *a-flt?*70f c555g ti&mi INSrilANcE COMPASIEA inswntnee dividend* from proper prorrafn1Fr7un'-ekKinH.fleet accident prevwnn (VeTson;. i Xne*'wlPh4o-jrri4trm in driver education > ginmi Ih'TERJlTATE COMMERCE COMMISgfON rhentinl hnndUng by truck* iRrwcki. S' Itnet, . 0.. Sr The Red Targ 62. Keller, Oeedee Home^Waty--Indiana TEA project tH'lf*r). Hetty, J. A lnio5rea.,f!tfoeWrciteIst.. nn3t5r~-3n319e?csnamuea. lor rmmt> XAiilO-UJ. Itb- .<C<AA . .. The tank i- trirorpri B .W.*| INVENTORIES . fNCP executive sev* * vompJetc enerneul of the annuel inventory of traffic safety nctlvm** as u relates lo police sen*. Ice will be done (Tewtmt. 8-9- A Meal invntory of home safety programfiUP.g '{.Cdpin. 3t-37 fVCORS t-AODCtm A care lor window ewsipea fur lire emergen cies iffiddi gg ii-bA raroferen Met 3roe Home Htlflrf help--get parents to assist In your program, it does *av* money it: Ss5-8* Jartett. Stanley Jf. Developments and oroomptifhments in in dustrial safety and hygiene at Braden Cop per Company. 1;i4-i9. Janpee. Ku/ut G. HwaariLoua saaaerlnl*--analysis, labeling, safe hinagndalnindg reanpdairssa. fefAaplpf-liJcaf tion Ithlpbutld- Jrnntonnt, P. Carroll Teaching employees safety. it:"4*79. JDS ANALYSIS An effective sattr program for research taboratoriee `Hetty,, Ml some, ah.143. k'ry point card* (Kelly). 9:35-39; same, S9J 143-llJ Steps that Improv'd safety at the 3(tUUt*n uranium mine ittammong,, 1;J0 Wmci. ArrAur IT, A ccieasse. f*or wmin-pdLow *apa for fire emergen Ifkwe, gdwarg K, A IOnd*-' horisnn in driver <!ucaiion, aa ioe- Stepper. Herbert g. Meat processing. IO ?4-2ff Koch, XV. K. Off the job safety s 7-ll. Kowalski. Julius it. YVhat *be general practitioner knows nboijt preventing home accidents 40-42. Xotirky, gdioard L, Hunting^safety--the educattonat Approach. Krxfklo*. T. A, "lemovlng l*:fT-n Kramer, j, F. fj traffic safety for everyonw--escePt the law enfarcemeat officer? ft it-39 A'sAlnAa. Krnest SI. 'ATvat wq don't knew about home accident prevention--sociological aspects. :S<*-53 A'uAn, Bernard J Submerged vehicle study ST 4<M9, LASOB Labor and w. n#n viewpoiots Job safety 'Beatty,. 1S;25-I1 l off the Laber-maaggemant cooperation for safely at the plant ivet Managemeot s viewpoint 'dir) la: 14-tS: 'Zwetp, 1: 17-30. b Labors viewpoint /Sntrnl 1S!21-32i f Tnwk- 1 s122-22 vfc.kneo. /mda M Public relations *ad cMagtuaicaztuBS is farm safety--Jet tb* people Ucr. c iM& fABO* COgnmCfCE. 9i*c CMBcvre aad committees, 1942-53 *S;3t. SeaauMta. 19 bn. /ebaeow. Swap shop or Tradin' post. Sig-g. Toscs. M. D. runs Our respoambtlity 4:29-29 Tg* a pencrans ta labor aafety totter). U9QUTDUP, *me <I5f20*L LAMKJLTOB1E9; BxscAin uaoBAToim Jeavtt. Coavry ihfcp, FinUt S. 1942 KahtMol Safety Congress Lmgratt. C. S Safety qi '~itAaa" ttuamnor*!'* r--tag. # 17- Lawf. Clifford Public relatum* *4 ihm--(WinmyHiu <u tor-- mt<tt--irl Ike --Mx 43 44 liiMM, 8--bam itMOB finniiiWtiiiri SSOBM Safety ---4ft Lawn**. dndmr a Under* unfrurt-w imwiun ii --1 Industrial bee HQ ft iPtrtfiffl %-J 4 tmrf Leant. Mmd 9 Accident bxiiinrtii W --. <!-!. m-- w% mi to-itti M|M, A'lnaW A k*i !*(} # i' --t- jpuan sndBig. 8ft-g? Loader, Wtikmn 9 Safety arwuad S: um -- -- Mk fUemne UGUunox Bmiittag U growls* tt-- trdwl fttiu xai > !rfK* TB* kOHI easwe r M*J Mt* safety (the story *< tbe maa killing p-- of tM de velop--*at at eafety tegiaiatlfl* from tb* 17tb iMxrmpt tb* JKfc c------` -- Ifec legislative problem l Mate Ui ua tfguiatloas for college safety education eWtOatrrt, Lesion, iPtfl)-- Safety La u tnewtnicat--dividend* through Joint a--csust*. 1T:N. Lrtmit. XUoen The ootid{national nurN'a r--poeaibUity in tile traaltteet of thermal and chemical burns. earn*. t:27-2t. L-enLr, Stthrr U. Safety tor Lb* distaff aid*. 80; 51-63. C.<ro>Rkima, Xdt--r< C. Ttyi challenge of off-the-Job safety. t:2g- Ltrm*. Konntth L Detect and correct--unsafe practices, 1i l?. (tfHenmrd, 9. J. Xlxposur* and control; poiyeater and epoxy rests Insulating materials o-it-14, L-tuhe. ,Va*m4 L. Safety in women's physical education and sports programs la colter*. 3s:tl2-li4. LIABILITY Practical solulionj to tb* floor foils problem /mhodeti so-to \ safety program help* reduce claim* tBterneuistl. ie:J*-39. School liability fjrescw/icWf. umms Suek taliirtes -- Caterpillar uses "made for tfte >oA lifting device* to aav# barbs (UrCm-tl* i SSL CmcmiMMia observed by two states ' Walkers. I jDfflTNtNC S&nrtrteai safety is quarries f Embers- 4-31j. i,mm. ii L 9 Tb> teuns at Duhemal that woa an Amer ica* Water Works Aasoctatloa asrard. so; I-4B MsaiatriK* pctbolecx gas ilmt m bark allrs (eaicptnE asfet'-* tom, *T-. TS tana ear rGdorpa^ S;ll tfsi- UMTS. OCT FfcOCSOUKMl AND DCVKK< taMS (mk -Mti out (Bumftkrev s Hi- U A biMunsAhtoif sffftteta of Oordos C, Graham ttkia sarraiia as the Introduction for the manorial lecture fire* by *iaym*nd d Kuoeei. vstM-M. Tuns <M yswur Uxbca (cloainc remarks tu tfte Sehapl and Gmlef* saoasrasi. %M tic-lM LDGGDtO Probtss diaic MUUox, me-iermtnr/ as-lA Lw. WUliM S. Addrtm at tbs annual meetift* at the Na tional Safety Cesfraas t M-J* i Further reference to this talk, s :*j.j ism!, lAtal T*tin* the effects of safety education in a (community. ;37-3t. LxnAffTtn. AicAsnf J. ICaiatenanc* riews on paper miii safety, ss; .yrff, M. O. tfiduetrlal madicai program -- a-hat U it? Does U pay* :3>-3h SHeC*nn, J. K. Explosions In our industry--a demon.tr*fiOB of the conditions necessary to hare a feed milt dust explosion. 10:T-t. UcCoalir. Darrel! D. Back iniuries--CatsraUlar u*a "made far the job" HftiaX device* to ear* back*. s;3_ iteChdre, William ? Can teaching the deaf help the taaelter sell the driver education proymm to the com munity' 2S 127- IV). VcLsuphlin. Wlllions C. and Smith, William L, WeJforrta, W. L, Jr. Frerentlon and control of heat dryer igni tions. T;8y-33, . ftaOaii, DoHfftma M. Automatic)* pruMraas ta KeBMflott a L'tah m^ne MACHCtK )10P swap abop at Lrftdso > -VoAnaoa - t H tria haulage i 3P-JX HAIXtrtAKCt Sfatoteoaare ***** <*e f.Mnd*rre SS lA-li Shipboard warn dime SreMcnts XAXAGCUtStT Industry ski !___1_ t f^M^asTjUaM^wSm ^*M|WUW4>ua *** mf----'' vwwweeiat ikii tk> Labor-a etjuirpihint *i|vm 'Ttr**e*> t* 3>31 MaanresaeM m trsats a aalecy fGaiaaj. SB^C-A a-33; Xaknoanslcente|wAt Lmpn wuk tuwafe arts Fre- SCanascnaiBt'a mniprwiniilHillllrimn and viewpoint >a ff-lb*-)ob safety rOanwr/. dS;37>3. 'Jbtai^A*^ top maaaeeeneat support iOr*B). liatfelty tma a air,{CF viewpoint t*elbt), Safety is top aianasesent s conrern fFu- ttmtaJ. 2S:3dl. Safety inspection at sea 'Sjvrlmanj. 14j31. Silent oommumeatioRs in safety attitude d- telopment (KiefenttaMK 4.1-6 T?& irel interest in accident prevention idtraunt. *;V?. Cnderlyin* pnndplea of training aa they afreet safety (Waltcorthh What? Syecutivo member assists associa tion's safety activity iCogeeJ 12:tdi-103. WaHAetmer. Dean f. What we don't knew about home accident prevention--icaearrh aspects :5t-5A dforfy fifrsj Airnhnttam in Industry. R. A. Safety rule enforcement. tt .S-2* WAN l'FACTTklNG Health protection in new manufacturing fj. mmtea Wheeler and other*.). 1S;i-Vt Prases--guardiR techniques PUHeltf. i Safety conatderation* in th* us* of radio active isotop* systems for process control Mmberjfi, 11;33-2T. Shoe manufacturing fifarfiitt. t:a<-32. MABtNff INnrSTRT An archway of casualty exp*etnc t ifaseni 1 <31-64 adelptua iN>rt Acrfteaaanfrfurataiedatlio, oo14In-JthtetAP,nhf*l- i-ll-W. CoHlatoa aaxarda--present and future {Jeh*` vr*j. 9.]-Sl Owtatxer haadtiag safety in icnsshorlnx op*raua (Caffmazt. 14 23-2& Tb* dafiars ad kcm of safety in maria* (w*atuMui itmeatrej. s<:42-4S ttunibe eiertroairj and you (ittall boat mi&tty) tZimmfartki. TXut-71. It--eSung --eases <ehe eu-ccaaful --fety proTUB> r|SMfk`. 14:46-42 Safety i tb* atatics uhe safety procram of tShBa'S Ckariea Stevedore*, inc.i. 14: Sa^^ isiapertSoa s', sea >Xppeintae). 14: Sbipboaed <---1------- asd hsn- dtla acrideflta t WMtj. 14.SO-3X So* aiso SHIPBUILDING AND REPAIR k.4U3it SECTION OOroirv and committee*, 1M3-C3. 14:M-?1 Sepaioos. 1*4-47, V--V. Me S. Tonmerow's ebaitens* to safety. ft'.IS'tt 3frfc*r. SKrrma* T. AaJ3I-ns.pection idea for th* supervisor 31 Keeping top m*aaceBint sold. 10.3344 ffrwh, ffu-tftn ii`. What is the Hanual on Uniform Trafhe Con trol Devices? *ca-31 iferfin. M. t- SaJety In HoistihS equipment. 20 33-36. Martin, William C , Jr. Shoe manufacturing. 10:31-39. ttsaon, tlevol L. An archway of i-asualty'experience ta:94-S4. NATS Rubber swltrhboArd matting needed in many power plants `Weslrami, 20-19. Jfayo, Robert $. Tunneiine. 17-33 HEAT INDUSTRY Mast procesamg tKlepper), 10:24-28. Personal protective equipment tor the meat BBraecttk)inigo,inud-3u0st.ry tRtbkotet 10;lS-If: (at- HEAT PACKING. TANNING AND LEATHER PRODUCTS SECTION OfBeers and committees. 1943-43- io;i5-44 Sessions 10:15-32- itrmcAL Aeprr-rk. *-- HEALTH AND HKDICAL ASPECTS Nrdsker. Dole Pisr.aiyse your program. ;44'44 HEETINGS OifarcMus.stons trsch safety ijiminrmoui. 20' /w. A.ift-mj/ wMv < Jiircsi Usn/jwall msmng experience In Utah iSeifi- r shot an arrow Into the a/r iAr"**vj Reaching *mB rgmitth V^f*-**Safety inspection* *t ** <Spp*iiMn)r 1- U-&. UAnctcffu. taBn. eG*i of the WI1IU- H. Cameron award. 1 '21 Siereer, Gordon f^iXy to t industrial Questions ana an*eri MHUth prof*?1** ln a?*1^**' otthles and owers#- *-" ** tfemoifi, Robert O. /recorder/ Out-of-School safety. 2:34-. VKTAUt . Hosardou* new chemicals iBmhmot, '4. Health protection In new panuta^urlnr is* tlitues f Wheeler and otharai. 1 a;2S-&. Naturt and Incidence of Beryllium associated diseases iXtehnMkit. *:- METAL* SECTION OlStrn mS eoBwiit" 1943-C3 :-. itCTMAXK Built movement ot ehcmiral* by water Orundyt. 1*'57-54. Wilier, WilUam C. Reduction of noise at percussion drill*- '* 41**4. !uXt*Rement-employee communication to pwmSrn aofejmu efficient c*i 'e op eration rbmiffci- T.23-2L FMrra.Io.. .,> tantral ofhml dry.r !> (tons /Sfeifomei. T 10-11 , i. developing a simple monitored i/ftmissi. 3:21-31- HINING--MCTA1* ,. . Automation problems la train haulage at iCenoecott's Utah mine iSiabeyl- Oim.1 r-..rM> *"< <*" *.*" sad MurpAy/. Developments and aceompllhm^ta m in dustrial safety and hygiene at Braden Copper Company / Jarref!/- 1-M 19. Hidden costs of accidents fSotttittri. ift- Refection from radiation m uranium mining and milling / Wilde/. *-**** , ,,, dafe prsctices in shops at the Kerr-Addison cl8 4UE Limited, in Ontario. Canada lYulel 1ft:-22. safety aspects of the use of "'nmantum ntirate and fuel oil underground tMcLaughfis and smith;. HilidJ. Steps that improved *tt*?A.*,mkeB uranium mine fMammowd/. *-* ** MINING SErtlOS __ Officer* Jd coBunllleee. 19C-B. tS SO-Sl. Sessions lM:S-*9. MISSIlCS. w* SOCKETS ASTO MISSILES MifriMfi, Donald W. and Rsriai, C. Willism Application of rigid urethane foam In the craal.naiamg industry. t.IS-2. mtekglt. Dmasld U*, and Murphy. Sirin U Currest ronrch with rigid foam. l.33-2i. ^Suf'nofisTS 5f?-"^ir **"' diiac this health problem, -'- MINING Automation problems in Jf*" !W?]?.K.A* ASGeanecntt's Utah mine fiiabevf 1 *** Control o net*# at diamond drills fWorts- ^ssatettai, .ia;,*Ji*-4sI.rati: ssKiirsss, tffamaen/. 7:11*23. Recent detelopments in open pit hauUee tttorehrrdti. 1. 13-14. Reduction of noise at percussion drills (Uit- leri. 1 MINING--COAL .,. Application and use; of Plutle material for ventilation (Pov*H>. 7:27-28. ApInpdlicuasttiroyn/opforritgaildand Mitchelli. 7.1* w. Automatic mine fan controls t Dantkatai. Ts Manna Coat Company's accident prevention development of safety legislation from the J7tli through the 20th centuries! /Timms/. 7*;3-J tfaan. ttogar Hare we met o r moral obligation to aafety? ft 3**3S Moore. Ray*w*d *. . . ,,h. (tnea-uB safetr--or the second barrel ttne Gordon Graham memorial lecture). 8. 26-JO. MOSAL AND SBLICIOC* ASPECTS Have wr met our moral obllgntio* to safety. 'VosmI, ft:P**3S. The moral aspects of traffic safety (Ftts* ettnidh *S:123*12f. Our rcsMMutbiUty tor tho safety program iJonai. -- Safe driving protect* aad programa i *ligS youth /y-Uaperaid/. i-Tl-?*. The theological t*J* for safety tPoli*9)- S 'SS-73, Tis as? aas*drss&'fKSsru, Wt-iSE ,, .. . "Jsl.MI dao'`trkSnoSwLarbWout rhto.metoanccmidvenl.t Oi.GSZ. Mome, JvMn f record*?; ,. "ssfsJssa'S 7rf&5S!.J,s.-irpuf (<>nfrnl inttr-r of rill 1`otunift Morwiott*, K. A. C,-ifurol <>r noise at diamond drills 1S 37-4I, Worryr. Col* General aviation airports and aafety. 2T Eternjnury school stctlon uxotnplishmems. 1545-42 ! Beryt- as 123-134, K'unc Conference uffleera and m-mbem for 1M2-83. s:k2-9* HOTIVATIOS The art of mottvetmg people to work safely iCartan 11;M8, Face-to-face contacts In safety (NanndJorij. Motivating factors Influencing aafety In ampUiyer-employee relations /grown*, ts: The *ycheiegy of motivation tSothrt. IS: New frontiers m grade crossing safety <t3r-wipieuj. *912-14 ' *'^ry*- 1942 14-4 board of director* 1SS3-63. 1 ;9-l9; Trustees. ISd-iS 1 :**. Officerw and member* of the National Com- ..StSfTM" L""'" die prvwiamatlon ..f the President t,f the (..nited States on the fiftieth annu-eraarv of^lhe National Safety Council tpyitk i W*0Mw.nocrBkinb<*f.t betSca^usJeL we work together MOTOR TRANSPORT CONFERENCE An mu l report 'Latin IT 4-4 Safety exposition exhibitors (M2. i:3l*U. Training seniors of ih* National S-ifetv Council fSrnltAj. ai 21-29. Turn on your lights (riosint remarks to the Skhoo^aad College sessions! tLodyej M; uflicers and commltteet ir-W-j<'n Settion* 17 4-H MOTOR fUASeWIHtATtOV. we 0R11KRS AND DRIVING--CO)1 MKRCIAI. i SCHOOL TRANSPORTATION What ts past Is prologue for the elementary School section 29 134-13* wiSrTaB"`T*ES.-,k'TM "* MOTOR VEHICLE* A nrw homnn m driver *duiatl'-n >KlomMt as.iw-iui Report on Owe result# of recent nwimii of the National Commutes u* Cniform TmOtc Un end Ordinances <f/-*<oen/ 34' lo-is Submerged vehicle study /MuAn- 9?I'i'li 'See ala* TRUCK* MCLTIPLANT OPERATION*: Safety administration In multiplant 'iwmturns tanimatet. 19:SJ-S, Annual report motor transport: cite* revi sion of fleet safety manual; distribution of Bettes driving is better business Lakn. it:4-S The challenge of off-the-job safety tLeon ard;, ic -j$. Removing the ho&irti from Job and plant J-Nralfiowv, 1*:tt. V>mr accident record <wn help you iee# u*e of Acridem Kates, and Accident Facts! t Muffing' 18;)T MurpAv. Edwin M. and UitekeU, Donald H' Current research with rigid foam. ift-ia-J* MurpAy. Owen BPPysiral ei/nditionfag for sports. zt~3& Mi/rr*. V` J Getting off the launching pad. 11:46-40. H NATIONAL SAFETT COUNCIL Annual meeting of members: Address by the chairman of the board Lotni 1;24-M, Annual address of the president /Pylr/. 1 fJ-*A (ucucstloa tFittrrmUL t ;P0. Minutes of the usual meeting irontry;. 1 Safetr--who seeds It? iSkerkt, The William H. Cam*ran award /Pyle/. 1 :Z2; Proaentatioft of the award fFerau- son/. Aeeeptaace of award fSfeittr/. 1733. Cttnrreaa banauet.- Addreas^-Safety In the amuw age IDrydfn). 1 :R-H: Inrocatlon tttaatnbaumt. 1:22: Summary of the eve* mag's seeintlea. *:SS; Tnwtees Award presentation. i:JL NAVIGATION Sniiye b bridge vommunicatlons 'Srhadt. 14 37-45. v.'alllelan iiaurd*-- present and past Mo*m*/ 14 41-I&. The dollar and sense of aafety in marine operations (Mrttetten, 14:42*41 Vefsoa, Jamea , Insurance dividends frum proper progrimnunr. 17:20-54. .VcyAsrt, Amos , How to handle the negative attitude and resistance of fnculty and staff toward the development of safety centers. 31:15-30. Public utilities motor vehicle safety. 80: Nicosia, John M. Sack mjuries--nitdical a)ecti of b.-u k pain. ,VlAn. Barnes F His dissertation "State law* and regulations for safety education' >-ited and Quoted from, in article by Daniel Webster. 33. 79-S0. NOISE Control of noise et diamond drills /Monaseffe/. lft;37-ll. 19&2 A JU.mal Safety Congress Reduction of note* *( percussion drills (itti lerf, ift:4U5. .Vugent, M. A Supervisory training as apptied to sufetya* :8-U. NCRSE& Alcoholism' the strategic rote ot the Indus- You and t and alt trie others (Hunt;. ig; IS-19- NtJTRITIOX Deriving dividends through diet / Raja)*) 1Ti3l~U. o occrrATiosAL disease t'.r.'wlicallQi) of ailii-osis and other health haxaids st the Braden Cooper mine (Jarrett). unGAtilXATtOX Address--three key points to a successful railroad safety program fOrteeam), an: The art of motivating people to work safely 'Carter). 11 :?-I0 Detect and correct--unsafe practices 'Lew*;, tn IT.21. Detroit Diesel's `-yvmaado'e Hidraway safety program cited as aid in developing 'delect and correct" program Looter li itH*. Developing and gaining acceptance of mf* practices (Carruthmi. s?.pt-2L An effective safety program tor tea wh (chemical/ Laboratories iBelly/, ft 3P-M same. 33H0-U3. Ground safety aoutb ot the border 'ftewrtn *;1MX Hanna Coal Companv s u.-cldeat prevratt.w training program tar management Peraownet and employees (Hems). T.tJ-l l shot an arrow into the air /ffrrmatr is Sve^lng^top management sold Herbert Industrial hygiene (Smyth). 1S :S-J. ,Vtuf and incident-* of beryllium associated diseases /Siclirtefeii. *:4g-y;, !Je also HEALTH HAZARDS tift't' PATIONAL HEALTH NCRSINO /hint session with Chemical Section. 2&-J5; same. S-XS-2? Sessions t:4-2. : O'Oonseli, J. A. Safe air shipment of chemical* ft:33-U OFF THE SOU The challenge or oft-the-Job safetv (Leon$rd). V:;hi-?9 Dividend* through off the job safety /Stake* fey/. ITUZ-IL Figuring off the Job frequency rates (Mer cer), (program st *:4S~5. Industry's methods of tackling off the job injuries (Good#/. **.-tt-iw. Labor and women's viewpoint* on off the Job safety rtteetts/s. 13:28-31. Local safely ccuneil viewpoint* on off the job safety (Cleveland# -Blueprint for safely j < Bitting*). ?g'3l-j3. Management's responsibilities and view points fQueener). 1ft;2?-2$ Missiles and safety (Donnelly) ft Off the fob accident* ran t> expensive tSmittu. :Tt<4. Off the job safety fffust! Off the job safety (some communications In* dostry experience/ (Hack). ao.f-lL. Orbit control problems (Speueti. ia.M-52. Out-oLschObi safety (Wcmnanj. aaiM-ii Safety and its effect on public relation* (Pratt), 30 Why^thls missile ts needed /Pyle). 13: Missiles and safety (Donnelly). 8 3-9. Motivating factors influencing safety in ran* ployer-employe* relations rSroirn/ 14 K Obtalhta^top management support Orefft People -- top management's viewpoint '-f ssfety 'hill). *.15-28. Planahie your program (Htdaker, ft:K~49 Programs that won American Water Work* Association awards; at At Duherna! ft.inn). 3d:tl-5 U> At Artaon* (Poiemko). a:2-, cl At ease Bay < Webk), Sorgd'df The psychology of motivation (Bsehr/. 1*: Benching seamen; some media u/**j tor suc cessful shipboard safety programs as ex perienced or the ttartne OSes f America 'Smith/. i Safety administration m mutttnLant opera tions /VUmort), IXiU-M Safety from a managers viewpoint (Sett*). Safety Is top management s concern Futonic/. *; 25-31. Safety orientation (Cknetian). *i ;*-g. A safety program helps reduce claims <atom*ui*t/. ioiJK-B, Ton level Interest in accident prevention in Che gag industry (Strauer), 30 1-7, We work best becauae we work together (the story the attitudes, the motives, the working practices of people at the -tfiw""TM "' You have ta have a plan /stone/. &*!* SMALL PLANTS AND BUSI- 'Working together tor sate living < utl of plant s off the job program iGuincon* wu i4:f. jl-. (items. Chart** 1. For safe recreation*/ boating. General Index oj All Volumes PAINTS-- RADIOACTIVE RETAKDAMT Cpoxy-type point used on wood members of dUer^preas** in uranium process /Wilde). Polotke. Pktiip Ham* safety talks need not be dull 4S-39. Fairer. John A, iodijenai medical program -- a hat is U? Dwi it pay? S te-IA. PAfER t^Dl'STRT, tee PVLP ASD PAPi.fi IJiOLSTRI Pacut. c. U'lltiem and Ifi/cArll. Donald U` Application of ngih urethane toem ta the cwm-mining industry. T rlg-20 FARRS AND FORESTS. Public safety yj the toml fifeinrich 4-i- ST- Accidents and pretention ta secondary school physical education fPtcharj. a* J0?-109. Safety and physical fitness (foil/, sg.31Safely In a-otnen'a Physical education and sgorb^ programs m college iUeykt). 2g. PHYSICAL EXAMINATIONS industmi medical program -- h*t la it? Does It pay* fPalett). S:30-3L The New Mexico Department ot Public Health conducting program ot physical tv a1m*3m1auons for uranium workers iWitdei Pickcft. P. r. Presses--guarding ttentuduts. g.23 PLANT DEMON Fi1re3 3pSr-o3t8ection In plant design iAhernt Pfrhor Stanley P Ar>-id*nts and prevention In secondary senool bhyrscal education. RSildf-tot. Fence, anrea ' Fallout shelters--pro 3SM1-45. fKSOXlDEK Morwtcb. t'onoectlcut exeloeion SKt tone of perbAides oa trailer truck cited iSoAme^. s.-fg, Hesrfewstcthc/.hemical dree and esptoelons ;1V4. PLASTIC* Application ud use of plastic material Kr venutstion rPoveU). r:27-2X Application of rigid foam in the rosJ<mining indusuT iPrt* end Xitcheil/. y-lS-il CUrraat rv**arcb with field foam /Uifcheli Murphy, %a.XS~t*. SW alw- aestNft FNEtHATIC EQlirMENT Alt toeI mfety 'Sthimrt*), so:4-tt. W;TM sssss. ssa PERSONAL PROTECTIVE EQt'tFMENT Meat procesgibg t&Uvper,. lo tt-tf. Peracnsi protective equipment (or the meat pifeu1r1i1unlfrtItnifdt-u3s1try tftebhet*/ lo tv-il; rfteFcnortally yours (Justifying personal protwetive equipment bbOi os ud off the Job) fttchie/. *;H. Safety equipment provided by the Ar-ioea Water Company tor its employeeg rpoim* the). am:m Loafc out--lack out (bteedee valves prevent ar.etdestai cycling of equipment from resi dual air praarurei /Humphrey/- :ti POEXA 3'tenre aad progress." *3:15*. POISON CONTROL Foisoa central craters /ftrkuUtf. a:lv-17, Toohvtnrtn po-t4sc*-a*Lproveatlan education fSitnA thSeXnlphte, rmmro*?m*muatty home safety project pgywLxt'g DtoriTiy Dieoittf pteanfng f Prrpnaj. 1*;U-I7, %af bandllaw ef add/ttrae la the neirtieom indurtry tWo+4j s--1g IfRTWUTJI sxmoM Officers and roennsittera. uez-gg, i* i5-f .'Sftsxhma, i*:Ml What yaur pmtiatrtctu haess about pro4v4--a&im* avcidehts ta children (Arena), ft; alau HEALTH HAZARDS Pnlmbr Rwbrod t. Tbe program ot tte Anguaa Water Company that wua as .unerraa Water Works AlsotttUaa lewl srnst PHILOSOPHY OF SRTETT Safety--a way ot life ijtmk/, ift tft-ti Yew bare u> ter* * pUa fStmts). ft l-M PM0T0GAFr Taking pKinrta tor safety fWaliacr/ ; PHYSICAL EDCCATION Arotdeats and InJurWe in eolteg* physical edurat/oa program* toe men /Fieri*/. Rs; l<9.Ub: iiSeenomofia) PSiUP-XU. MdSSWL.f.Tffn'aKa* Htor!`be`tsterr .----redirect poJJc* axfion --toJety(aaeptlvriitUmcu* T(Ttaamstme,). tf3ic*lu;fd>iAng traffic %rfto*t e Ow "internal safety" program ol tte New rerit r.ity pellee dlpai.mtnt EtmsUK 34:15-21. /bfMf. Peewl A The tteological teste for Safety, n-pf-tp. t<M>j Xiiti.mal Safety Congress I'ULViilUFUfi Dividends from a scientific approach to err ploys* selection iHarrtltont. 17:31-31. rrii, Beniamin f. Application and us# of plastic material for vnliliiiun. 7:27-34. i'inu:K plants P^w-er plant safety -UVifrom/, 90:13-22. I'OW f.K PKFNk AND FORGING SKCTIOX Officers and committees 5942-81 a -29. session* a li-vS. i*nwr.R rmtts People -- top tnannaement * viewpoint of safety . Hi/li. a 15-20 Presses--guarding techniques iPickettt. a: ftafety around presses and at work places ii*edert. atM-Si POWER TOOLS Report on chain saws druo>. same. x*:1t-i'. Sawing with safety 'Eiliottl, same a:tM as "26-2t. ai:2S-3)' Pratt, ty. n,, Jr. Safety and It* effect on public r.-lmions SO 54-40 PrrnderiHul, Joseph Safety m community recreation. *7:1-10. PRKSTttmSED CONCRETE IX&l'STltl' The preetreaeed concrete Industry and safety fgmifhJ. BrU-M. PRINTING AND PUBLISHING SECTION Cnmraurdeattans through section's newjtetter tOrothaum). 91:22. Officer* and committees, IM3T-S?, 3 1:3*. Sessions, it :32-35. Pryolti, August Detler traffic court fscliltles need citizens' support. R4;*o-3l PNVCAOLOGV Communication- semantics and safety (Early morning sessions) f Berman). a*:4-34 k'aevr-to-far* contacts In safety tSannmiordt, 19:47-72. Group dynamics of driver attitude and driver behavior fBuntf. W.72-T4. Human cmgiaeeHnjr pays aitra dividends iBayemj, t'rycbologtoal preparedness for disaster (Adams!. UtIML Tire gsyehoiogy of mat!ration fBsMrh IS: Safety sttitades: fad, tact, or fancy * IWeterl l*:13-l( hf t psychometric instruments ia the pre diction of kutnmotnle aewident* (m<*n*rt. **,43-47. We work beet because we work together f'QuirtewR'ion.l t S :8-13. What the general practitioner know* about preventing home accident* i KeisoIrkif ; W2- What we don't know about home accident prevention-psychological aspect* /Thom son <Mui Goldstein/- d:S4-4h What we cion t know about home accident prevention--research aspect* rWanhetmrr., PUBLIC EMPLOYEES Industrial medical program -- whit is it? Doe* it pay ? <LyeiU *:29-HO- ifalact a Is traffic safety (or everyone--wcept the law enforcement officer* iKntmer/ *34-34. PlaiMiys* your program iSfrriaktr). *-is-in Hepnrt on the '"internal safety ' program of tn* .\ew York city Uulic* /lepsj-iment 34:19-21. PUBLIC EMPLOYEES SECTION Officers and committees 1942-43, 855-57 Session*. *77-51. public relations Public relations and communication* in farm safety--let the people know itfarprri * 8-11 /Johnson) lLent) .12.14. Safetv sad it* effect on public relations Pratt), *0:84-SO PUBLIC SArETT Aircraft manufacturers look at safety fOeut- <ng>A 7fi Bring 'em back alive (camping safety i s waiters), *7:24-110. Stastiitg cap safety (Bemplon). 97:94-33 Cooperation for safe recreational boating f&icensK 97'M-XE General ariation airport* and moiety literrani, *7:44-44. Huntlng aaiety -- the educational approach riCeSckyj. ST:tl-16L tVactksal solutions to the floor tails prob lem f Rhodes). io:4HM2. Public safety ia the forest fiJemrirAi. 97: 4-7, Safety and surrirm! in the woods tTayfen, 97:30-34. Safety fn community recreation (^renderiromtt, 9711-10. Safety In outdoor reerwtion iTullyj. 97: Ssjet^ in public assemblies tCobb). 97: A safety program helps reduce claims iBlameuteti. 1G-94-39. See also BOATS AND BOATING PfBLfC SAFETY COM3CITTEES, NSC Officers and members 1N343 97:82-14. Session*. 97:4-41. rmic SPEAKING Communication semnntica and eafety (Early morning sessions! ' Berman). PEBL1C StrrORT Better trwfhe court fseititics need citiaens* support IPryeteO, X4.-34M2, n'ltU Aider of silt Volumes The Florida public support story for driver ` education, and tuner irnfllc activnie* fWtl- fiumiohi 93 44*87 Putting set1 into safety <\Voltc> iT W-l*. RADAR fVBtic rriuxxES ffijttiM that wisn American Water Work.* Asaociauon awards. XOAt-tt. Public utilities motor vehicle safety --VsyAartl. 90-1MV ,ifety and its effect on -ublie fclattonk 'Pratt). aa:S4-A0 ShJaOrin4g-Stutility pole* asfviy t ValattmetT`*'dpfrete*vSsiJ int9e0r-e4s-,t'. in accident prevention |k- also ELECTRIC UTILITIES 71 RUT ITIUIIIS SECTION v^illrerv and eomtnilte** 1443-43 90.44-74 Se.*t<iti* ana 4-4i pi'lt asb rvr>:u induatrt Labor-manogeoi-at cooperation for safety-- the -w iri.iiniaionaj program (conference* and rf/ttnesi ut the f*satlc Coast Assn of PI--r Manufacturers tAdairi- i*. Ealntetuhhcc news op paper mill Mfrty 'LnnAftvnt. ZiU-13 Nouvaxtag tartnrw influencing safety In mipioycr-empioyee relations iMreunj, 14:(4 Safe chcmieai reraren' boiler eperaCions vCAasoctt awd CoykendaiU- 31 -.15-31. Safety adninistration In multiptant operattuns tiiSmoret. ll-U-U, Sa*f1ety*--*nr. personal reiponilbititv ritensert. t Regis r-'II etarege dre- Fcneacala :*<. n,r 21 S-13. M LR ANO PirU SECTION Offiv ers and ccnunltlee*. 1347-41 ti :34-JT, .V*.noft*. 91:4-31. 71`KCMASING Collision hazards In the marine transporta t1io4n4i4n-8d$ustry--present and put tJohnttm Demonstration and report on radar and 'adar detectors / Herd/ 341A-19. RADIATION Fallout shelter* (SuttUrf, 95 37-34. How to In* safety with cwdluisotupas tn in dustry fGnlto). : 12-1A Protection from radiation In uranium min ing and milling twitdei. lg-33-M. Safety consideration* in the us* of radio- actfr# isotope systems for process control >4mb*rp;. 11 .22-77, RAILROAD INDUSTRY Address--three key point* to successful railroad safety program tdrxssom). 99 5-4 Automation problems in train haulage at Kennecott'a Utah mine /Mabry' i g-33. Emplovee training u applied in safely iiarkey). 99:14-27. -S-u---p--e--r-v-i-s--o--r-y- --Iminin* i applied to safely atS-IJ THa tank ear for transportAiion of esbfosit es a5'n3d0-3o1ther dangerous chemicals tOeermei. Codr-rlying principles of iraintne as (hey -vJTcrt Solely t WafteorthK 2*:'-S. RAILROAD SECTION Annual messag#--review of year's activities 'Of*Item. 33:4-1 Offkers and rommtttees. 1M2-S3. sa-IS-iv ^eailona 99:4-17. Asiikin, 5. L Safety-- way of life. 19.W-V1 tHehhtiis, ifotrarg personal protective equipment tor the m*.it packing industry, to; 14-14. Th* Rd Target--design for safety tKeim). fi:I8-43 Ppfr, HetearA Annual address of ttie presidenL 1:37-3fl The states Hiim do the job ta trsffic safety. 24.'5-4 Why this missile U needed, t* 45-47 The William M Cameron award. i:S3. RECORDS--LONG PLAYING LP record used In public rulation* for sate reervauonai boating tOtrmnm). 97:W. RECREATION Pubnc safety ia the forest iMtinrtrh) 37- Recreattonal safety (Stetcert). 4 ho .-Sjaefestty). in*Te:nt-mUr)r.iunity recreation tPreoder- Saf^(y_ in outdoor recreation /TullyJ. 37- QUARRIES ~ uJ-TA.0*1 **i*tv' la **iTles tgmbet) KVHSSn^!vS.PlMMt tr4/a< CB,W| ' HV^cr- Ouff. J. 4. DuisrmMs. Martin J <i l>e also BOATS AND BOATING RgLidfori A<pi:m. u* MORAL AND RELIGIOUS ASPECTS REUOIOCS LEA0ERS FOR SAFETV. NATIONAL COMMITTEE OF OftWrs and members. 1943-43 g:90-9L Pirns, Jomtm S. Alcohol Ism; the function of a community service--the Community Concern for Al coholism. 1 ;t-IO. RESEARCH As3f5^'liys,!;a.v"Sa:ii!* fWL* National Safety Congress Cun-tot research witn rigid loom (Mitchell and Murphy). 1 123-28. Group dyaasUee of driver attitude and driver nahavvor i Hunt). *2:72-78. Taduavnai health upU oi lead compounds (Fottlerj. 13:9-11. Reduction at noise at percussion drills {Jfilten. 1 '41-15. Taaaher preparation programs to driver edu cation tn college* and universities 'Hart man/. a3:S3-&&. Testing the effects of safety education la a community {project on child accidental ,-Lotcenr, 37-38. What we don t know about home accident prevention --r**erciJ aspects lifonAeimcr/. RESEARCH LABORATORIES A eff'-etlve safety program for research laboratories {SCeliy/. 5:38-35, snte. an: I4A-113. BEStNS Exposure and control; polyaster and epoxy resin insulating materials iLemerd). *: 14-15 Safety of "teflon'' fluorocarbon reains (Langralf). wilt-21. BESTONSlBUfTY Aircraft manufacturers look at safety fCeut*nai- *t:88-I(, Cooperation for sate recreational boating .Otter*ei, XV 3$-3 Safety--my personal mponsiblllty (Oanxer). *1 . The lutentwr'i responsibility for safety .Wh,ttlCt. 23:11-16. fTe.-reek, Louie Chemical handling by trucks. A:J?-30. Rhodes, t>. C. Practical solutions to the floor fails problem. tOrUMA 1981 areas of emphasis--let's get the job done- :&><&. Ftehie, R. if. Personally yours. 4:5-T. SiefensiahL Jffoisard Silent communication* m safety altitude deutiopmcat 4.4-3. Ritienhome, R. O. What is past is prologue m safety education, too. 23:1$4-ISM. Mnbitfon, Stanley O. Tannine. 10-21-24. SOCKETS AND MISSILES Development and design of * plant for con tinuous processing of solid rocket propel lant (Cohen/. S:fO-18. Missile* and safety (Donnelly}, f.i-i, Th5e:6R8-e4d3.Target -a design for safety (Keimf, TV-, Rotate, J. t. Deriving dividend* through diet 1TUM-4X HOOP CONTROL Lon^wail mining expertenco In Utah (Set!). EOPE Sjjfaf^ tn hoisting equipment fJfarttnj. 55; Rate, Stanley M. Construction In revere* gear- 5:4-8 Rosenboum, Irving J. Invocation glreo at the annual banquet, i S3. Rotenfistd, Marry S', !5chool IJabllllT (A special tnterwat area ta the Safety Education Supervisor* session.) 33;*t*. KC88CI LSUrSTBY Hoists and cable lospectloaa (Cairn, si: 2l2g. Safety considerations tn the use of radio active isotope system* for process control (Ambergt, 11 :&-t. Understanding and purpo * of the serteu* injury mete* (Be(r**/. 11. 38. BERBER SECTION rjfSxtn and committee*. 1983-83. 11 '38-37. Sessions. ti:U-33 Bt'LES ^ ml* enforcement <Manning). 11; Kuttrll. Fred I'rotect your savings toy--proper supervision. i V:7i-ML Hutto, John Report on chain saws. 31:2S-29; same, 9S: 18-17. Ritet. Enoch Off the job safety. 13:28-37. Rutherford, William Safety training for foresters at Paul Smith's College. 3S:94-7. s SAEE rUCTICEtf Developing and galalag practices (Carruthert) a*c1ce:pat-a2n3cLe of safe tlAFETT COUNCILS ^Local safety job safety ( ctl viewpoint* on off the rgtj. tf.n-33. A local inventory of home aafety program ming iLedtflw/. 34SI, Tragrtaa of seat belt use tn California as on eaasnpte of what can be accomplished without state laws requiring seat belts {Campbell!. 34 E-M School aids through local aafety councils (the program of the School Division of the Hamilton Safety Council, In Hamilton, Oi fHetU). 33107-70. U merut f'itter ,,t ,iJl iVswi lAEKTY CREEDS The forester's safety creed, 23:98. Safety rommendmehl* lor the college man and n* (Leordj. SB:95-100- ^chiller-. Chuck and ScAtosser, Linda Traffic safety -- county-wide 4-H highway aaletr campaign. a:<7- jATm EDCCATtO-N An elementary took at secondary safely education (dteuartj. 33:43-88; discussion /Wyman) 33:53-Ai. ilrown-us safety--or tn second berrel the G`Moordooren), Graoam memorial lecture) >>-Mo*er, Linda and 5cMilrr. Ckufk Traffie safety --county-wide 4-K highway lately campaign :Ti Schneider. lao Cironmga from the 1SC2 ychrot and college suilwi 1S-1U-UI. The legislative problem of state laws and cvffuUUoivs for college safety education (Webster! 23:79-8(1 fhystcai aspects of maturation and their Im p2l*ic:aUtiSo-nHsi.for safety- education (Sveriet). Preparing teachers for a unit system of aafety education fSehuenk). *s;?Q-<t. t'Tloiobnlea`iDsaInse)f.inan*c:SinLg roltex* safety educa. tVha: is part Is prologue la safety (duesu. too `ftittenMimei. 3a:l64-1b8 x.,ArrTT EDtCATJOTf :ir*lt->QK* sKfTtO.S A fitua* o' the new Interest areas disr-xsaed t Il'Aeeler, retarder), **168, virtrr corCATtoff >1 RABWpOBa g.*do.v AUuetic ia.'ury <Farke). 33 S-S. employee indents 'SKaie! 23:7-8 ,>-hcel liability lffornftidL *:8-13. TrafiSporta'ton 'Harden!- 33.5-7. -vCHOOL AND COLLEGE CONFEBENCJE. .NgC- fifficere and committees. 1982-53. 23:151-ISA .^esstarre. 33:5-158. nCBDOL katett Aceldenu and prereAtlon tn srcc-ndary school physical educatton /Feeker, 3:10T-(05 Athletic Injury fParkas*. 23:5-8 Aw elementary took at secondary aafety *du. c,Hvt`i|o/mn afnS/ re2i3c-a52rt-i63.22 IS-S3; aiscusvloti Elementary sdioal tectlon eccocaplistomenla. 114S-83 rBerpi, 33-m-m Elementary school teach^n' aafety competeneias iAlien), ts-lc. Emi-pAloye* (teacher) accidents tSktitl. 33: Gleanings from the 1983 school and college station* fScbnndcr/, 23:163-164, The Los Angelas program for the develop ment nf uittv roheepti and understand, tn^a in elementary school* >Zaun). *3:113- >*TTY MOVEMENT Safety--why needs it7 (SheDt), i:J0-3t. 'trrrr pouciex Ki-*p)ag top Bt*nef*meat sold (itarkrrf. SjLfety admiclsvranun > mulUPisot open* tions iChtm&r*' 13:63-65. -tsi4oenty <pFoulus-oymoef. C>2A%Un-sElIt Alkmaa Corpora ^AEliTY PROGRAJLs. t*e CtKoAKTZATIOX Kaahrdc Terry Keiaote addrass--a chief executive asks tor ')ciai action on traffic aafety. backed ey ntlxen understanding. 24:8-4, x/lff* Pcepsrtng teacher* for a unit system o( safety education fSciiwrakJ. X3:7p-7l. Safety sad physical fttnei* fFosfi, 23:31, Safety of school personnel tone short psra- isrlratmph{tornailtehre).nrt2in3-Wpoints of the discus, flchooi aids Uirouah local safetv counciia < Hecks). 23 7-m School liability (A special interest *r* in Itlhoena)S. af3e3ty:3-1S2M. ucation Huperrisors see- Tinnsportstica (Darden). 23 Turn on tout Hghts tclewlnr remarks to the SIScth-IoSoSl and College *fsi/vi*t 'Lodge), 23- What la past Is prologue for the elementary achnol S*cUon rhhpqins) *3-125-179. Retwrt on chain saws iRuanf. 2t.38-: fame, 33:18-17. lafe practices in shops (YvX*)- l-2L Mtvaimneg, swn-it.hir-tss.afety t&Uiatt), at:2#-3f: *CArroLiNG M'llOOL TRANSPORTATION i 'ampound interest by over-all supervision of school bus program--portfolio for safety nV(nder). 1T.S1-5J Home tarings help--get parents to waist tn your program--it doe* tat* money rJavU,, e> 17:5548 A report on. the testing of steel eceffotdlng towers /vandtkieft). gill-lT. SCATTERED OPEBATlOffg l 1s2h:o53t -8a4n. arrow into the air rdremner). SeSarf. Sorry OKridge to bridge communication*. ta gf-iJ. Scbekff, ffgwsrd ."*3e4-d40for uniform treffk: legislation. 34; Increase your savings through driver train ing 'Smith). 17:98.27. Life savings ore Important ^-- especially t grade crossings (Dempsey), 17 IG-X5, Honey in th* bank through -- preventive maintenance (Barring) iT;-, Pr'ilvct your oavings by--proper supervtBion sffuseell). 17:57-98, Safety t* an iaveatment--dividends through g-pod raanagement (Baird). iT:94-S5. Aafety Is an loveetment--dividends through joint account* (Lemon!. 17:40. Transportation fOordew). 23 8-t .S'otwMdJ Safely Conyrcis Vaur interest school bus a CMuOL TRANSPORTATION SECTION Officer* eommitw*. IM2-S3. iT:tt, Session*, ir-W-M Sehuppert, >4cid W. Hqw to implement th# Manual on Uniform Traffic Control Device*. a*:27-50 ihutman, Ateg O. Cold water treatment of burn*, Mate, 1D:30-2S, ctr/intts, 3. -S. Selling your safely Program. i7:&$-tf. sHtrSUILIMNU ANO REPAIR The control of flammable and toxic hazards in ship repair > rrchtoa). 14;H-< tfaaarrfoir* mttertrie--analy/l*. labeling safe handling and safe application Uatpcri. 7 4:19-21. Hot work safety iCroteau). 14 21-22. i'7riatt>.' 9:23-34 Sawing with safetv... need for stress on safety education `gtliofti. aarae. *0,17-19. j>viiwfi, Ob* F, fVogreaa ot Mat belt use la Wfsconsls i* an example or **ste re '* -e- a"t b*el*t* 'I*n all motor vehicle*. 9 Schwarts, Walttr Air tool safety. *0:44-47. Schwenfc. Gillian CMtnimum activity Prepim (or colleges and uaiveraitle* is : 20-21. Preparing teachers (or a unit system of mi'ecy education- se -70-71. State certification requirements for teachers at driver education, m* 68-90. SEAT BELTS Progress of Mat belt use in California as an example of what can be accomplished with* out state laws Featuring seat belts fCsoijj. Mil. 14-32-34. tYogves* of sent belt use in Wisconsin aa an example of a state requiring Mat belts in ail motor n'Metes rgtkuttj. 24 .'99-32 Safety will sell, rdfsteW- i r-. Sett, e B. trongwaU mininc experience In t/Uh. T;J-* SELLING SATETl* A concept of safety for the future rCifmorel, 02:9-5. The cost o( unsafftv (the imaginative use of cost data to bring about action at reducing accidents jjj tn rteei Industry) (Floeatai. "ilGNK AND IICKIU Must * conform to the Manual on Uniterm Traffic Control Devices*-- a) What is the Manual* (Umrtm *4-21M. bi Why is it needed? (Baneon/. *4:34-27. cl How to implement* (Schoppertt. 24: 27-96. SUrer. Bdoar Legislative mecnanics needed far uniform traffic legislation. 24:41-43. oiwruTOu A new horiien in driver education 'flmaj, 104-102 -IITUJA.VS CdlerplUsr s two slogans aid safety effort* iffree*fir I 1*1 SMALL PLANT* AND IVSIXm Meat processing (Flapper). tO:N-3 Re-ecnp'.ormeat of the cardiac employee Barhe-i. 10:39-32 Shoe manutmeturinf /Bartini. 10:28-39. Tanning 'Robinson). 10:51-34. What anaili plants have done fDtttmerJ. ID: finish. A. U. Increase your savings through driver train ing. Keeptng^top management sold (Barker). Putting sell into safety iK'elW. lt-li-ll Safety will Ml) fStoteyj. 17:54-32 3e!Mnyeur safety program t&ehvtU). IT' Sefr*. Leroy O. Safety from a manager's viewpoint. ts :*-* SEMANTICS Communication, semantics and safety iEarly morning seasioos) (Berwwroj. *0:4-34. Skate. FreAerirk fwnfh. Bari P Management-employee communication to im plement safe and efficient coat mins opera tion. 7:23-*JT. fmtfh, John E. Off the job accidents can he expensive. A; Smith. Leonard C. Training terrtcea of the National Safety N#ujk3L 21:33-S2 Smith. Itefeerf K Ranching mom. 14:44-12 , iion> *2 -7-5. Jfherfc, Will Safety- who needs it? 1:80-31. Smith. Vernon W , Jr. The prtetiasfl^i cooerirte industry and safely. I KMOKING Crown-up maturity -- or the second barrel (Steam ss ;37-3d. Surlier, ftettert C. Ste^s^to maturity in vision for safely. S3: U iirmi t4i`x of .HI I'olumet Stone, J. H. You nart to hm a plan. iai-!0 Stmtut, W. .4 To3p2:4la-7v.si Interest In sccident prevention. Smyth. Benry F., }r. iBdumnsi n>-gi*ne Snyder. Phyliu K. Alooholtim: the approach of t specific treat"1 SX.'S^VffiSF0 Sontheuner, O D, Dividends from ntques in the .trujlng. if Supene Your accident record can help you ia:lo. Styles, Judy Electrical home appliance safety. *:22-24, tiUHth me, Jrvtmr Ybola In poison prevention educatloa. *:49- NPEAKEES Bss*1 l,n t *hit 1 meant? fGerftnJ. t*- automotive and t shop section) Spence, Stanley F, Orbit control problems 12:30-53. SPORTS Athletic Injury tFarkae), ggig-*. ^aV-W* en<,,ltomnE for Jrts fBurphyt S'a fun /Carlton) 2T St-41, HPORTSXANSHir Safety m outdoor recreation iTntly). 97:20 *refc. Serberf /. How to safety cdeentteerrm* ni* vtaff and budget for STACKS Venuiation In plant design rCiarfeeJ. i*.J|. Safe practices in shops <s plug disconnect switch to isolate a feeder (me from a dmfrlhutioa center) rVuf*) 1* 33 Tagging or hold-card system used in power plant aafety t tl'ectrom * 20-19 Tr3ig:4g.er switch for grinder rfnodiV pv*tl. SYMBOLS T82-lfyCh0,0,n maUvstton /Barkr) ia- Xvsher, Cart K. ^'vMrnds through on Hi* jr.b tv Sfehi, Jfrs. Lee T Staley, if. B. Safety will selL 17 U-U, .ftontey. Letand F. H1td'2?1jby cr*"M hoi'Uji equipment. 4vv<Hvuva to natrtci po action bark to primary task*. 24:3-9 TANKS AND TANKERS Ch^^al handling by barges tOnnetyi. * S/orbini, F. C. Safety attitudes ii 11 The eost v< tuieanir (imaginative use cost data to bring about accident redt tioo) (Flare**>. 1S:9-tL `Material handling in the electronics tndi trr-^>erhe*d Cranes and hoists ft Thorp. 9:9-12. HTEV EDO KINO Sfotrart, Dartd *. An eleaentary took at secondary safety edu cation. 22:45-33. Steieart, Torrence T. (youth recorder). Recreational safety. *-|B. Tlte dollars and sens* of surety In operatlona (Brewster), 14:44-43- Proteotlon from radiation in uranium min ing and milling tWilSt). 1 :J4. Sats ground practices for subfUttons and power stations (Davia). *0:77. `The tank car (or transportation ot explosive* ae-nAdla otCthfceorrdffarin, gtiraus material* and there'- A technique for teaching the use of the com bustible gaa indicator (t(`ahburni. 14: 34-37. TANNERIES Tanning fffobinaenf. 10:21-34. TAXICAB IXDCSTBT S*55-s yUr wWl' Pro*ra (Schulte). 17- S9<*2 S'iilifnal .Mi/Vfv C ow/rest Tartar. & fi. Disaster preparedness. * J: Mm*. 10-4. Tavlor. grass/ U. Safety and survival in in* woods. *7:10-3# Tsuior, flobert B, Home Are drift* can u<i your life C H Taller. Hubert if. p-flu_* demonstration. 3S-28-M. Tcch/on, /nftn M. The control of flammable and toxic hazards In ship repair. 1*H-19 `TEnON*" 'Ssfelv of "teflon " fluorocarbon resins <Lanmrail- :l?-2i. TELEPHONE INDUSTRY Safety for Use distaff aid* /LraUj. *?8t-S* TELEVISION Implications of ed driver edueotlon f Tei'eicfc, Peter K Labor-inanagement cooperation for *af*tr ** the plant level: labors viewpoint. 1 22- TEXTILE SECTION __ Officer* and commute** IUC2-4I 28 W-S1* Sessions- 28;3iV3S. Tharp, Sdieard RLessons learned from bosun* accidents *7' t*-5L Tltonwofi, Loaise G. and Leon O- Thorpe. William if, Material handling In the eiectronies lodustry--overhead cranes and hoists. .t-l* ril&KK *'E** *s or IAWTT Management copes with unsafe acta < Tmha*/. Timme. L>. *f* Th* human aspect of coal Mine safety. T` TOOLS Air tool safety fSchteartej. Asbestos KBKt pouch discarded la the meat packing plants as source of contamination of worker and product /defied/. 1:19. Power plant safety fH'Mirom,!, 2J. Z\.tteII. Richard Raisin* dnvtr education teacher qualifica tions. 8*:*0-63. Teirnsmd, Kuaself K. p,*|d testing a drowning accident report form. STrlb-ti. TRACTORS ,, r*rm tractor safety <PFA detagateti. - iffl TSADKS AND SERVICE^Practical solutions to the floor fall* problem Rhode*!, i eu-ts. A safety program helps teuv claims < Floatoutsti 19:34-39 flADEI ANZ> fietriCES SECTION Officers aad waaitt-i t*C-l 1 IT-14 Sessions t 5~c: 'TUi>tg< POST" Swap abop ur tradia puot udoa udiut of automvtiT* aad *eaeft;se shot- sect1on < JoAns-ra: 9 i-t Tmxmc covrrtttcL gc Mtfern aad >'in>n l*3-B 34 th fume control Must we wafona to tb manual oe uniform traffic ocmcrel dtrices' aiK'hat Is the ualform manual? (Mmnhi, Sd-tX-U. at Way Is it seeded * /Menem! *a :34-JT, cl He* to implement* /JMepeerff. fid; W- Traffic cnotrol devices--revision* as seen In mmc sarnt Annual address of the President of the Na tional Safety Council, with eaphuls on the Action Program *? the President a Committee for Traffic Safety tf'ytef. t '27. fieysot* address--- chief executive asks for official action barked by citizen under standing (Sanford/. I*:W. Legislative mechanics needed tor uniform traffic legislation /Stiver/. 34:41-43. The moral aspects of traffic safety {Ptisaerstdt. si.m-ia Need tor uniform traffic legislation /Sehsidti. 34:28-40- fhiding sell Into safety (i7-t4-i. A report: LACP executive asks for better management techniques t- *-*(<< nonce action banx t" --*"--- *' V-9, Report on the Interns! safety" program of tne New yoric City police department /Lisrtsi. 94:13-31. Report on the results ut recent meetings of the National commute* on Uniform Traffic U>* and Ordinances iDantga*/. 34:10 14 -Safety will sell /SfslryA 1T:W-5B. ,-Urssiens. 34:3-43. The states must and can do /he job in frafOn safety--or else! rPte) *4:j-4; (An(OtitfJ 34:9: (Foultn S4:7; iCriffntdenl 34 f. Traffic safety rFotferj. (:ti. Trsaafffiectysaa--f-ue--atyp----a>i--geaoo(nStcyM.wUtcdr*i*r4.d-HShchigtehtewearj.y 7J. than, Quentin J TRACKING Discussions teach safety iZimmerman/. *; W-44. 80 'u'lii-fri/ hul. r if .ill l'-ohtmri Dl^e,'-ds through fleet ssfety math*/, iy Lmptoyaa training as applied to safety (Mar- hen/. 3a:i4-l>. itl'JS'iTU'N ,,r ** *"SUSS^."7i 1--- Hanna Coal Company's accident prevention tratnins program lor mahagameht person nel and emploveee (Mertegj. 7:13-11. How line management trains tor safety (Franegf. lOTO, How to Start a (raining program U-utlen' IX 94-Ct Human engineering pave extra dividends irii-45 Labor-management cooperation for safety-- the new instructional program tcoftferen<.es snd fiurae/l of the Peeltie Coast Ais<sLa *rjof 1P*u-ilp.-iaA Paper Manufacturer* Chemical handling by trucks fRetnekl. 8: Cites explosion of 10 Ions of organle perox iddtetttItn t8ru:1c0k. tratler. J.'urwtrh Onvn. 'Vn* The dollars and sense of safety marine operations (Kmettert, **.44-49. Hazardous new chemicals (Bo/ima), 8:19-17, Hecent chemical fires and expinirio** /IFeod- worth/. 8:4-7. Northern Cas safely education program con verted from lectures to a Miles of discus sion cosfercnces fflfroursi, fiOiS. The psychology of motivation {flv* steps tu be id Hosed in safety training) tBaehv lfi'41. ft*a/:hlng seamen (auggests need for leader ship and aaftly (raining for ships' officers) fiimithi. 14:49 Sa2f0ety in outdoor mr*stion i 3'uilu XT-ITSafety in the eh--fniusl laboratory is motion pHi#c-tUur9e.) /Chrwlwaitl. 8 to-it; same, 33; lafely onentation rChrizfuin/ S1;4-9 Safety training for foresters at Psul Smith's College (RothrriordK fiBl9e-fT. A itaff tn.an'a approach to aafety training '/'iiminii 10.IO-J4 The t-uik car /Oeeryr) tjo-ni TRICKS Chemlrsi handling by trucks {trunsportatton of chemicals by dry freight earners, and iiquid transport*} fittmfhi 8-77-S0 Eogweering conlml of forge shop hazard* iin-plant electric trutg driver training) Stunt*/ a 2* Haulage--io(ra-ptan! traffic contn.l (Wertti mer i 4 ;1-10. Hecent 4T*t4pmnts ta ui-n pit hsutac<' fioreflerdfj. 18-12-14 Safety equipment provided on tli* trucks of tahe A ruona Water Cnntpaav iPolrnslrei. Tully, Hebert * . Safety in outduur n-rreatton *T l<-S> 4uperv*ory training as applied to aofetv >.Vupenfi, ZX t-li TrCaoinuiancgil sigemrvKiceAsl o3fV t;h33e-isN. sllonal Safety Training your yt for expert driving Htadirgt. fiie-dL TUNNELS The bridge tunnel projn r 'P->wleri. 8 23- Tunneling (old time vunneiinz. .mil m-ni-rn tunneling) liiauoj *-i;-23 Underlying principles of training as they af fect safety tg*l*/l4). tA:T4, lie* of dim strip, projector, up* recorder r(rdi<t` aoet). 3:0 1 Who'* the V-y man? fCKanUttJ. 8:gl-43L TRANSIT Dipvhideern/.ds trthir'uoufgt.h on the job safety tSv DoISllts-Sril*, and sense of safety /DoigfrisAA 17; CNlFOKHlTIf--TRAFFIC LEGISLATION Leglalatlv* mrchanics needed for uniform traffic legislation tSilien. 34:41-43. Must we conform to the manual on uniform traffic control devices?-- s> Whsf It th* uniform manual? tUtnhj, S4;2l-3t b) Why 1* It needed? `Hantanl. 34 34-iT. Teaching collision accident prevention tWeUhf i y 94-70 n How to implement? 'Srhappert/. *4: Teaching passenger accident prevention fWiliouehht/!. t-r-n-7*. TaacWng employe** safety fiMwcaatj. 17- Ne3ed4:(o-riuaniform traftk legislation (Seheidt i. Report on the results o( recent meetings on the National Committee on Uniform Traffic j^wa end Ordinances Pottioanl. 94TG- Whara bappenlag to th* transit i*fir di rector fWitliemeon}. TTSJA5. TRANSIT SECTION Pour outstanding actions taken by Tra ?<*ki3 during 19*1-83 /Lake/, 1T:4. Officera and committee* 1T:J0317:88-79. fvH. REKEAC Or SUSS* Current research with rigid foam iMUehtlt aad MurpAtt/. 18:23-24 Reledtu).ctio1n8:o41f-n4o5i.se at percussion drills (NiL r.S. COA8T GUARD Sulk movement of chemicals by water (Ctnndj/j. 14-57-fil m> Xah.'iMl Safety Congress c,*. dept. or lador Safety In the sixties (*aas# effect* of the V. S I-nbor 3afty Code on the stevedor ing Industry) (Fleming). 14 3#. iff-TS- t/.S. ri&ERAL 1VUTIOX ACKNCf '.Venerat aviation airports and safety (Mor rowi T:84-d General aviation safety iuneneon address (tfalaby). #T:Tl-75. Steps to maturity la vision tor ditty tSnel(*Ti XC _Ji'3?f_ Training your aye* for expert driving Rtedleyj. VISUAL rot CATJON Talking picture* for safety t Wallace>. 11 -14- w aito nr.ua t- $ rotisT service public safety in tht fore*! tMeinrUhJ. 9.1: 4-y. VITAMINS Deriving dilidMsdi through dirt 'Hadalti. 1T:34-42 t\ S, .VAVt Hsxardou* materials analysis. labeling. safe handling and safe application (Jasper) UNSAFE ACTS A concept of ultt>- for tfc* future fUilmorf* MU. Detect and correct--unsafe practice* rf-eicM/ Management copra nritn unsafe art* < Traham, )D:3-A The uscrrtaor'B responsibility fur safety <t*n /acton contributing to unsafe arts' (Whittle). RR-.tl-U. f.'ltrr, Lloyd O. Ybo year's progress in tabor safety (N.sc.i. Winner* of UMH Labor Conference awardi 1 g:W-M IV'dRtr, it, L Back inluHes--sorkntrn c-oeapensatioa. * T-g. WALKING Fails--the importance of a balanced walk in not tailing . rsytori. a:3A. M'oliacr, Sail ft Taking picture* tar safety 11.14*17 Wn-lth, James U. Teachio* collision evident prevention. IT: Waller, A 3S,, (recorder) <tafety of ichool personnel (one *h*rt JKV graph on the main points of the discus(<sr! a*:#- I'nZaa/nw, A. It. Sharing utility poles safely. 90:49-91. I AI.VE5 Wuok out--lock out t bleeder typa valves pre vent accidental cycling or equipment from reyiduai air preaeur*) 'tfwmphrey). a:12. Van Attn, Ftoyd A. Chemical reaction accidents and hoar beat to prevent recurrence* #.-7*10, VanAekieft, R. A report on the teatins of steel scaffolding towers. B:l4-n. VENTILATION AND EXHAUST Application and use of plastic material for ventilation (Fowe/J), 7 TT-R, Application at rigid loam in the cooi-mming tnduaur (Porta! and A/itchett). TtU-ao Automatic mine fan controls (Oumtunej T: 10-13. Developments and accompilahmenta In Indus trial aafety and hygiene at Braden Copper Company fjarrtttj, 16.17-1S. Ventilation in plant design (Clarkef, ia.T7- tVsltmrOi, Underlyin* principles fi tralnins as they af. fed aafety. 9*:T'A Ward, .Kenneth L. DemosstratloB and m>an an radar and n dar Ceuctor*. aa is-ip WAREMOUSB* St. Rsgis roll utont* Or*, ^eitascoi* /Acerner>, n frit If'seJibunt, Georpe O, A teebniou# for iea/hlny the use of the combuitible b*s indicator. 14.34-m. WAATS DISPOAAt. Protection frost radiation in uranium mmIny and millinc (WtiAef i:M. WASTE RECOVERY Safe chemical recovery boiler operations (CAMSCII and CoyAendsili- si :1b-21. VTCtfMES >ur experience with the da* s Vrrpn*. Cltnn C. Disaster planning. iRiU-TT. IVrAuiat, Henry L. polaou control center*- WATER surruix*-- FRESH WATER WELLS Pratertion from radiation m uranium minins and miUiny iWtldef, f-M. Oenerni hufi\r ,>f .III Vfilumei WATER UTILITIES Prriraaj* that won Amerlcati Water Works Association awards sd'SI-Sf. WAXES Practical solutions to the door falls problem -AAodeas. to-VHt tVaavrr, O. S Safety attitude* fad- tint op fancy. 1B.I3- Webb, Arthur J Asaoctaiioe award. to-W-O, U'cbcfcr, Bantft P The tecletaUve problem of etate iawa and regulat.toa* for cotteye utety education SS:7M4 WELDING Hot work safety'Croteau/. 14:51-28 Safe practlcns i shops ryufej. 14:20. irrr/lMe, Robert J, Haulsye--Istra-ptaot traffic control. 4 7*!h Watfe, j, a, Piittln* act! Into aafety. 17:14-11. WOMEN IN INDUSTRY .safety for the distalT side in telephone com panies fLtntij. 30-A1-S3 You and 1 and all the others (HurtlS. is; IS-1* ONEX'S CONFERENCE. NSC Officers ad mastbers 1 *:Si3-M. IVeod, William S. Safe headline of additives in the petroleum industry. WOOD FRODUCTS INDUSTRY Safety quia (*uesttonj and aaawen on a va riety of subjtctsl litfrrer) as *.|a WOOD PRODUCTS SECTION Officers and committees. IMS fia. a# ae-i7 ileMioa* Woodvorfh- StUet Recent cheaaicai flrra and ^splosiona % U'cefrom, Lyir A. Pijwer plant aafety AO IS-$2. WORKMEN'S COMPENSATION tybeeier. Elmer P and others Health pratecthm is new psanufarturlnd fadliuea. ir:2S-37 ft'Aeeter. Ftrfiaea irccorderl. A r/sum* of th* ptMioes of the Safety Edu cation huperv1*if* Section. sa:lS3. U'Attr. EnaacE EOur experiesee with the do# aa an aid to ccapu# safety. EE 1CO-JQ3 The peyeholofy of motivation (historical per spective! iTfaahri. Safety in the Sixties (the effects of the in creased maximum compensation rate on the inte#Mty of labor) (Fieminft i:M A safety program helps reduce claims f8!omquittl, t:N. Why ? Sellin# safety at the local aseociation level -- ahowinjr that patience and hard work pay oe77cA/ 1t *7-WL WArfe. WtZKwm J iShlpbeard maintenance and material bandlls# aeetdenta M LS H'Aiffle, * Tbe.sfut.pietrvisor's raspoosibnity for safety. Wilde, Ralph bf. Protection from radiation in uranium jninln* and mlUlffle. ia-33-M U'illtamMit. D. L. What's happenin* to the transit safety di rector? 1T:3-Ss WRECKING INDUSTRY Construction In reverse gear iftatei l-| WRITERS AND WRITING Rut that Isn't what I meant! flhtrfmj. i*; Wyman, Franbr L, Winter shooting--a safe sport for the family. ST:l-SA tryman, Star* May (recorder) ftotne questions and comments tollowln* Mr Stewart s talk on safety education. #a:52- irifHanuon, Ed The Florida public support nary. 3S'4-tf. y WiftouffAbu. Robert L. Teacbin# pauen#*r accident prevention. IT: ITjader, Loafer Compound Interest by over-all superrlslos of school bus prasram--portfolio (or tafety. 1 T;J1-PJ. Winp, Robert A. ImplIcnClona of edueatlonal television for drirer education as t*-n 'VEI-LOW c.utr* l^roteetlon from radiation in uranium mining and millinc Ml'tlrfr), i:St-3b Voder, Dal* Stud}' cited on the three dimensions of the management theory r*girdle* employee productivity fCoffeet. 2A D. Voef, Chari** Paler Safety and physicnl fltneas. Sh:3t i'I'Ti? jVrtrt^Mu/ ii/Wv ( tiHqrrtt Recreations! safety--<s,.mptnB is fun (Bov ,'Itrivf* of ifintnm, Chicapu Area Council/. S:M Safety--Who need# It? ftfAarfcf. 1 W-Jl. 'Traffic safety if'oeterl. #:S4Traffle safety -- eouty-ride e-H highway campaign t&cftilltr and 3rAfnrpr>. VOI TH ACTIVITIES CONFERENCES < iflVr* and members, m2-3. '94 Yule, S. C. Safe prarrire* in shops at the Kerr-Addison <>id Mines, untnrio. Canada. l*;?0-22. Ittl'TH ACTIVITIES Home safety `tsM-rrurfi Home safety--Indiana FTA project rKetlen s n-m Recreational safety iSteieart). #:84- z Zsua, Cecil O. The Los Areties program for the develop ment of safety concepts and understandtnes, SS:llX-i33. Ziegler, H, Dovglu* Boating 1* growing up--a progress report. ST,`42-S3 Zirliaeffi. John p Nature and incidence of fcerviilum associ ated diseases, MUSI Zimmerman. 8, 8. Discussions teach safety SO <i> K. Zwcftr. gerry i.^Oor-tnanagemeat cooperation for safety at the plant level: management'! viewpoint, is: 14-11 NOTES NOTES PLAN HOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 51-31, 1KJ CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment 'The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the *63 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes in this 11962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here Is the list: Vol. No. Title 1 to 9 10 or Copies more Stock No. i General Sessions and Index to all Volumes $ .65 $ .55 02232--1 2 Aero-space; Air Transport........................................ .65 .55 02232--2 3 Automotive and Machine Shop; Power Press and Foxing .65 .55 02232--3 4 Cement, Quarry and Mineral Aggregates. .40 ,35 02232--4 5 Chemical and Fertilizer. . . . .65 .55 02232--S 6 Civic Leadership; Church, Home, Women, Youth, Farm. , .90 .80 022.32--4 7 Coal Mining.................., ...... ...... . . ... , . .65 .55 02232--7 8 Construction; Public Employee .65 .55 02232--S 9 Electrical Equipment. . . . .................... . .40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leather Products; Trades and Services. ... ,, . .65 .55 02232--SO II Glass and Ceramics; Rubber........... .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE). . .90 .30 022.32--12 13 Labor . 14 Marine .. .65 .55 02232--13 .65 .55 02232--14 15 Metals . 16 Mining ... . 17 Motor Transport; Transit. . .65 .55 02232--15 .65 JS5 022.32--16 .90 SO 022.32--17 18 Occupational Health Nursing. ,40 35 022.32--18 19 Petroleum -09 35 02232--19 20 Public Utilities............................. 21 Pulp and Paper; Printing end Publishing 22 Railroad .... ........................... 23 School and College................ 24 Traffic ........... . ... 25 Wood Products; and Textile 65 35 022.32--20 65 35 02232--21 40 35 02232--22 90 .80 022.32--23 M 35 02232--24 5 35 022.32--25 26 Early Morning Sessions--"Commumcatiee" 27 Public Safety .... . . . . . AS 35 022.32--26 #5 35 022.32--27 COMPLETE SETS {27 Volumes) X e ny quantity 022.12 All prices shown are subject to fl 10 per cent s'ncsur* Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AYE. CHICAGO 11, ILL. 19M56J03 0:2.32""! 1 9 6 2 Volume 2 National Safety Congress Transactions AEROSPACE and AIR TRANSPORT VS!ft'* Beginning the Golden Anrtiverwry Year oS the NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVfNUE n,CHICAGO IUINOI5 50th NATIONAL SAFETY CONGRESS Papers delivered in the AEROSPACE SECTION Missiles end Safety CONTENTS JOINT SESSION WITH CHEMICAL SECTION Development end Design of a Plant for Continuous Processing of Solid Rocket Propellant S, C. Donneily 3 A. S- Cohen 10 AIR TRANSPORT SECTION ground Safety South of the Border Jose Soneiti, Jr, 17 Officers of the Actospace Section 1962*63 Officers of the Air Transport Section 1962-63 20 22 Other Volumes in 1962 National Safety Congress Transactions Back Cover AEROSPACE SECTION MISSILES AND SAFETY By S, C, DONNELLY Assistant Works Manager, North Carolina Works, Western Electric Company, Inc., Burlington, N. C. Chairman Ned, Mto.ber- the Aerospace flection. La-lie* and i .wlrnni t believe I will **?v<r t<-t it t bring to you some of my *\t<T:rner* ;nd .<h*erv:itions as an a<Jmm*trK-r, It is in this ares that we ran he*t check the results of our safety training. for here we reap the benefit*, it the program i* lound. in reduced lot time, mcrcivl efficiency, bet ter morale, and other a-*cl* which re*ult from ,i well-rounded *uree**#ul saretv pro gram. This meeting of the various sections of the National Safety Council is an histone `me since it touches off the celebration of the jtolden anniversary sear The theme of this golden anniversary year--"What is past is prologue"---seems a ttrv lining one and emphasises the need n<r reappraisal, re affirmation. and redediearion--and a time for the most venous^inquiry we have ever made into what the Council can and must do to provide more effective leadership to the con fervanon of the nation's human and eco nomic resource*. During ihu anniversary sear, our time must be spent in probing the future rather than limiting it to t gforthca tion of our past achievements. Our swiftly moving technological society will make de mands .upon os greater than anything nc have encountered m the past. To my mind the safety problem and the safety program are simitar regardless of the product. The manufacture of a missile in volves the assembly of thousands of small parts and many of me safety problems in volved are in the <amc area of manufactur ing operations as for anv other product. True, there are some specific hazards which are more apparent m our imsstle program* than in some of our other manufacturing opemtmrta. On the ether hand, in tHU pro. gram certain of the types of accidents which wc run into rather frequently m the factory re not particularly problems in the field. T*. do justice to the time which vnu arc spending here loday, I am approaching my vubject in three pha*e* him. organizing for 'sfety--on any job: .eromi, sjMtcific atcty features ! missile program*; ami third, riff, the-tub safety traininu ! fed that the latter item i an mijortant one. `ince it obvtou-li t|*c*n t *! very much good to hutId up a pertuft rtvi.nl of ciieti on the job with every employee completely immune from accidents and then have them (till themselves off by the doren in traffic ac cidents and in the home Now as to organizing for safety. In my safety experience, it ha* been my good fortune to have been associated with an organization which has built up a truly outstanding safety record--I reier to the Greensboro, North Carolina shops of the Western Electric Company which ha* now passed more than ten years or 29 million hour* of exposure, without a disabling in jury. This a -levetncm exceed* every ex isting safety record in tire United State* ex cept one. This was accomplished by a group of people working together with a common purpose. There i* a le*o to be learned fron this experience, and l think it might be well if we give Mime thought to the Greensboro safety story which w.n* presented recently to a group of Western Electric -afety supervisors On April 8, 1952 this plant experienced it* fin? and ooly disabling injury. It has the tame operations, same machines. jam* chemi cal* and hazard* found m most electrical manufacturing plants. The essential differ ence seems to be tn the people, in their atti tudes and motives. They have shown sus tained, persistent, directed safety activity on a continuing day-after-day basis. tach accident, r matter how minor, is analyzed to tin< how best to prevent an injury from recurring. Supervisors work with their employees; engineering organiza- f'i'.J Jih'n.t* ' itrtv ( fmtirfrt itotu design vjtet> into the operations, and period>rall the Central Safety Council an alyze* th<* accident picture. We recrumized (kit people are the all-ini' j.rtam ingredient, coupled with their mo tive* nmi attitude*. SVe try hard to motivate {rofle to learn how to work lately. In the bi-monthly safety meetings conducted lor all employee*. we constantly stress two basic hitman needs til the need for security (physical as well as economic) and (2) the need for self-esteem. Tin'* Utter is nurtured by the opportunity to i< a part ot a croup, to express oneself, to gain recognition at an individual, and to Slave some voice m decisions affecting the wnpksvee's welfare. This is carried over into meetings conducted by supervisors. In short, we liiten to our employees, we casually talk to them about safety whenever we have ,\ti opportunity, we try hard to make each em ployee feel that he is participating aetivefy in the program. Men respond to pride. We instilled pride in working for the company through various means, pointing out to them the time proven methods of working safely which our com pany has pioneered. We showed them how we build safety devices into our missile sec tions to prevent accidents to military per sonnel who use them, and brought out how we had to build safety into every operation hi manufacture from the time the missile teetion was oh the drawing boards until we 'hipped St out to the using military force*. Their personal -witty was involved as well a* the safeti of the missile itself. People like recognition for their work, Wc send >afctv letters to our employees' homes on holidays, vacation time and Christ ina* commending them for their safety achievement* and expressing the wish that tlx same -<afe work habits be applied to their itome> and families, to the highway, and to vacation as well. The main motivating force behind our whole safety program is the first line super visor. He must develop live art of com municating, Controlling employee perform ance is accomplished not by direct order, c^xnmand, or threat, hut by persuasion, p* peal and leadership. Publicity of the safety efforts of our em ployees i< a mo;t important factor. We make it A practice to pick upon significant dates in the compilation of the record to laud the employee for what be has accomplished m working safely. We publicize congratulatory messages from the company and government officials. Posters are placed at entrances Articles In the company newspaper and local TV and news media are used. Repeatedly we stress to alt supervisors ami to the employees that our prime considera tion is the health and welfare of the em ployee and his family, and that the safety record, as such, is secondary. So you see that the Greensboro story i* the same story which is repeated in every manufacturing plant which has a successful safety program. These organizations Have discarded the misconception hdd by many people who have not Had much experience in this area, that any problem related to human behavior can be solved by prepara tion of a booklet or a set of posters or a film or a talk. Let me offer this fiat statement of opinion r Mo accident was ever prevented from hap pening by booklets, or by a set of posters, or by a film, or by a talk. I mean this in exactly the same way l mean it when I sav that a pitched baseball of tte!f, never made a heme run. Something else Itad to happen to produce the home run. \ man had to want that home run and lie had to rake action to get it by swinging a bat. The individual must want to have no accident, and want to so badly that he will, himself, lake the necessary adkm to assure a satis factory result We then behold a well-oriented, safetyminded. self-motivated man---and if we can g enough copies of him in circulation, our iiulividuai on-job and off-fob accident curves will bend down like the outward end of a fish hook. The secret of improving safety performance i* not merely to tell--that is, o repeat, repeat, repeat, but to sell--that is to reach inside a man, deep down where his emotions are and help him find his "playit-rafe" switch. He's rational--he'll tum that switch. It may be interesting to diverge a mo ment to see who gets hurt in industrial ac cidents. A study of recent experience in our company brought out several interesting as pects. Age has little apparent effect on accident 4 rustics. We find that the average age ot those suffering disabling injuries t? very close ro the avenue ase of nil employees- We have a relative percentage of diabtmg injuries m every age group, fc.xjwnence -how* that length of time on the job is n<x necessanlv a guarantee of timer accident potential, although there are certain <-ituanon* at nrw rrunutaclurmg lo cations where new employees who are deal ing with new product* and new* processes dtow a pronene*- toward accidents somewhat greater than in established location*. Simi larly occupation* which involve heavy ma terials and equipment which must he moved About requiring constant lifting, pulling, and constant body movement usually have heavier accident experience m the ra*e n\ new em ployees, Evome tiaurie Mem k* indicate that at rtiabhshed hwatiun* new people 4tw a tendency to almlc ern-rc ekoely by* the rule* And regulation*, but after they have familiar ized themselves with the job and job loca tion, they then become less conscious of these rides and take more chances, Lxposere on the job presents interesting companions, ts is logical to assume that a man operating a huge piece of machinery would have a greater frequency rate than one performing a wiring operation. How ever, the machine operator is more aware of the danger and takes necessary safety prevautians. The punch pre** operator realizes a finger or hand t easily lost, whereas a man performing a wiring operation thinks last if at all. about the wire end which could easily co*t him an eye. Where apparent danger lurk* we me care, and where danger ceases to be apjnrent. we are apt to become careless- The gw of these observations is that we must make safety on the job an actual job duty-- way of life, so to speak This brtngs up the subject of training-- nr lack *f it. There can be too little of it, which is bad. We demonstrate a lack of in terest. complacency, inefficiency, and poor management. Conversely, if we ''snow" a man under with safety training in the form f an energetic and over-eager supervisor, and ream* of literature and propaganda, a man tend* to immunize himself against the barrage. He nay even become resentful of safety and all it represents. We must there fore make hi* safely training an integral part at hi* job. Wc mu*t weave -ateiy in *o that it I. -omen a- much a part ot hi* jnb a* are his other job dune* It is a demonstrable fact that in tii ro at percent >f the accident* which happen, the ropnm-thihtv rest* with the empkivev it has been said tlut whether s product being manufactured i* mi*iie?> or toothpicks, the most important element m any safety program is a strong trainnnc program and the motivation of a good siey attitude m the people. To summarize at tin* point, a iGtnpfein.itlive and coordinated safety program ha* a* it* objectives to prevent ail injuries related to company employment and to motivate in all employes through vafetv education a personal safety consciousness that extends hevond company employment, ^urh a pro grant conforms with the best human saietv practice*, develop* effective new t-it'cty ideas, and keep* intormed and alert in adopting new procedures proven effective cl ewhere. It ptaces an equal measure of responsibility upon operating supervision and upon the stiff safety personnel to keep the program alive and an active And vital tartar in shop I'peratiom. I have discussed with yrai *ume of the Aspects of safety having to do with the fabrication of hardware in the manufacture and assembly of all those components that j> to make up a major mi$<ile weapons intern. But let me relate to you vet another phase of this business and lhe attending safety aspects which are of equal im portance. This leads' into the second phase of my talk, specific safety features of missile pro grams. Before any weapon's usefulness can he evaluated, its functional worth mutt have been proven tinder simulated condition* de signed to prove its worth in hostile action. Now for some weapons, this is not a difficult task; however, for a major missile weapons system, 1 assure you that the task is not a simple one. Because of the very nature of missile weapon*- testing, geographical dis persion on a global basis i required. The mass movement of men and equipment across continents and oceans into strange environments, certainly taxes the ingenuity of our most skilled safety experts. We know that it is rather difficult `tAttstieai'y to measure the psychological and phvsiologi- Artfium*! t 'Htircss ffal impact that strange environment* have jhi accident -lati-tie* However, tht* factor s- not n Ixr reckoned with iightlv. fstte reaction in the ultraviolet rn`t t>i an equatorial Min, o>r,d i-miton, poisonous inxect life n the tropical rones, the danger* of exposure to extremely li temperature, and a multitude of other experiences resulting tram unfamili.miy with new environments stretching front the Arctic to the tropics, requires a new' approach to our safety in doctrination program. We do not dare send nur people upon theft assignments without i he proper forewarning and advance mstruclions and training to prepare them ior the** new situations. What doe* my discourse into psychology ,md physiology mean when discussing safety m the missile program. Well, they have an clTect on the job, and are a part of the sta tistics, and a very vital part An accident attributable to these causes has lust as inuds impact on human suffering, or the cost of a missile, or the delay in schedule r.ii * critical test as does an accident caused by faulty safety devices, or human errors in the installation <r alteration of the equip ment. fust ,n the mailin'antire "i a highly com plex electronic weapons system must be me ticulously planned, <o must the deployment '.)jr human resources he planned, and every plan involving the effective use of human resources must contain all of the ingredients m> vital to the safety of human life. Remote ness of test areas from modern medical fa cilities creates an additional burden, for ade quate medical services must be provided to deal with emergencies. Because of this remoteness from normal base* of operation, we very often call upon skilled technician* and other technically trained personnel who spend a lot of their time traveling from job to job and who. therefore, arc not as deeply grounded in the t;iiety attitude as similar technician* and supervisors m most of our manufacturing -hops. They never quite get down to the detailed considerations oi safety factors as when they are in a permanent location where they are constantly exposed to good safety training by the excellent shop safety men on mr staffs. This type of individual tends to lake dunces, to find short cut*--he looks upon some of his operations as makeshift or inuckct operations and not worthy of the detailed attention that he would give to a long term safety program in the shop. This becomes a real problem <>n many of the con -miction jobs involved in the missile inifustrv. Mow at to some of the specific* direntv associated with the missile program beyond the manufacturing stage. Missile propellant fuel may be said to be of a nature requiring close safety surveillance, and true, it does require painstaking detail in storage and handling. There are some 115 specific and well defined safety requirements a* to hew operations will be performed in the held armament of a Zeus missile- This is iu<t to arm the missile and place it in a firing jh*>(ion on the pad. Needless to say. all of thr-e operations have to be closely monitored. Rigid surveillance of operations pertaining to safety command the <atnt priomv of im portance as da the validity of the procedure* themselves. In the area m explosives, particular at tention must be given to critical character istic* such a* the elimination of static elec tricity, friction from dust polluted air. friction from handling, malfunctioning of i-quipment, and toxic elfect Hut as has been stated in case of the ma chine opemtor, the hazards associated with Mich equipment and such operations are very -'Imous, and the safety regulations aspo liated therewith are usually very precise .nul very voluminous. These regulations spell out *tep by step, in great detail, every precau tion which must lie taken to safeguard the personnel and, of course, to protect ihr equipment and assure a successful program. first as in the countdown, each step is meticulously reviewed and checked many limes, SO are most of the operations which have to do with the handling at the more deadly sections of the missile. So it is not m these area* where our greatest safely problem occurs. As an example, In the bun dling, storage, transportation and eonditi'-oing of explosive items associated with mir f our missile programs, we have 30 separate -tandnrd operating procedures covering b0 images of instructions, each page relating from eight to ten steps which must be taken in certain areas of the actual missile assembly And bring. The principal safety problem in the held area goes back of the tiring line to the in f,u. rWi.-* stallation and operation nt the 'upport equip ment where the Operations are not to glam orous but where the possibilities of dis abling injuries are vrry prevalent though much less apparent. These possible 1 Lizards result from a long senr* of possible trouble areas resulting from the unique combination of sue, complexity, and electrical power which confront the personnel. The first and moq sermus problem deal* with radiation, and this presents one m the teal challenges to the safety engineer. There are equally venous safety problemin other areas. One or these is high voltage -bocks and bums. In ihe operation of a missile weapon* system, we require blither voltage* well beyond the normal exposure to which our personnel are subject The safety engineer has the greatest responsi bility to provide everv possible safeguard but as in the case of injuries tn the manu facturing area, accidents resulting from shocks and bums in o per cent oi tbe case* result from careless disregard of the safety precautions. Switches can be pad-tacked but someone must take the precaution to *ce that the safety feature* are observed after operation of the equipmoit is hut dawn. Disconnect switches may be installed but somewhere along the line someone i< re sponsible for seeing that the necessary steps are taken to put the safety equipment into operation. Transformer vault door* should ! kept locked, but it is a lot more conven ient to leave them open for easy access, thus increasing the accident hazards. M'*t of the foolproof equipment installed is dependent upon the proper exercise of caution by the personnel involved and here we are facet! with the human weakness of following the path of least resistance and taking unneces sary chance*. The danger of lire i a very rigmftcant *me. Transformer vaults contain thousands of gallons of flammable oiL Organic eketrkal Insulation bv the mile i* used through out the system. The safety engineer sets up elaborate fire precautions usually including alternate systems in the event of the failure nf the main system. In this area the auto matic fire extinguishing equipment usually is not subicct to much human emir. Out there is still a possibility of carelessness in the handling of flammable oil, smoking in unauthorized areas, rubbish blazes and simi lar unprogrammed emergencies. Suffocation btrrnnC'. pr>>em in il equipment. To j>or.rve me ttortd int<-cntv when equipment i* m mwratiMi, ' >h drv.ri must be kept Hosed. fhrc make practically a hermetic sent. In the event m * tire within such a room, available nvijm will be used up almost immediate^ l-pccd' evacuation of all personnel mint !t in im mediate necessity. An additional -iiiincitmt hazard consist* oi tl posvihlr m tUcriur release nf heavy inert gases. Certain tvpcs of equipment are hiled with toxic gases, There is a possibility that dm equipment may burst open. \Mule mrlt equipment u usually sealed on diirmR op eration, precaution must be taken it a fail ure occur* so that the room i not entered until proper checks have been made to- de termine that the air is non-tost.- The danger ot explosions t* minor imt -till not to be ignored. Some component* arc subject to pressures which under certain condition* present explosion hazard-. In all of these areas, our safety job is not complete when we have engineered and so -tailed ever*' conceivable automatic safety device. W> 'must perfect and implement a program for continuous maintenance and iurveiDance to guarantee that the safeguard* are effective and will d the tab which the' tire designed to do. Possibly the mt common industrial hazard in this area i* that ot falls. Because of the size and complexity of the equip ment, the installation and operation requires movement of personnel from one level to another, often working on moving platforms, inclined surfaces, ladder* and plaiinrm-. moving in and out of restricted area*, fun nel*. etc. For most of these hazard* rverv possible precaution is provided, but u i in tht* area that the human tendency to disre gard safety rule* takes it* greatest toll Even non-slip surfaces become slippery when oil is accidentally spilled. The antics of a human at the lop of a ladder are a wonder to be hold. The lack of care in transporting bulky equipment particularly in an area where size restrict* movement, causes a safety man to grow old before his time. A human hodv seems to be attracted to the area between a moving piece of equipment and a wall area. Fingers and toe* naturally gravitate toward spot where a box of equipment h about to be lowered. Cranes and hoist* and heads /%? Soiumal .'>atftv i -fn to have an affinity jor one another. There are the human problem* which no miount of safety engineering can overcome. The solution to rtic*e fan only be in * mo tivation of the employee to recognize that in fit* every art, s-nr"<t> must be one of his prime consideration*. The problem ot mov ing machinery i* ever with os. Many acci dent* happen became unauthorized presormei ifiemte huge piece* of equipment during re pair and maintenance operation* without properly checking to make sure that every thing is all clear iw other personnel who may be involved in >h* operation of that piece of equipment Following c!n<ely on the heel* of fall*, we have injuries caused by the improper lifting ,*f equipment am! by the faulty and careless use of tool*. These problems are amplified hi (he tact (hat many of the *pecial tools IcMvned for use with the equipment are new and unfamiliar and therefore the possibility injuries through careless use is eves more frequent than In the ca~< of standard tool*. These, then are some of the safety prob lems which, while not ail peculiar to field operations of a weapons system, are magni fied because of the usually remote nature of die operations. It is in these areas that the sitety program receives its greatest chal lenge, As in the ease of the manufacturing 11.nation the solution is not posters, signs, md slogans, but a program that will contint:? the personnel involved of the real hazards which exist, motivate them to think in>i act safely and to use every precaution when a special hazard presents itself. in our experience a* missile sites, we lave 1`een fortunate in avoiding the types of dis abling injuries which would appear to be most likely to occur. I do not believe that this has been all tuck but results In part tram a conscientious safety engineering ap proach to the more spectacular hazards which exist, We have been plagued with a number of the types of accidents with which we are alt familiar: falls, sprains, hernias, back injuries--the same types of injuries that appear regularly on all of your factory reports. This, ( believe, emphasizes the point which I have nude that most accidents are employee-induced rather than due to a lack of safety planning and that most accidents happen in those areas where hazards arc least apparent This brings me to tlie third phase ot my discussion today--uff-the-job safety training. I believe that this is particularly important in connection with the operation of our missile bases at outlying locations, since to these remote area* an injurs to an employee hai % more critical impact upon the indi vidual and upon the job. For the individual his problem is aggravated bevond that nor mally experienced because of the increased tensions created by isolation. The job sutlers because we seldom have the opportunity to pull tn prompt replacements < readily it w* would at the factory locations For both, distance takes its toll, and we must recog nize the greater responsibility to avoid offihe-/ob disabling injuries bv an effective training program. Distressing statistics are piling up over the great disparity between the off-the-job safety experience of our employee* and the im-lhe-job accident records. Nearly all of our companies have achieved outstanding safety records and are continually reducing the severity oi on-thejob accident*. But the off-the-job accident* continue to rise. Many of them have much greater severity than on-the-job accidents. Our experience is that our employees have II times more disabling accident* off-thc-jott than oa-tfte-job. If there are common sense and 'Medlars and cents" reasons for our great strides in improving on-the-job safety, the same reason* should apply to the Ices of an employee's services through an offthr-job accident. An employee absent for whatever reason can result in a Sot* in profits on his pro- (luaive effort, and may require revision of work plans and the training of * replacing worker, resulting in an overall decrease in efficient:)' on the job of substantial propor tion* It will pay us therefore to put as much effort in the prevention of off-the-job accidents, as those within our plants. In remote location* the problem of offthe-job training may be different than in cur established location*. In one place it may nnt be the problem of automobiles, it may be bicycles, or coral poison, or deep-wa fishing accidents; or another location nay involve the hazards of desert travel, rattle snake poisoning and even accidents resulting from unfamiliar mountain terrain. Whatever the local problem, it can be eliminated or reduced in complexity' by the same thorough X .Jrirtfiow Injiutrtfi approach wc use n our on-the-job safety programs, Finally, a* administrators, we must I* con cerned with the dollar* and cents area of our safety program. Our attention .md searching inspection need* to be focused on such questions as: 1. What i* the full cost of accident* to the company.5 2. Hat our cost experience followed the vame satisfying pattern as our rate improve ments? 3 And can we find the proper relation* l*riwem the com* of accidents and the cn*t* vt accident prevention? While most of our concern ha* to do with disabling injuries, we must remember dial the co*n of minor injuries, trom the stand point of volume and effect, substantially overshadow disabling injuries. Many accident costs are measurable; bene fit payments, outside medical costs, compcn'ation payments, lump sum settlements, out ride legal fee*, etc. There are many more unidentified or hid den costs a* a result of unused machinery investment, lost ume of other employee* discussing the accident, rescheduling of jobs, training replacements, and the cost of acci dent reporting and investigation. Our uues* >\ that the hidden cent* are 2H time- the measurable costs. The economic aspects of our safety effort* deserve much consideration. We most v** our best effort* to make these expend.lure* effective. Obviously we cannot take a coid-Moodeil dollars and cents view. It is our wav of life to' be deeply concerned about human n-aluea--loc* of life, loss of personal income, and incapacitating injuries. It is a human characteristic to want to avoid pain, anguish, and personal problems for ourselves and for those who took to us for leadership. But this merely re-enforce# the view that we should examine the costs to make sure that we get the most for our dollar. While the principal objective of a safety program is not to obtain safety record*, (lie reporting and investigation of accident* is obviously beneficial. Iti this field it might be well to consider a more widespread me *>f a technique which is coming into some prominence That is, the reclassification ot types of injuries which do not reach the disabling stage It ** possible that if we gave more attention to an analysis of *ome of our so-called minor injuries particularly those of a recurring nature, we could in the long run reduce the number of disabling accidents. A comprehensive reporting of <Mich injuries would be the first step in the direction of eliminating many of them. In our safety efforts an attitude of satis faction with past practices and accomplish ments, the tack of enthusiasm to seek out and find better ways of doing thing*, and the reluctance to make needed improvement* requiring change, all lead to mediocrity in performance. Certainly the theme of tht* golden Anniversary' tear, "What t* past t* prologue", points out that it is squarely our responsibility constantly to be taking a iresh new look at all of our safety practices and techniques to see if there isnt a different and better way to do our safety job. We can never be satisfied in the area of safety--there is always room for improve ment no matter low good a record. Always remember we are not dealing with mere mastics, we are dealing with human beings. This doe* not mean w-e should toss to the ftiur wind* all of the safety practice* and techniques we have developed over the tears. The best of these still have a place m the scheme of things. Much can still be achieved in the solution of present problems by intensive application of what we now know. It behooves us to remind all concerned (hat efficiency and safety go hand in hand. Let me congratulate the National Safely Congress on passing tins milestone of nervier to the nation, and may it* anniversary theme "what is past i* prologue," be thv incentive for *h* beginning of another half century of dedication to its splendid pur poses. DEVELOPMENT AND DESIGN OF A PLANT FOR CONTINUOUS PROCESSING OF SOLID ROCKET PROPELLANT By A. S. COHEN Manager, Design Department, Process Engineering, Aerojet'General Corporation Solid Pocket Plant, Sacramento, Calif. Uk- ,..Im ii` <<! t.irirs- v-M m *`ket motor* -niroducird :* wn>t pM.l.trm t th* propellant mdu-try--mat m preparing large at j-rti|*ell;.m t a rrinM^ent imth quality, fired with Hi* )>r*>Mem .i tmiMuig more and'or larjier lai-.it .tat*.>tK which had (lie disadvantage of 'imultaneuusJy processing tare* quantities <> hazardous mar rials, or developing a rnnminoui jm<e*smg facility, .erojet-fWneral Corporation chose the latter. The evaluation of equipment, development .i the price**. pilot plant evaluation, and design and construction of the Free World's first continuous propellant processing facility are described- rite advantage* id tin* approach are disvt*fd, particularly confident product qual ity and the satetv of the process. The vuccesMul completion of the devel opment program and the short schedule for the construction of a production facility would have been imp-jsrible without the in terest, encouragement, and support of two groups: first, ihe Special Project* Office, liureau of Naval Weapons, U, S. Navy; and second, within the company. Mr. I, W, Keating. Manager of Solid Rocket Manu facturing Division, Dr. K. Klager, Senior Manager of Solid Rocket Development, and Dr, W, R. Kirchner, Polaris Program Di rector. The author also acknowledges tlte con tribution made bv all associates ui the Proc ess Engineering Department. Their dedicated effort to this program has provided the inspiration necessary for exceptional accom plishment, A solid rocket momr contains fuel and oxidizer in a ratio designed to develop maxi mum performance. Small quantities of other ingredients are incorporated to help provide the special physical and ballistic properties required (<>r the particular mission the motor has been d**ijttiei| tu accuroplisli. This cominnaiion lui* at) the makings of an explosive. l*#r ptirpni-e* t-i r<.injKifi*fin, >t would take the mmptiwdvr c-.ntamed m 3$ to 40 rille bullet i> tu make .1 f-und of propellant-- whereas a large rocket motor may contain ihuu-attri- ui pound* of propellant. t. lasqcaUy, etpkisitcs Live been mixed m smalt hatches, at- 'mail a* 60 pounds per batch. Solid rocket propellant can also be mixed in small batches. Assume missile ha* 12.000 pounds of propellant. Titus, 200 hatches at 60 pounds each would be required. The halch-to-bateh variation, despite tlie moM stringent control methods, would pre vent obtaining a Consistent high quality Market motor. Therefore, larger hatching equipment came into utc. One thousand. .000 pound, and in a few cases 4,000 pound hatch equipment was used. Consideration his been given to 5,000 and 10,000 pound batch mixer*. The solution of providing large quantities of propellant through the uye of large hatch mixer* ha* an obvious disadvan tage--larger explosion*. A normal artillery shell with a range in miles i* composed of 10 to 20 per cent propellant, A 2,000 pound batch of propellant could, under the proper condition*, propel its mixer, or a portion of it a considerable distance. Fifty to 60 per cent of the World War 11 bomb was it* explosive. Inadvertent preignitton of a 5,000 to 10,000 pound hatch -hiring its mixing cycle would hare an effect that could pale a "blockbuster" by rcenpan- son. The mixing cycle has long been rec-jgmted by the industry as the most critical proc essing stage of producing castable composite propellants from the standpoint of approachtng expiosibility. Therefore the smaller the quantity within any mixing equipment, the lower the potential foe expfossen. Ccnctcrremijr. the ana of damage would be greatly reduced and consequent hazard of jwr> tu personnel is also substantially reduced As the requirement* iaermsed for longer -ttw/um /ndHjfnrr range in our missile defense family and heavier payloads for our exploratory space vehicles, the demand for large quantities of propellant of lugh qualiiv became mandatory. Aerojet foresaw these requirements over 14 je*r* ago when they initialed the fir*t -luiltex on continuously processed propellant. 4,t that time the available chemical process equipment was not capable of meeting the exacting quality and safety requirements of the propellant industry'. Several additional -tudies were conducted during the next dec ade--some reached the pilot plant stage. In every ol$c the program was temporarily iialted when it was proven that the process equipment would not meet the exacting requirements. FinaJly, in 1957, equipment at vendor*' plants was investigated using inert propellant -.militants. These tests indicated that im provements in weighing, metering, mixing, and control systems had progressed suffi ciently to warrant that serious consideration he given so developing a continuous pro pellant processing facility. Renewed efforts at Aerojet-General continued to reveal the numerous advantages of the continuous proce-- and finally in early 1958 the U. S. Navy awarded Aerojet a contract for a 40-week development program to prove the feasibility of applying this concept to the Polans program. The propellant toward which the proces* hj directed is of the castable composite tv|< which consists of an oxidizer and small quantities of other solid and liquid additives in a fuel binder. A castable composite-type propellant 1* tme that is sufficiently fluid, after all in gredients are mixed, to allow casting directly into the rocket motor chamber. Final poly merization occurs in the motor chamber. The ComtiHuouj Procest Concept: The process proposed began with the careful metering of ittree feed streams into ihe miser. Ml Die oxidizer which is a solid; (2) The premixed fuel consisting of a -lurry of the mam fuel ingredient contain ing carefully weighed portion* of the solid and liquid additives necessary 10 produce the required physical and ballistic properties; fj) The final fuel, or (he polymerization agent. These streams arc fed mtu the mixer at a controlled rate and. after mixing, are <licharged from the mixer into h degassing unit which removes entrapped air or other gases prior to delivers for the casting operatton. The Development Priufrum; The first phase of the development program was to determine the level of precision needed to meet the quality requirement* of the pro pellant formulation to be processed. Next, an evaluation program was initialed which followed a uniform procedure designed U- culminate in a pilot plant at Aerojet's Sacra mento facility. This program would prove the process prior to start on a lull wale plant. , The evaluation program ioltowed this pro cedure; 1, An extensive literature survey was con ducted. 2, Vendors were interviewed; those con sidered to have suitable equipment were re quested to submit proposal* which would meet Aerojet specifications. 1. The preliminary proposals submitted hv the vendors were analyzed for availabiliii. costs, conformance to process requirement*, and adaptability to safe operation. 4, A qualification test program wx* ar ranged M the vendor's facility or at AerojetGeneral for promising equipment j. Initial equipment selection was made on the basis of the qualification program results, material* and methods nf construc tion, operating features con*itent with standards of safety, and eost. (i Finally, a comprehensive in-plant lett ing schedule using experiments designed for specific equipment evaluation was performed to enable the final selection of each item of equipment based on reliability, aceiiracv. and safety. Once the program had been outlined, im plementation became a matter of intensive effort. Titer* was and could be no short cut. The process depended upon obtaining the best available equipment for the task to be performed. For tlie purpose of equipment evaluation, the process was divided into task areas. Per sonnel were assigned to each task area for complete evaluation. 11 !t>62 National Safety Congress 'Htre task* are** were; 1, Baldi wcighmetrrs--for handling all of the propellant materials which make up the premise fuel, These materials required equipment with a wide range of weighing vajiawit.) and a high ncrtinirv far liquid and -olid metering. .2 Continuous weighmeters--The quality <n' the final product i* dependent upon the -iccuraey and reproducibility with which the oxidizer, premix tucl. and final fuel feed streams are fed into the mixer. i. Metering pumps--These were to he investigated as possible inexpensive substilutes tor die expensive weighroetcr* and for evaluation .is transfer pump* tor pure liquid* and the premix fuel slurry. 4 Continuous mixers---Although previous development work ai Aerojet had indicated that commercial equipment wa* available for cuminuous mixing of propellant, further de velopment work w* directed toward con firming past results, taking into consideration new propellant formulations, Some o the features determined in the>e evaluations ineluded: Twelve companies offered hitch weighmeters deemed wonhv of further investiga tion. At the conclusion of an extensive qualification test program at the vendor*' plants, four were selected for further test ing at Aerojet. Of the four, only two were able to supply a complete ss*siem within the stated time schedule. After intensive in-plant testing at Aerojet the two weighmeter* proved to be *o nearly equal in the factors used for evaluation that final selection for the plant was based upon the low- bidder. Six continuous mixers were tested at the vendor* plant rr at Aerojet. Selection of the mixer was based upon these parameter*; I Mixing efficiency. ? Feed rate. ,5. Mixer pecd. 4. Hold up. x Ability to meet the stringent safety requirement tor handling propellant ingredt- One mixer proved to be significantly su perior in mixing efficiency to all others and was selected for the full scale plant. .1. Range of teed rates, Analytical iminnoentaucm proved to be h. Mixer speed one of the most difficult process area* to c, Material retention in the mixing clum ber, .Material retention i* sometimes called "hold up" and refers to the weight of mate rial present in the mixer during constant How conditions. solve. Although instrumentation wa* gen erally available., little r>f it met the stringent '.viety requirements of the propellant indu<- rv and none had been designed specifically for the propellant industry. A program in p, Propellant pumping and deaeration-- This investigation was primarily concerned with the pumping ami removal of entrained gases iront a more reactive formulation than had ever before !>cen pumped and accomplishing it m a manner which would minimize or eliminate probability of ind* which Aerojet and the vendor engineer* cooperated wholeheartedly was initiated to de*ign and develop the specific analytical instrumentation needed This program wa* successfully completed in time for incorpo ration in the later pilot plant studies and tlie final plant. <iini, Pilot Plant Studies: After all equipment h, Prove** rotund ami instrumentation-- wa* evaluated, a pilot plant containing meter I hiring the initial studies of the continuous ing equipment for the three feed streams mixing concept, it became apparent that the was assemble*) at the Proves* Engineering qiialnv assurance measure* which wete ade Laboratory at Aerojet, Sacramento. The quate for the common batch-type mixing pilot plant ai*o included a continuous mixer, "iteration were not applicable to tlie con- a deaerator, and the analytical instrumenta imntui* process, Thus, if the heart of the tion as they became available. This remote ioniinuou mixing process was the propellant 'ontrolled. continuous mixing pilot plant wa* mixer, its *->tl would l*c the analytical placed into operation, making live propellant, control instrumentation. in November 1938, The trutKtuitide of tlie evaluation program cun best fie explained bv citing some ex ample. Simultaneously with the pilot plant studies the design criteria for the full scale plant wa* initiated. The initial process proposed. 22 irumnn Industries with minor improvements, wa* retained and levelopeii A maximum amount of ilata wa* collected ihirmg the system runs in the pilot plant, l.'p to 70 channel* of information were made available to i*m m the analysis of the equipment operation. The data accumulated from component testing wa* utilized in for mulating the pilot plant continuous mix -ystem. Each pilot plant run tn the system contributed needed information for tlie de ign of the full scale plant. These pilot plant run* were designed to define process variable*, verify design concepts, and pro vide information in areas that were new to process experience. Gradually the process became fixed, but not yet frozen. Design Considerations for the hull Seale Plant: The plant could be designed to pro duce at a rate which would optimize the feeding, metering, and mixing systems, Tlie process wa* made flexible bv design tn handle changes in formulation which could occur. The process would provide for the receipt of ingredients in bulk ami produce an end prodite* capable of being cast di rectly into For simplification of design the total process was divided into four main systems; 1. Fuel premix preparation system. 2, Final fuel and fuel premix metering rvstem. i. Oxidizer metering and feeding system. 4 Final mixing area. tnofar a< possible the four systems were maintained a* separate entities allowing any rwhvukai svstems to be changed radically without materially affecting the overall proc ess A* the process became sufficiently fixed. deration was given to individual equip ment specifications and equipment layout. It was decided to let the process layout hape the building rather than force the pcocc-s mtt> a standard building. The facility was designed to afford maxi mum isolation of the oxidizer area and the fuel area and both from the mixer area. The process material How would be from the building extremities to the central mix ing area. While the equipment layout and specifica tion* were being prepared, a three-dimen* uma! model was being built to provide lletter understanding of the final plant. No operating equipment would be in line wnh the ends of the mixer* and the Mile- would be protected bv reinforced concrete blast walls. These blast wall* would alto be used to isolate other extra hazard area*. Fire walls would be med u. i.late the area* containing possible tire hazard* The mu-tde walls in all rases would lie trangtMc and designed to Wow -ut m Uie went of An accidental ignition of propellant or one or inore of the propellant ingredients H1at forces would dissipate quicklv without sen"ii* consequence to other proce*- Motions. The in-line design prnvidvd fur acres*, Iw a crane through ihe roof or through the -ide walls, to any jiart "t tlie building. Raw materials could be brought mt*. the building without disturbing other operati<eit environ ment*! control would l*e simphncd Hv group ing tiie individual operation*. >er\icc hall* were eliminated ami (wrwmiul e*cnjK wa- -implified by providing easy access tn the outside front anv point m iIh* building. Building volume for letiqwrature and humid ity oenrol would he kej*t to a ntimmum. No windows were provided or required Sevan** l-r-nnel occupancy w-ouid lw at a minimum. Hie budding wn* diun*d with -penal mpha-i* 'ft the po.ee--, thereby minimizing -'oRvevmg problem* and pre-em--j *b< imrrul ib-w of the pn<r*` 'Pie taolu* nvit wor-- ,n-` building equipment le*in wa* f<rt*-m-,rq by Aero;et AKTKOJC )int-ion aid tug prnce-* Irazn hv Aerojet - i'rrs-v-- bngineenng IVjMCiment. Included in dig prove** <ie*ign were process npupment. qmnai n-ilms, an-l in*rumentation. The nnal process provided fv-r the -olid rut liquid ingredient*. which make up the furl premie -lurry, t It vutomati.nllv weighed mto a mixing vr*el The pretniv latch wa* izcd to provide a 4-h.>ur supplv to the final mixer After the fuel -lurry t* mixed and qualifieit, ii i* traii-terred the -urge tank. By design, ihe system wa* *e (uenced in allow adjustment, and in rare raw* scrapping and starting a new hatch without interfering with the supply to the mixer. The weigh ranges of ihe latch weighing ami metering feeders were Kited on the maximum probable weight for each com ponent. The range of equqiment capacity wii* ifesicned in take into consideration (vo* Satwnai -itttrly Ir-uMiO* Indneln. i mu,ler r;im!i- than indicated by <he tormuUw. ;Mtb*tmiiti<ii m ingredient* would not require equipment iltattge unlci* Uie physical properties oi the new ingredient* precluded use or the same etfuipmetu. The volume of the <olidi supply hopper* ,md the liquids mpply tanks used in the batch metering device* was based on ap proximately A) hour* capacity. In all cases 25 per cent excess capacity was provided. Wherever practical, minor exceptions were made to tite above basis to afford duplies- two ot vessel size*. wws hemg worked cut an incident utiurrrd winch caused u* to review all m the work which h.td been done to date Pihrt Plant Itrt and frftosion: On 10 \pril 1939 as a test run with live propellant was being completed m the pilot plant an explosion occurred in the mixer followed hi a fire and a second explosion :n the deaerator. Almost 20,000 pounds of live propellant had been successfully processed in the pilot plant prior to this incident. Personnel were operating the pilot plant from a remote 'ated, were included ut the final de-igit. When it became necessary to freeze the design package for schedule purposes, the continuing pilot plant experience wa re*amed for later information used in refine ment of the production facility after con struction. By the time final design was "frozen.'* knowledge of the process tiad readied tlie point where the teaming experience w-as mainly operation and maintenance. The final plant is very similar to that described earlier. lie process itself *m essentially a 1 svstem connected by pipe and tubing Wett ing with Use Explosive Ordnance Divti*m of the Aerojet-Downey facility, a damacr control system was developed to reduce !hi (me remaining connection to a minimum fuuarri. This damage control system wa* designed to detect (lie origin of n propcll.uit fire and to actuate mechanism- mr isolating and controlling the fire near the poim of origin. Considerable Wiling was conducted bv tlw Explosive Ordnance Division m measure the flame propagation rates on un> The final tuel, which yields volatile toxic reinforced concrete control room adjacent . apors, was stored and fed from a room to the pilot plant. Because they remained In Using out the final plant, primary con sideration was given to the hazard* involved cured propellant anil the quenching abthlv ui vanous deluge and fog systems. The completely isolated t'rom all other areas. m the control room until the automatic del m processing the extremely sensitive mate final damage control system consisted of Because m the Urge quantity* of oxidizer u^ctl m the process, the storage capacity* provided within the building was limited to hitrc capacity. The bulk of the oxidizer delivered to a transfer area separated from the mam building by a revetment and uppiied t<. the surge hopper in the process budding t>* required. The three teed streams to the mixer: pretmx fuel, final fuel, and oxidizer, were con tinuously fed to the mixer from adjacent (xjt isolated (from each other) sections of the process building. The mixing ot the propellant ingredients done m a Iwriatmtal rotor-type mixer with a variable speed dnve. The mixing Migration produce* heal both front the me chanical energy expended and from the re action Because it is desirable to maintain the discharging propellant mass at a specific temperature, the mixer housing was jacketed and the rnt*r chad provided with z baffled channel to fitiord this temperature control. Temperaiure-eomrottcr water wm weed tor heat removal or addition as required. Protcllant hold tip itt the mixer was approxijn,ilf|y 35 pounds. The propellant was <hi- uge system had extinguished the fire, no intones so personnel occurred. An investigation to determine the cau>e was initialed The area was scrutinized and all damaged equipment was carefully ex amined. After the investigation was com pleted and jhe possible contributing cause* were determined, the design for the full scale plant design was reviewed and indi cated changes made which would increase the safety and reliability of the plane. The building and equipment layout changes were incorporated into the three-dimensional mode! to permit more comprehensive assess ment of `-e effect of these change* on the productk,.. plant. An important conclusion derived from this incident was that the continuous process was inherently safer than the batch process and that the extent of damage was considerably less than if the incident had occurred ta a latch station. The extent of the damage to the piloc plant wm vpairud at a cu of SI4.800 ud all repairs had been made m two weeks. A similar incident in a batch mix station had completely destroyed the station. The batch rials used in propellant tormulatinn*, These hazardous conditions are created by friction, impact, sparks, or sources of local hot spots capable of igniting these materials, it was recognized that where operations utilizing mechanical equipment were performed, the probability of a hazardous situation being created were greater than in the normal pipe flow of propellant. The equipment drawings were carefully scrutinized to in sure that there was not even the remotest possibility of metal-to-metal contact between moving part* in the presence of ingredients or propellant. Electrical equipment m process areas was kept to a minimum and where absolutely necessary was of the proper ex plosion-proof NEC classification. The points of greatest hazard were physi cally separated from each other by rein forced concrete blast walls and insofar as possible individual items of equipment were isolated to prevent the propagation of an inadvertent incident in one piece of equip ment from setting up a reaction tn another Th entire pisu area A3* separated from the rot n the complex by earth barricades. lour haitc components: .v. The actuation si stem which defect* fire and actuate* the rest of the system. b. Deluge valve* which inject water into the propellant line. c. Relief valves which open 10 permit propellant discharge from the line and at the same time flood the discharging propellant with water, d Gate valves which provide harriers to stop progression of propellant fire within the pipes and tubes. The damage control valves were actuated with squibs of mild detonating fuses. Ex tensive testing was performed tn prove that the propellant was insensitive to the magni tude of fhok created by the blast from the fuse. The actuation system is initiated by thermoswitches located at strategic location* and when actuated complete the firing cir cuit between the battery power supply and the valve* in that system. Each of the components menumed above wnbtn* To form * damace control niirm which isolates a fire, relieves the pipe line, and quenches the propellant. These system.* `larged tnv. . surge tank, maintained at a station replacement costs were approximately Care was taken to avoid providing en were placed between each point of probable bn* level h> weight controlling toad cells, $509,000 and replacement time, on an accel closed cubicles which would contain blast hazard A total of 16 such system* were Iami fetl )nt<* the deaerator. Propellant hold erated schedule, was 120 days. The magru- forces. Walls and ceilings not directly in included in the final plant design. up in the dcaeratur was approximately 25 tude of the difference is even more striidn* Ime between two pieces of process equip Acth'ethm of the Plant: \fter construc JHilUXl*, because the production rate of the pilot plant ment were made frangible so that an ex tion was completed, the final refinements de After deaeration the propellant was passed through the analytical instrumentation. This instrumentation provided continuous moni toring of the propellant density, viscosity, and ecmj-C'Mtbn with respect to oxidizer, at the time of the incident was atmoM eqtal tn that of three batch stations, each equipped with 2,000 pound batch mixer*. The final Plant: Final design proceeded simultaneously with the continued, pilot pfanl plosive incident would result in rapid dis sipation of the blast forces in directions winch would minimize the possibility of ex panding the damage to process equipment not involved in the initial Incident. veloped from experience gained in the con tinued pilot plant program were included in the plant and activation was begun. Prior to introduction of any process in gredient each piece of equipment was in fuel, and polymerization agent. development program. Mew development* Despite all of these precautions, there spected and pre-run individually to insure IJitring the period that the tieiaded design were carefully1 weighed and, where indi- existed a real connection of hazardous mate that they were fabricated, constructed, in rials between all process equipment in that stalled, made operable, arid would function 14 Nt>> National .WWr t m//rur it, .Krnrilaitrc with the established spectfieakmi* :im! drawmgs. All electrical equipment chct'krd ior wring, alignment, rotation, iitui Mii'eiy .Ml moving equipment was checked for alignment, rotation, and safety, including dcumnces, tightness, lubrication. -i.-Uv cmitrofs alarm*, and identification. Alter the equipment check each sub system ami finally the entire process was checked t`..r mechanical iunrtmmtijf -itul proper le- iiticiinng, (,'pon completion ui the mechanical activa tion, process activation was initiated. There can be no doubt that the attention to detail luring the development, design, construction. ,imt activation periods paid off in the relaluelv rapid munition to the on-stream con dition. During (he process activation prot>cllant was produced, cast into motors, and -nccessfully tired in static and flight tests. Die activation period served another pur(mm m that it provided the period necessary to finalue safety regulations, operational instruction*, maintenance instructions, and in jMrucutar, to tram the personnel who would tqientie the piant on a production basis. .ia/efy Connrfrrefiow: Projects oi this magnitude do not just happen- People make them happen, and make ihem succeed. Al though a enmparattveh tew engineer* and technician* were riirectiv concerned with the project, many more were involved. To cue the many people who were con sulted for advice in their areas of experi ence would commute ; formidable list. However, Hnre >u are prtmanly safetyminded, let me iut mention bow the Aernjet-G-nerai Solid Rocket Plant Safety Di vision assisted in the project. In every phase, safety personnel were consulted. Safety engineers reviewed every drawing, procedure, anti instructions manual. In addition, safety engineers regularly in spected the plant and pilot (riant while under construction, during activation, and produc tion The suggestions which they made contributed immeasurably to the successful completion of the (riant. W* in the propellant industry are well aware of the necessity for observing sale practices We also know* that safety begins not in the plant, but on the drafting board. Our safety engineers know the extra haz ards of the propellant industry- Our design engineers know tliat one oversight can de stroy a multi-million dollar effort. By work ing together we attempt to make every process, evesy piece of equipment, and every facility safe and fool-proof---and the second one of its type will be safer and more tool* proof, This is the only philosophy tor design that can be u*ed in the propellant industry*. This philosophy has been verified by the successful performance of Aerojet's continu ous propellant processing plant Well over two years have elapsed since the facility has been activated. Total production can he measured in millions of pounds without in cident during production. 10 AIR TRANSPORT SECTION GROUND SAFETY SOUTH OF THE BORDER By JOSE BONETTI, JR, Manager, Aircraft Services, American Airlines d Mexico Mexico, D.F., Mexico It t* alway* 1.1 iniereu t. know what i* i*Wig done about vurti m other e<wintrt<*. especially in thru* that arc "next drnr" neie+ibor*. In tin* ca*e, I m reiernntr u> my country, Mexico. Amcticjn Airline* M.artrd service to Mexico nn Sept ft. 1642, iuvt over 20 years ago. The first flights were with 21 passenger DC-J's from DallaGFort Worth and from Los Angeles by way of Et Pao to Monterres and Mexico Cttv. Before the V-S. C A.B. would autnonie the operation \A had to build airports at Monterrey. Ciudad Victoria, Tamum and Aciopan, Each field had facilities for communication*, radio ruwisatinn meteorology and fueling, as well a* it* own power plant, water supply and sanitary facilities. Mexico ha* at present a radio navication *ytem that rxtrnd* throughout the country' and i* controlled tr.* the Civil .Aeronautic* Department of the Mexican Government through Radio Aeronautic* Mexican*, 5. A. with mtaltation such as TVOR'* (terminal virion otfini range) in Mexico, famptco and Vera Cm* and. in the very near future, in Guadalajara. There is life a VOR (visual cnni range) in Paehuea that is used for all air routes m and out of Mexico. fn addition. J6 airports have directwna! radio range station* and eight have nondirectional radio beacons. All the*c radio Kids have their own auxiliary power plants for better dependability and use in all kinds of weather. Weather reports are transmitted hy radio every hour around the clock from Mexico to Miami. Miami distributes all this information to the different meteorology centers in the U.S- area. This information covers the whole of Mexico, in turn, Miami radio transmits to Mexico through RAMSA the same information concerning the U.S. As you can see, &<> these ground aids contribute to the safety of the air trans portation, both commercial and private. There ha/e b*n no fatalities to any foreign tivfirncr -me* tiny -r.irtcd operatin'- in ,ind **tt ni Mexico. Thi* include* curriers from the I .S., Europe, South and Central AnierivM, Canada and Cuba. Thi*. you will agree i* ;,n outstanding safety record tor the for eign compnme* operating in Mexico *'>n the other hand, the ratio of fatilities tor the Mexican carriers is one of the tow*t it* the world. There are Hi civil airport* in Mexico with runway* varying from 4 H30 to 11,000 feel tong. There are also 642 `retail airports los-aied in very small town*, farms, oil well centers, and similar places. Ml these .air ports are controlled ami <tii<rved by in spectors from the Mexican Civil Aeronautic* Department. First class airports like Mex ico. Monterrey, Guadalajara and others hav* a Mexican Government technical repreentative acting as airport "Commandant." His official quarters arr located at the air port, so he can personally attend all matters pertaining to hts autiionty. In c*e of any accident within his junwhetton. he becomes the leader of ti * searching salvage group. In addition to the Commandant at each first class airport, there are Government Inspec tors covering the whole of Mexico divided into zones. Their principal duty is to check that all Government regulations are com plied with, especially those affecting safety. They are also responsible for investigating and reporting any accidents that might occur within their assigned tone, As I mentioned earlier, American Airline* operated several airports solely as auxiliary fields and communication* facilities. Todav all of our service is with Boeing 720B Astrojets and these fields are no longer nec essary. They did prove useful several time* with piston aircraft. For example, the year after are started operation, a DC-3 made an emergency landing at Actopan, about 60 miles north of Mexico City, with a feathered engine On another occasion a DC-6 had an 17 Mil? Xnti.nt .i hi flichl igine emergency and landed safely >' Tumuui. Tliree i J-C-3's once Isimlcd at Ciuii.nl Vic toria liecausc 01 bad weather at Monterrey The aircraft wound up stuck in the mud. hut undamaged; no one was injured. The airport is about 12 miles from the city with dm paved roads. We had to take the pas sengers m to the city in a truck and send them to Monterrey m cabs. After three lav* of rain, when the muddy runways dried iKit, the aircraft were flown to Monterrey and hack to the States. I remember in Monterrey back in 1954, on a very warm night in June, a USAF air plane with eight young people aboard was living southbound with a partially overcast Cy inward* a very high mountain located ki the outh side of the city. They only had enough tuel for 15 minutes flying time. The rrew were lost and they were using the tlv lights as a guide, thinking that this w fluid lead them to an airport for landing. St that moment the pilot saw the light of the Ixrncon of the Monterrey airport and he thought tt was an emergency airport. Guided hy the beacon he found the airport and made a pertect landing. Crew reported that they only had enough fuel for seven minutes fly ing time. These crew members were given .ill possible assistance bv American Airlines* vruund personnel at the airport. I believe ihpv were very lucky to be able to tell this irfventure to their families and friends; I jites* they will never forget the name of ii>at airport at Monterrev for the rest of heir lives. The Mexican Federal Labor Authority by mtfstmrtiaral law' require* that all center* f more titan 20 workers have labor and management safety representative*. They ;do demand that monthly safety meetings l held with these representatives and some 'mployee* to discuss improvement of work ><ndilion* procedures, equipment, tools and installations, m order to prevent personnel Occidents. Reports of these meetings are for warded to Government Labor Offices and .rudvzcd. Action is taken as the ease re quires; it is demanded by law that approved recommendations and suggestions in the re port for the prevention of personnel acci dents be complied with. That includes proper equipment, tools, procedures, lighting. The Government Labor Office also sends an inspector at least once a year, to visit i-ach work place. Advance notice it yi'cit <tf this tn$|<ction visit with a request that .it lta*r one of the labor and management representatives be present An inspection is made by the representatives and the Govern ment inspector who make notes of hazards round. After the inspection the irregularities noted arc discussed; the inspector, using his own judgment, makes appropriate recom mendation* and sets a time for the company to correct the irregularities found. The cor rections must be completed before the dead line and the inspector must approve them. In case the company does not comply with the inspector's recommendations, it may be fined, but tt still has to implement the cor rections. We in American Airlines de Mexico, be sides fulfilling the requirements of the Mex ican Labor Law Office, comply with the safety measures outlined in oar regulations and the ones issued by our safety odwe m N'ew York. We hold monthly meeting* in which management and non-management personnel of the different activities of the Nation participate, as welt as the workers' representatives. In the meetings, sre ducts* verent accidents that occurred in some other nations of the system. The employees ex plain those items that they believe are haz ard* in their day-to-day work. We also designate a safety inspector team that goes over ah the installations, buildings, suad equipment property of AA, tookang for any iiazatd items that need correction. Minute* of these meeting* and inspections are prepared and distributed among all offices at the airport; a copy is also sent to our safety office in New York, so that thev can give us suggestions or recommenda tions if necessary. All bulletins, posters, or letters regarding safety that we receive from our General Office are translated into Span ish so that all our employe** understand them. These translations are distributed to each supervisor who places them on hi* bulletin board. We have in our hangar a special bulletin board, approximately 36x46 inehes. exclusively for safety material. Speaking of posters, a corporation m Mexico has just started pruning safety posters in Spanish. We have ordeied enough of them for our use. Whenever wc receive a report of an acci dent occurring at some other station, we not only translate the report, but gather our IK ! .It lullJit /naiuirv* employees on each shift and explain the contents of the bulletin to them-"that is, hmv and why the accident happened. Also if necessary, we set up a demonstration. For example, there was an strident in one of the system's stations to a cargo handler using a baggage hoist to tike a baggage pod out of a Boeing atrerait. The pod, with approximately SCO pounds nf baggage fell on the employee, injuring his head, in vestigation of this accident revealed that the safety pin that prevents the baggage pod heing removed from the plane if the heist it not m position, was broken or out of place. \t soon as we received this Accident Re tort, we had it translated and went through it with all the Fleet Service employees show-, mg them how the accident happened. We pouucd out the pin that had been the cause, so that they* would always be cautious and check to see that this particular pin was in good condition. I think this has helped us a lot. for today American Airlines de Mexico has completed 890.000 working man hours with no disabling employee injuries -awe the last one. reported at Ciudad Vic toria, on January 26, 1%), Achieving this level of safety has not ln easy. During the last 20 years we have had the usual run of ground accidents, some minor, a lew that were serious, and ooe ihat was fatal. At Monterrey it is neces`arv to drive several miles to an airport Miing for fueL oil and alt supplies. On on* occasion, a truck loaded with oil barrels ran off the road into a ditch. A man riding top of the barrets was crushed and killed With all of the special hazards around air ports, working on wings near moving props and rack tilings it is food for thought that an accident can happen anywhere. At first many of the technician* and su pervisory personnel were brought from the United States. As Mexican residents became trained, they took over these duties; now we have only two V- S. dtrims among the 234 people working for AA de Mexico. Training has been very to u- m developing a sate, efficient operation. Though our supervisors and technician* -peak Eng lish, many ot our cargo handlers, mechanic--, 4tid similar employees tpcak "nl 3pani.li We theretore send our instructor, up to tiiv Slate* to learn about new equipment and procedures so that they can c>ime hack and intnjct others. There wa* one exception w :lu pnreilure that f think that I should mention, Before we Marred jet service lo Mexico t'itj. lack O'Donnell and Joe Ktco trr.m >mr *airty dfice in Xew York came down n* Mrxwii Guy to give safety training in j around iterations. Men from other airline*, atrpurr authorities and the airport emergency crew, as well a* our own people, attended thetr conference*. The instruction was riven m ur own language; we think it had a great deal to do with the fact that we have not Had any accidents from suction, blast. nn-e. fit or anv c*t the problems peculiar t>> letW* hope u> maintain this record and protect ourselves and other* from nttr own ivt* and those m other airlines. * hie or the thing* which I beltrsv in- bad 2tv>d result* m preventing accident* in>>n our personnel t what I rail "brain wadi" Every dav. even for a diort penn*L tlx supervisor remind* the employee- mi.ii satetv first. In other word*, we --% p> make the employee* think ot their .vvn uitety hetore thinking what tool or piece *it equip ment they diould u* to pert.vrm .inv lint of work. The majority of ur permnnel is Catholic and it i* almost a eHrral ett-puu that the first thing they do when tu.-v leave their home is say Jo fhemwrrie*, "In the name of God." f have suggested they finish tht* prayer by saying, "and mas I crvne l<adf sound and af* to my family.'' That way, we bear in our mind that our safety ccrne* first. Any mein* we use to avoid accidents to ourselves or to our tellowmen arc good. However, it U always necessary to be alert to improve our methods, ft is hard work and much still needs to be accompli-fieri. OFFICERS OF THE AEROSPACE SECTION NATIONAL SAFETY COUNCIL 1962-63 'it'Hiroj t /iiifmii*-- l>mv t I>)\<ihlk. >upv i r|.. t niL. I i-ii, < .itn & Employe* Service*, Rohr Aircraft Jij.ii'iul.' iiinrruf t'/unriiwM--\V. G, Hayden. Mur. Safety & Security, Think*d Chemical . \\ a-atcli Die.. Briuham Cttv, Gtah l I,,' C/wir/it,ui -- B I Wii.kk, Ik., Oner Safety Enur., Grumman GmatT Eng. Corj., Ucthjiacc. Long l-lwd, X V .irxocitilf I vc C /uirtHini--Win H, Stakulf. >afetv Super., Ounce Vought Corp.. A Div. *t Line-Temci-Vuught Inc., l>nl!as, Texaf. ucretary--Iohx \\, Gs*ki>on. Chief Safety Engr., General Dynamics Corp./Astronautics, '.in Uwuo. Calif it t.a\l`>r--Duncan .lutHKKUK, Corporate Dir., industrial Hygiene A Safety, North \mencan \\ union, Inc., Los \ngeles, Calif, \>'ni<tr Program c huirmtin t'H'rstJ--H. J. Stoni., Chief Safety Engr, Lockheed Missiles (, Spsiee Co., Sunnyvale, Calif, Pr,n/ra>H c/wnrurtm iCentral)--C. D. Attawav, Chief Safety Engr., Thloko! Chemical Corp,, Longhorn Div., Marshall, Texas. Program Chairman >East)--Gordon C- Niff. Safety Engr. Douglas Aircraft Cta, Inc,, Charlotte, X. C, f.duraliim i- Training Chairman--Ftux Dollar, Chief. Industrial Hygiene, Space & In formation System* Div, North American Aviation Inc., Downey, Calif. l>Vmor Engineering Chairman--Thomas F. MOJUUSStv, Supv.-Safet) Dept, Aeronautic lJiv,, Ford Motor Co., Newport Beach, Calif, l.numeerimi Chairman (West)--Dana A. Frasier, Super, Ind. Hygiene & Safety, inertial Navigation, Autonetics Div., Downey, Calif. industrial Hygiene Chairman--Howard P CVTTtx. Safety Coordinator. Lockheed Missile & Space Co., V andenberg AFB, Calif. Ufnihershtf Chairman--*E P. Marconi, Mgr.. Safety Brandt ARC. Inc.. Arnold Air Force Station, Term, iig.the-fiih su/Vfv tAjirmjh--|. M. Durham, Chief, Safety Engr, Martin Co., Balti more. Md. s unities /- Ctmirst t hainnan--M. C. Val Dtz. Chief. Safety Engr, General Dynamics, Cinvair Div.. San Diego. Calif. Lang Range Planning L /larrnran--*KfnN'rrH L. Shtminv |Jtr 01 Sarety. L> comma Div. AS'CO Mfg. Corp., Stratford, Conn. Military Ref*rtmtetitr--*Ci*_ W. L. Tuans (Ret.), Laguna Beach, Calif. Advisory Committee--mR Wilkins, Assl Director. Personnel Employee Relations Autonetics. A Division of >L.rtli American Aviation, Downey, Calif.; *K*i*c*r 3. Moore, Safely Dir,, Grumman Aircraft Eng. Corp, Betlipase, Long Plaint S, V,, 'Hawm l. Hemphill. Safety Adm, AtResearch Mfg. Co. A Div. of Garrett Corp.. Los An geles, Calif.; *Fre R. Temple, Chief Safety Engr., General Dvnamics Corp.. Fort Worth, Tex.; *E. P, Marconi, Mgr.-Saferv Branch. AkO. Inc, Arnold Air Force Station, Term.; "Frank W. Star*. Safety Engr., Douglas Aircraft Co, fnc, Long Beach. Calif.; *Lvu A, Gatxs, Safety Engr., Douglas Aircraft Co,, fnc.. Tulsa. Okla. M. H. Clancy. Dtr.-Safeis & Insurance, Ryan Aeronautical Co., San Diego. Calif. Slag Repretenlaltte--HvGH ). McRae. National Safeiv Council, Chicago. Ill Past General Chairmen OFFICERS OF THE , AIR TRANSPORT SECTION NATIONAL SAFETY COUNCIL 1962-63 G,wra/ C'Aiiwwww-'Hhuakd U. Warxyx, Safety Entsr.. Tran* World Airline*, Inc, Mill* continent Internatn-itM Airport, Kanvi- i.'iu, Mr*. i-irst 17<v i tuurtiuin-- H A h'VscHMANV, Staff Supi. Safety, L'mted \ir Lines, Inc,, Maintenance Ra-e, Saw hratio*cn international Airport. San Francisco, Calif. C4`nm/ fit.' C hairm.in--Wiij.iam A, Heirnc, Safety Coord, Caualtv Engineering Dept , Alexander \ Alexander, Inc, New York, N. V .V.vrffijry-- Km ph I. hit, I .round Safety Kngr, Executive Other*. United Air Line*. Inc,, Uncagn. Ill A .Ti7iWi*r t/t/nr--Gkvnt W. Shv.ird, Safely Hnjtr, Tran* World Airlines, Inc, Kansas Ota*. Mil Rsreareh hngmtering /Jitmnr--*N. L. CHRiRTOFTO. (Chairman), Staff Supt -Safety, E-xecume Offices United Air Lines, Inc, Chicago, III.; C F. Schalb, Chief-Plant Prat* 4 Safety, United Air Lines. Ine, Washington National Airport, Washington, D. C,; M. D Hay, Specialist-Safety, Maintenance & Engineering Center, American Airliner, Inc.. Municipal Airport, Tulsa, QkU. F dueatumat Training Division--G*o*rc MacDoxalp (Chairman), Vice-Pres. & Gen. Mgr.. Self lnurer Service, Joe., Chicago, III.; Srecto Souuax, Supt -Safety 4 Se curity Div,, Philippine Air Lines, Inc., Manila, Philippines; G. T. Muiulay, Specialist, Ground Safety Dept,. American Airines, Inc., La Guardia Airport, Flushing. N. Y Industrial Relations Division--R.L. Pern* (Chairman), Staff Mgr., Ind. Safety, Mainte nance & Engineering Center, American Airlines, lncH Municipal Airport. Tulsa, Okla. i.oeai Sertiee Lines Committee--John J. O'Kggfg (Chairman), Staff Ash. Ind. Relations, North Central Airlines, Inc., Minneapolis, Minn. ,-fir Force Committee-- VV. G. Welle* (Chairman), Ground Safety Staff Officer, Office of Inspector General Hdqrv. L'SAF, Pentagon, Washington. D .C Xjv? Committee--William C. Sextox (Chairman), Head-General Safety, Bureau of Nasal Weapons, Navy Dept, Washington, D. C. Membership Committee--Leonard Kowalski (Qialmtan), Safety Er.gr., Trans World Airlines, Inc., New York International Airport. Jamaica. X', Y, Program and ttommatino Committees--Camr E. Teal (Chairman), President, Public Service Research, Inc,, Stamford, Conn. itatistu's Committee--`Dale M. Kailix (Chairman). Safety Kngr.. Tran* World Airline*, Inc., Los Angeles International Airport, Los Angeles. Calif. Loner Range Planning Conuuiltee--"Joseph M. Ukaxi (Chairman), Dir -Uiv. ut Maintc. nance 4 Equipment, Flight Safety Foundation. Ine,, New York, Off-lhe`Jab Committee--"Huoh L, Butler (Chairman), Mgr-ind. Safety Maintenance, 5 Maintenance Eng. Dept,, Eastern Air Lines. Inc, Miami international Airport, Miami, Fla- .Members at Large--*)zxoue Lioatx, Managing Dir, Flight Safety Ffndj;ion, , ComcU'Guggenheim Auatton Satety Center, New York, N. Y ; "D, D. Gordom-Cae| michael. Chief Security Officer, Trans-Canada Air Lines, Montreal, P. Q, Canada; "E. T. Let. Treas.-Credit Union, JEastcrn Air Lines, lnc_, Miami International Airport, Miami, Fla.; "H. W. ScHtU-tNfs .Mgr.-Safety Eng., Tran* World Airline*, Inc, Kansas ICity, Mo.: *H. L Morris, Safety Engr, Lastem Air Lines, Inc., Miami International Airport, Miami, Fla.; "J. A. 0`Donxu.l, Mgr.-Ground Saietv, American Airlines, Inc., La Guardia Airport, Flushing, N, Y-, `Luke CnstnKiL, Fire 4 Safety Supv,, TransCanada Air Lme*. Montreal, P, Q, Canada Vfojf Represcntuike--Hugh I. McRae, National Safety Council, Chicago, III j "Past General Cltairmeu i Other Volumes in this (1962) Series fJters of ffirs volume will find much value In its companion volumes, which offer the complete record of the 50th National Safety Congress! Here ts the list: Vol. No. Title S to 9 10 or Copies more Slock No. General Semens end Inde* to all Volumes 5 H t ts 022.32--1 Aero-ipeea; Air Transport AS Si 022.32--2 Automotive and Machine Shop; Po*er Press end Forging 45 022.32--3 Cement, Quarry end Minaret Aggregates 40 C22.J2--4 Chemical and Fertiliser AS 922.32--S Civic leadership; Church. Hama, Woman. Youth. Farm Gael Mining 99 AS 022-32--A 022.32--7 Construction: Public Employee AS 022.32--I Satirical Equipment .40 022.32--9 id Leather ices AS 022.32--10 Glass and Ceramics: Rubber AS 022.32--If industrial Subjects Sessions (A5SE). ,90 02242--12 Labor . , AS 02232--IJ Marino . St 02242--14 Metals ...... AS 922.32--IS Mining ,, AS 022.32--14 Motor Transport; Transit 90 022.32--t? Occupational Health Nursing Petroleum 40 022.32-- II AS 022.12-- Public Utilities . .AS 022.32--20 Pulp and Paper* Printing and Publishing . .AS 022.32--21 Railroad ,40 922.32--22 School and Ccl1.gr <30 02242--23 Traffic AS 022.32--24 Wood Products; and Tests!# Serty Morning Saule"*--"Communication" AS 022.32--2S At 922 32 ?A Public Safety At 022.32--27 COMPLETE SETS '?> V,fum-) Sit.OO any quantity 022.12 All prices sho*r art sue.ect to a 10 par cent discount to National Safety Council members. NATIONAL SAPCTT COUNCIL 42S NORTH MICHIGAN AVE. # CHICAGO 31. ILL. 24 1 f 6 2 Volume 3 National Safety Congress Transactions AUTOMOTIVE and MACHINE SHOP; POWER PRESS and FORGING Beginning the Golden Anniversary Year of tho NATIONAL SAFETY COUNCIL 42S NORTH M'CHICAN AVENU* CHICAGO It, IUINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the AUTOMOTIVE AND MACHINE SHOP SESSIONS Swap Shop or Tradin' Post Disaster Preparedness Look Out*--Lock Out CONTENTS eo Johnton 4 . *. Taylor 9 G,, , Humphrty 10 POWER PRESS AND FORGING SESSIONS People--Top Management's Viewpoint of Safety Milton J. HM 15 Safety around Presses and at Work Places . Wilbert . Leeder 20 Presses--Guarding Techniques P. F. Pickett 22 Engineering Control of Forge Shop Hazards Howard F, Heintz 23 Officers of the Automotive end Machine Shop Section 1962-63 27 Officers of the Power Press and Forging Section 1962*63 29 Other Volumes in 1962 National Safety Congress Transactions Back Cover 3 AUTOMOTIVE AND MACHINE SHOP SECTION SWAP SHOP OR TRADIN' POST By LEO JOHNSON Safety Director, Deere A Co., East Moline, IU. Not one manufacturing concern m tltr countrv is going in {rive away the trade secrets pertaining to its manufacturing tech niques, but when it come* 10 *atetv, the exchange of idea* i< open season--and for that reason the ^wap Shop nr Tradin' Post is going to be tMn.hirted at this time, Now, here i the wav it i gome to workOn the table here arc many grocery jacks, and in them are prux*-- a prue wtll be given for each trade or nvap item that >ou gentlemen will offer T!>c<e prire*. ranee m value from one to five dollars, Ut would just like for sou to come up and take your pick. They're nice pri?c* and they're worth a swap. At this time we are going to hav e a couple of gentlemen start down the sides of the aisles here. On your right in the back i* Neel McCollum, of the Chrysler Corpora tion; and on your left here i Bill Goode of International Harvester. They arc going to have cards in their hand and, if you have an idea to swap for nnc of nur items up here, raise sour hand and they will give you a card. Fill it out, and bring it up to the mike, where vou will give ti* jour ideas. This is not limited in scope. You can use motivation ideas, jou <*an ue engineering ideas, and anything you do in your plant, safetywire, that you would like to exchange for one of our gift*, and also give the men another idea that they ran take back home. Leo DtGujtn, surety ueintinutrator fur Chrysler Corparati<m's L.A. plant: "Wc have 5,400,000 square feet of working area and we had a problem with our stretcher loca tions- We have fire alarm boxes, so we designated fire alarm boxes with a red square on white, and placed our stretchers in this location so that ambodv that has an accident can always locate a stretcher." Who's next? May we have another oneJ Participant `name not gtvtn}: `During the last six months we have had three or tour rtcrulcni* that we thought had standard an* -wer* Rich tolerance espanion di*es are used to crutd on welding, ertnd off casting*; but after having one guv s *hirt wrapped tomnd. especially in the nid-ectirm. another iTfow pants taken off below die knee and * tit*. no the knee cap, we started to find -me kind of switch to shut that thing off, rather than just that p*li switch, which tne, twirk and forth Wc had to watt until ne guy was grinding imtde of a 34 inch cireJc with what thev cal! a ' push" disc. Il i'ot away from him and struck him here with a nice cut, came *bwn and took a i hunk out just above here and dropped and broke the pin and sprocket amt took a chunk m nf his waist. "Wc have about 25 or more of these handy. \ndyV--they have quite a powerful motor behind wheels running at 3450 r-pm or something like that. We have a curved -witch nn them now, so that when that man let* co i that trigger switch, the motor -mp? We lad to put on a little adapter m order o have the trigger snitch The grinder* are powerful, and thev are mean and they are wicked. I think wc got an answer in the trigger switch." Thank you!--Now come over here and get our pme. Who is next * Participant: "t work for a machine shop company in Michigan. We are on* of twelve divisions of a company of 10.000 employees. Keeently we have had a number of disabling injuries and we had to come up with an idea t> motivate our employees to be safety con scious. So we tried for a coordinated safety program. We first ran a little theme plot then we came out with a theme ior 1063. As your golden key for 1963 is safety, we are going to come up with the Key idea throughout the division. "We broke down our division of 1,000 employees into groups ot 35. and any group that goes without a disabling injury for a month will have the privilege of drawing from a box of keys-- lutont,tire und Machine Shop hccli-n lu find a key tltat will fit a g*4den che*4 We hop* the key we ar* hohiing will open it for Friday night's prize. Ue have 2? of these chests and the idea is each group will be in competition with themselves and from there it wtll be earned on to the division level "We have one major chest that wilt con tain a $100 or $200 prize. When that chc*t is opened, ever* body will be issued a credit key w hich will buy something of value.. And the wile will receive a gift tor the home. We ter! it is a 8*S idea ami the reactions tve have had from our employees arc very cnihusiastie '' Thank you, sir, Do we have another one: lH<k Cother of the Colder Corporation "It looks tn me like the proposition ju*5 presented is certainly going to promote some off-thc-job safety statements, too. Ami ihat is a big factor today. As you well know', off-the-job accidents are taking their toll. In fact alt accidents, this year, arc running ahead of last year and tor that live entire safety movement is sad--for instance automobile accidents--this year alone arc up 9 per cent over last year, so anything that we can do to help, we think, to promote what we need to get done here and get back in the running." "We have a number of fire schools from lime to time in all of our plants throughout the country. Quite frequently when we are having the*e schools, employees wtll ask u what is a good extinguisher * We are verv tortimate in having a fellow with us who t* a sergeant with the Detroit Fire Depart ment, And in many instances we find that people don't want to lay out the $10, $20, or $30 for an extinguisher, so our sergeantrecommendation is that they get a 50, 100. jt 150-foot length of hose and hook in to their house water line. This is long enough to reach any room in the house in case at fire." Do we have another one? Paul DeBtach, Aryan Motional Life, fae. of Pennant "I know an employee who was carrying two books of matches in a pocket. The striking part of one book got into the matches in the other hook, and as he reached into his pocket and turned the book over, it ignited. He was fortunate to have untie rate rip the packet out (or him. Carrying two books of matches together can give **.*i a icnuu* bum. This actually Iiappencd u* a member of our safety committee, S`oti> *i> more surprised than me, because l was standing next to the man when it i jppened. Who is next .' Participant: "Last year my oti wa* m ittgh school taking chemistry and ( found that the kids were working on a number of chemical* without any protection foe the eye* In our plant, we provide visitor* tP'ggle*. aad when they Wcerve KTatchnl, thev are taken out of service. t asked my nurse to take them out when they are scratched, and I alwavs take them over t the <chool. The instructors have been very nappy to get them. This, I think, is pr(4- ibly a very* good public relations angle. The teachers appreciate it, and even one, akmg with my boy, is wearing protection. Tltc teacher* are, too,-' Do we have another one ? Harry Home from International Hue. ; ester: "We are fortunate in having overhead cranes in each bay which provide mobile platforms for men cleaning fluoricent lights. We have designed a platform that will fit onto our overhead crane and the men can move along and clean ail the tamps m one operation. You don't have to move any ladder* or anything; there are no obstruc tion*. tt wa* designed by one of our main tenance propfe, and save* * fot of time. Cleaning material can be handed up to them and they om propel themselves along by hand." , "! have one other tiling. In any emer gency, there is always a question of who to call. Do yn call the medical depart ment? Do you call the safety department? Wc typed a little tag and put tt underneath lie receiver on the telephone and it read*: Tn cae of emergency, dial 666* This is the emergency number tor the saicty depart ment. and thi* telephone line i* not used tor anything else. In any emergency, the vail then can come ui and we can get some.'.ue over to the shop in a couple of minutes. "Speaking of telephone?, at our plant we tone a dial piece that goes right in the .'enter. You can take the dial number uut mui insert the number to call in case of fire or for first aid. It is covered with plastic and can not he sc ratchet! J$o.i National Safely<_ ungrat 'in order to motivate the ,npen non, into i-.rrcun* hazards where minor injuries ocmr, we have what we call a two {** program. The man who it tent to the medi cal or first aid department takes two pastes with him when he leaves the department. One pass s fumed over to my <*ifice and processed- The other pats is turned over lo the superintendent next morning, so th;.i fie can go out and get these foremen <> show what is done to correct the hazards " Participant: "I'm on the safety committee for a plant of United States Steel Co- I am a machinist and I have been working on safety since the last World War. Since (U47 we have had great deal of luck with safety committees and their functions in our plant, We had problems or good hou-ekeeping, keeping our tools m proper order, ,utd our fire extinguishers where they should be kept. We set up a committee every si* months, with one man in our department responsible for fire extinguishers, one for tools, and another one tor good housekeep ing. Every Wednesday they report 10 die foremen on what should be corrected, as tar as thetr responsibility is concerned. I think we have done a great job for good h<rusekcfping. we have good tools to work with, and the fire extinguishers are properly ti place. Therefore f suggest that this t .1 \rry g< 4 thing to adopt in ynur machine -hops." Participant: "In a deportment of 400 men, we had four disabling injurie* last year. This i our pipe shop. We decided wc ner.jfd xne motivation and decided on a ,'m strip i< be given by <kpanmem* sfarw <u thrtr j*-">plc and work atd areas by nr superintendent. \Se `how safe prar* the safe planning of each job. the o'vsperatinn beiwem the department* r- *it s'ung to work for, and tlie calling > i *1* -nioy department where ijualifica- "t are necessary. "t believe this U a very gooi way to get * message aerot.v- The employee* were in terested because they were the ones who were m the picture. They, and the super intendent narrated the film strip and it was very well received." Ptad fteichard, Standardized Insurance Company, Detroit, Stick,: "I'm sure there i-, no worker tike tlie '.ie worker. The problem then, is to bring die accident prevention program to the worker, individually. Far this purpose wc have a little gimmick in the form of a . srd, handed by one worker to another. I would like to read this card to you: `STOP* \ don't mean to butt in--but'-- (iuni it over on the opposite side) `vou >;-*ve just started to commit something that inttld have caused an injury*, and may not have realized it. 1 am giving this card to on as part of the safety program, to make II of us think, plan, and work safely. Keep it until you see something that i* done in ,<tt unsafe way, then pass it along. PS. J liope I don't get the card back.* " Bttl Mcfjrowcry, Supervisor of Safe! v. hdie ford Division, Flint, Stick : `Becau-e <f the large size of our organization it is .dways difficult to get any great quantity uf people off the job, employee* or super , i*or*, at any one time. So we finally found the answer by taking a portable trainer directly to the men and woremen at the work places. .Nothing new actually I sup pose, because we had all used projectors and tape recorders before, but this machine is a combination of both in one portable JS-pound unit. VW can dramalive safety now with our on.* people by making up a slide or movie presentation with a tape recorder that plug* in to the side of the unit. You have automatic signals that you can put on ihe underside of the tape for if you want io make the program we roll it right into the factory, in the machine area, and get groups of employees around it and the port able screen, push a button and that's it. Vow we even have a multiple audio jack mto which we can plug up to 3ft head-set*. when we have a problem of noise, such as we would in our forge shop. We get forge men around with the head sets on and jive them a safety demonstration right at tlieir work places. So there is no need to lose extra time off the job." Frank Xtierr "Mr. Harris mentioned that his people dial 666 for emergency. At our plant we dial O, for Operation, for an emergency. This automatically sets off the tape recorder which is hooked up with the telephone and records any conversation and the time. The operator passes this Informa tion on either to the fire department, or other department that is to handle the emer gency*. Wc find that this provides an accu Automotive and Machine \kop Section rate record and eliminates any possibility of in error in transmitting the information to another department "We have a number of safetv device* at the plant, one of which is a semi-directional grinder. Often time* on a direction grinder we have the two button* and you are hkely to push the wrong button and get it going the wrong way. In tin* case, all we did wa* put a little metal cap over the bunon--if we runt an inside grind we put it there: If we want an outside grind wc put it there, "I think we have prevented several acci dents. This is a barrel roll, as we call it We put a kick plate down here to shut it off. In case of emergency they don't have to reach over to the shut off -wuch. Thev ;nt kick this plate." Chester Tali, Tennessee Kastman Com pany, Kingsport, Tenn.: "We have a problem in our machine shops ut housekeeping and of various hazards. For two >earj now we have tried this idea of the workers making inspections. We have a five man commit tee that covers the shop. Their foremen can tell about how long this inspection uke. i<eeause he meets with them for maybe live of ten minute* and gee* over iheir recommendations. They make a report which yues to the shop superintendent and the division superintendent gets a copy of their recommendations- We have averaged 25 to 40 recommendations cadi week of items that need corrections in the shop. Tlie foreman or supervisor meets with the group the next week and he goes over each item that they ftave recommended for correction and (ells the hoys why it can't he done or it has tern <k*e. If they* report something that has not been, done, they put it on their report ihe next week as a -eeund report, and the third. Normally when it gets up to the fourth report, the foreman probably ielt like he did not have enough power to put it into effect, and the division superintendent would circle that item. We base a sugges tion system and we paid a lot ri money for just little safety suggestions. This has ;jot our shop in good shape." Stiff Corbio, tragic consultant in the De partment of Highway Safety in Washing ton: "1 have a couple of items that are unrelated. The first relates to hand drills or hand power saws. It is found that by taping the the chuck key or the wrench used i;ii.e hie blade off the saw* right next to he plug nr the power cord, it impossible t* ue the tool without unplugging them "We have a problem in ihe paiming of our flammable liquid ran.*. When t was out on inspection and I **ked the foreman what was in a can, he said kerosene On examining it, we touml it was carbon tetra chloride-- quite a different thing. We dr* used a color code of red for a hash point up to 72, and blue from 72 io J00, and black front there on--with a special color mr carbon-tet. Since that time we ran al ways be sure what our men are using. In -paction is going much better now/' Ken Lewis: "'A e have bad a bad year m "Ur division but we are getting better. 1 would tike to tell you about one idea that we think has merits. One of the main things wc did, of course, iu try to impress lt>p!e with tlie high level of interest in their safety by having the general manager write a letter io (heir home. This is back ground for the idea 1 am going to (ell yon ibout. "It is difficult to rcallv know whelher that type of thing does an*- good because nobody wntes back, very lew people make my comments, we just hope that it doe* -ome good. But there is a wav that you rati measure how good a job you are doing on the program of motivating safety to em ployees. This is by a bingo safety slogan poster contest with a little new twist, in stead of having the employees make a safety slogan let the employees' children do it. "For example, we are currently running >ur utcy slogan contest--and the sons and daughters of Delco Rexnv employees, 8 to 34 years of age. are eligible. This tells me that we have begun to reach home m some >>f our stones simply because we have preached on some of the safety problem*. "We lost a man in the field this tear through electrocution, because he f ailed in ue hi* lock-out device. Now. m this contest the children are urged to discuss ideas with thetr parent. We give them the supplies to do the poster with, but they arc to get Mom and Dad and outline the paster, and with a short slogan show what they think is the answer to the safety problem. I think this is ivliat advertisers rail feed back. !'M> Saltonal Safely Congreis '! mu Reitinj; poslcr* heck trom 8, 9, and lO-year-uid hoy* and giria, based on the rule. 'lock out the power before you make any adjustment*/ When you consider that no &, 9, or 10-year-ofd boy or girl can know anything about locking out power tmle** they have talked with their parent*, you are convinced this competition hn. caused a family conversation about our safety problem- I think that we lave reached the employe* in another way. In such a conversation. Mom will ask; `Pop, you are not taking an* f those chances, are you?' "Appropriate awards will be gives and then we will identity live posters and use them in the plant. You can buy proles* Mortally made posters and l don't suppose tit* kids can make better ones, hut thes* are our* and they are made by youngsters of our employees. They wilt call attention to <-ne another, 'Did you *e* the boy's poster on flic board?* and we will have a continu* Inn bit of conversation--another on* of those things that we do in the safety motiva tion area." PartiafHjnt: "In a typical area we can't tarry a camera around and take a flash picture. So we carry a little 16 mm still camera and we can pull this out and are ready to take a picture without a flash gun in any area. \"ot only that, but we take these pictures and blow them up to 3 * 5 :mi1 send them back to the department where the housekeeping doesn't look so good. They are better than any report you tan send, because they speak better than words, "We have a man who has a hobby of developing hints, so he takes them home at night and we get them back the next morn ing. There are 20 exposures on a roll of him. The camera cost* about $.W " ,/ti/.-ut. fuf jtta . DISASTER PREPAREDNESS By E. K. TAYLOR Safety Director, Zenith Radio Carp., Chicago, III. 1. Do not siorr *11 nmr fir*t aid *uf*plies in one location; provide one r<r more auxiliary locations, remote trom the firt aid dispensary, where firt aid supplies w ould be accessible in tune of disaster. These remote locations should serve as supply de pots for the main first aid station to insure a fresh supply of bandages, dressings, etc, 2. Organize the in-plant disaster control unit to rope with natural cause disasters, such as floods, fires, explosions, etc- rather than waiting for the more classical nuclear disaster. Training should Include fire-fight ing, first aid. fire-prevention, and pedetrun iind vehicular traffic control. Thi* training diottld include periodic refresher course*. J. Develop an information center within the ptant to handle the tremendous influx >f calls for information concerning friend* and relatives working at the ptant. Telephone lines could be pre-run into this area; then, a few* minutes after disaster strikes, inslrumerits could hr hooked up to these previously nra lines. The public address system should have an outlet in this area for a microphone. This P.A. system should have an auxiliarypower supply in the event the electrical power fails during an emergency. 4 Develop an availability map of the medical climes, doctors, and hospitals within a five mile perimeter of your plant Infor mation would Include the disaster victim ca pacity of each unit, the type of disaster pro gram .each unit has, and. more important, would the program stand up under the stress of an overloading due to an emergency. The location of the clergy in this perimeter would t-x- important to include in this information. 3. Develop an employees welfare group to service injured employees and their rela tive*. These people would transport next of kin to the hospitals, transport treated and rrie:Md en-pli.jev* i* their home-, ami. in aeneral. ake awa% a tut of the worry that soutd Ik? the injured per-on'* r*ponibihty. 6. Maintain at iea*t two separate card nies ot the mure personnel, showing name, iiifrrnt tilrc*, phone number, next of kin tn notifv. and the faith of the employee. The*< should he diligently maintained ami kept in areas tliat would function itt time of disaster, tich as the information center 7. Constantly Inin and te*t your disaster control personnel, and aiieti only tho* ienple who have the talent and attitude l* handle their responubiffiv in lime of disaster As*ign alternate* for ,ift key position* t- insure continuity of the plan in tit* event t key personnel being involved in the disaster and becoming casualties thcm*eiv*s !? Develop a clearing station tor the in jured who are being shuttled to the hospitals or clinics. This station sliould he accessible to an outside exit and close to tl main thor oughfare* surrounding the plant. A respon sible person should be assigned to work with the fire and police personnel. This per-*.:* would arrange for evacuation of the Injured by whatever means available. Again, it w ould t>e wise to have alternate locations to cir cumvent the possibility of inaccessibility to a location. 9. Develop a mutual aid program with your neighboring industries to tend help in time of need. List what personnel, equip ment. or other help these persons may lend to each other when an emergency an*cs. 10. The entire disaster control program diould be based on the realistic thinking that natural cause disasters are possible at any time; by planning to be prepared you can alleviate the effects of these disasters. Remember -- It can happen to you! 1! 9 Xtilteiuji Sofrty L ungrtjs LOOK OUT --LOCK OUT By G. E HUMPHREY Safety Director, Cadillac Motor Car Division. Detroit, Michigan The subject oi mi t<*tav von- 'Mirrlt ilic volume ami the extent oi the 'em two subjects whdi have ,< profound uiMtries represented hy these figures points l-earing cm sound aectrtcn! prevention work tit the importance #*f litis subiect and com ! refer tor (1) Lock put deviirs, smd (2) mands our attention and action. 1 would Lock out procedure* nke to sujrgest that everyone here today 2 am sure none of u* i* immune to this problem, in fact. I heejimr more and more convinced of thi heeau-'e 'ri>cu in order to do omc research for thi. prrent;iiion 1 decided fo review the 'airt* 'den exchange bulletins issued by the Motors cen tral safety office for a month period fakc the time to review hee cases and then -ec how many like situations you can find m i<<iir plant, t am *ure you will be a.*ti untied at the number vou will find f know we were, because when we took a "hard'1 look at our plant we found we had many man-traps, 5 presume I am being rather artier m dts- We found some ea*e* where wc laded piavtng our eiirtr linen--revealinc aeridml* issue Socks to men who should have that should not have happened--in front of had them, In other ca*e. men had treks hnr ,H inii good people, sere not using them when required, Wc Hut they did happen and t Mirvr proper ii-e <*f the experience canted from them will help all of us here today to present .iho trmnd seme fcmotely located disconnect switches that were not identified as to wlut they controlled. similar catastrophic* in the future Frankly. We also found some cases of failure on I was *mated to find that in the first six the part of supervisors to see that employ months there were two fatal accidents and ee* were properly following lock-out pro nine other Jot-tlme accidents, all because cedures. of failure to Wk.rnri >he source of power. Here they Relative to this last statement, I believe we are making excellent progress, and a 9-6! Broach -- finger amputation 100 tittle later 1 will submit to you w-hat we si 11-61 Two finger- amputated-- band saw- , ............... feel is proving to be an effective way of 700 combating in these omissions. ilW! 16-61 17-61 20-61 x 29-61 32-62 33-62 Finger amputation--forming machine , ......................... 50 Owvevni--finger amputatlon , ............................. 200 Finger amputated-- milling machine . ... .. ISO Finger amputation-- arc welding ......... ............... 200 Bndv injuries--turn over fixture ......... 15 Fatality--HO hu line ...... 6.000 Electric shock--burn?......... 73 Now, in any sound lock-out procedure, the following must be considered: I. The source of power must be inter rupted. A multiple lock-out damp ptaced on the lock-out device, 3, Tag the device. 1. The lock-out device must identify the equipment it controls. 3 Check the controls to make sure the power is oft. AH are a must if we are to have ample protection. Anything less leaves employees 39-61 Two finger* amputated-- open to accidental injury. milling machine - - . ......... 273 Logically -- first -- the source of power 31-61 Fatahtv--molding must be interrupted. If more than one em machine , ...................... 6,000 ploye is involved, a multiple Jock-out clamp ritould then be placed on the lock-out de 13,763 rice, <o there is space provided for each 10 . In/.hiu live nitd .IfnrAmr 5fir>p employe to secure hi* own l-k and there ucet box, but is wired directly to the drive by protect himself motor. Tagging, ton, i* - rrv important The tags should identify the empb-srw h.^ i<*k i jo the switch, and generally, t? is advisable to specify what worts is hemg done. Let me ou an example tuund us our plant, to deronstttratr the asportiuxe of identifying the lock-out derate ia resatxxi to the equipment u cmtrot* Electrical disconsec. witch** us-utvrd are attached to and a part o' a rdo-rknc ma chine that is used to collect cast iron dust from a nulling operation. The mailer dis connect control* the cal kher pmmcp mly. The larger, both the el pump and the ex haust fan. To make it even mure cuafuu&g. the -ign below the larger diMemcet say-, "use push button to start--u>p ron-clooe.* The sum-stop buttons referred t are mourned iusi to the right of the larger disconnect Imagine how easy it would be to make a mistake in the handling of these controls. This situation is similar to a hazard that caused an accident in another General Mo tors plant where the controls were not prop erly identified and resulted in an amputa tion of the arm just below the elbow. (1 must add also, this lost time accident i* not included in the figures quoted earlier), in this case, a machine repairman was mak ing a routine preventive maintenance check on an oil quencher, To do this work, hr had to shut off the electrical power, make the necessary repair, and then turn the pow er back co to see if it functioned properly. He did this several times and then had the accident Now, to make it even more complicated, installed for convenience of operation is still another electrical palm button at about want height in front of the oil quench tank. The -vires from it ran to this second or lowest tarter switch. Before starting work, the machine repair man involved in this accident threw thidisconnect to the Oft position--thinking he was shutting oft the entire machine How ever. he was shutting oft the power to the J pump only and njl to the re-t m the (.-{aeration mechanism. On the last occasion, while in the danger usw, tightening some nuts and bolts, he tarusned against the palm button, actuated 'he machine, and crushed hi* arm. Now. ts there any wonder why we sav -- Identify all lock-out devices in relation - to what they control--and also check tu make sure they work. Not only is it im{irtant to identify such devices, but addi tionally, they should be conveniently placed within a reasonable distaste oi the equip ment they service. 1 know we at Cadillac still have a few mitances m which the disconnects arc a country mile" from where the man t* vorking, and we find it difficult to get convistent compliance in locking-out when we make it inconvenient tor him to follow tin* required safety procedure. Earlier, 1 used the phrase, "failure to lock-out the source of powr." Notice, i did not ay, "failure to lock-out the elec trical csrr . There * a definite reason for this terminology. Examination of the controls for this oil quench shows incorrect wiring. The master only shuts oft the oil pump. The push but ton switch directly below and wired through the disconnect U used for the oil pump only. In spite of the fact decals were pasted on the face of the box staring "Safety Dis connect, Safety Disconnect Safety Discon nect" the only switch to the oil quench mechanism is this start-stop switch in the T am sure that most of us, at first thought, think only of electricity as the ouree of power--and it t* the major one but. we also have at least four other sources such as: 1. Steam, 2. Air, 3. Hy draulic, and 4. Any combination of the above. Any of these can cause serious injury if the source of powrr is not shut oft. Steam, and even hot water, must be controlled with lower right hand corner, it too, was sup valves -- together -- with knowledge and in posed to be wired through that same main struction tor each job. dl KSSQCCt Where air or hydraulic power is involved, But the cable in which the wires are en either alone or in combination with others, closed doesn't even touch the main discon- we have an added problem II /9rt_* Xation/u iii/i'lv Conqrrtf in tin*. <a*e m' air nr lijdraulics, we m.iy Another popular make has locking facil Imic residual or hark pressure Because, ities. is well as an automatic exhaust to sen thrHigh the (vinvemmial take is in cmk-I the residual am tr tiff ptwinon and locked, ihrre 'till c.m tack pressure in [he system. The third one has facilities for locking uid automatic bleeding. There are anv number of case* on record, being fatalities where the valve* were hyi off and locked-out, but this pent-up pressure wm not bled, and it accounted for .ru?t one more accidental cvclmg of the equipment The men involved thought they took all the necessary precautions, but they were not aware of this built-up pressure-- rr*ult--.ne inadvertent additional cycle and injury. If there is one strong point I want to make in my entire presentation, it is about these vaUe-u Even though there are sev eral reputable valve manufacturers who have automatic bleeders built into their valves Valves such as these arc recommended tor maximum protection. To substantiate what 1 am saying. I would like to cite the latest General Motor* publication relative to the use of air. Other standards such as ). 1. C- are basically the wme. It it called: -PNEUMATIC STANDARDS for INDUSTRIAL EQUIPMENT,1* It was prepared by the manufacturing development staff, at the I icnerai Motors Technical Center, Warren. Mich i *ll your attention to the following par agraph extracted from us pages; the thought is all too prevalent that no such \ 5, l. 6 "All pneumatic equipment shall thing is available, and, as a result, I am 1* provided with a main air line shut-off reasonably certain almost anyone of you. valve of the pressure release type The on returning to your plant, can find valves valve shall hive provisions for padlocking which do not automatically bleed residual when in the !o<T position. pressure. ''Die valve, when in the `off* position, Some of you men who have been in the -hail release all pneumatic pressure within safety business for some time will remem the equiptnent" ber Hoy Loomis, who, before In's retirement, was safety director for the Temstedt divi sion in Detroit, Roy recognized this prob lem several years ago and `ft out to do something about it, Standards such as these should be in every safety department office. Another of their publications is the Dew General Motors standard for industrial elec trical installations and replaces the J. I. C- M a result, and as you might surmise, t.indardt for our guidance in General Mv he encountered a lot of resistance, but In* tor*, fi cuvets all aspects governing the did make gradual progress. ue f electricity. Concerning our specific Leading manufacturers are in agreement that credit should be given to Roy for his perseverance in this matter, and the fact that bleeder equipped valves are now gain ing their proper recognition--thus providing .jmiter safety for everyone involved. Today there are bleeder type valves built ly at least three leading valve manufac turers. In one type the air supply--the full hne pressure--comes from your right side, \x about the center is the valve handle. It is moved to the left, shutting off the in `ubiect today, I would like to cal] to your attention paragraph E 12. 9 l--"The dis connecting device operating mechanism shall it all times plainly indicate whether the dis connecting device is in the open or closed [josiiton."--and E 11. 9 2--"The operating handle shall be arranged so that it may be padlocked in the `off' position only, with a minimum of three %" shackle padlock*/* A publication such as this, too, should be maintained in etery safety office. A third important publication is: "Hy coming air and has been locked out. Just DRAULIC STANDARDS for INDUS above is another hole so that if desired, she control can be locked in the "on" pouion. When the valve is shut off, it au- TRIAL EQUIPMENT," matters pertinent to mv talk todav are contained in paragraph K 7, 1. 3-- 1 'iiuiically npen portholes and Meeds the ".A Hydraulic circuit* incorporating ac - .. k prciire to the atmosphere. cumulators shall be interlocked to dump or j tr iiiRii tfj. Ami' isolate accumulator fiuid (rawer is shut off. *..' "B. On circuit .ii'piivati'ai-, rwrr ac cumulator pressure u violated, full informa tion shall be given an or near accumulator for proper servicing to prevent injury to personnel/* This publication, too, with many safety related items, should be m every safety of fice library, So tar in mv discussion. I have talked 4lout lock-out items a they affect manu facturing and machining operations. I do not want to leave you with the impression that these are the only power hazards wt uur plant*. Certainly, there are others that cannot be neglected. For example. A power >ub-station is locks! as it should be, and only authorized personnel have keys. lacking of shop trucks is alto very im portant, 'lean ago, one of our employees was fatally Injured when he, with no train ing, and certainty no authorization. took a .hop truck and ran it through the door and into an elevator shaft. Had the ignition been locked and the keys removed. that ac cident could not lute happened. Now, let us talk about automobiles. After alt, this it the bread and butter item for many of us. H tburt time ago, an employee working mi out loading dock left the keys m the igmtion of an automobile and then crawled under the car to make a minor re pair. A second man got into the ear on the driver's side and. as be was about to move it, still another man hollered and waved hire down. Removing ignition keys and tagging witen such work Is being done n airs and trucks is very important. Locking-oat of woodworking machines * also very important. We iuve found, and 1 am .sure you men will agree, more 'gov ernment" jobs are done on woodworking ma chines than any other -- usually they are done on the afternoon or midnight shifts when no one U around and by employees who don't know how and have no author isation to operate the machines. We found one of our men making a f*ir at sbower-roocn clogs. The power to these machines is now locked out to prevent un authorized use. Vmener evamg i-i-ntr'4 iratur? in eonwtics with pm* rumm)* provides safety "inss ur cup* srMjnd the control button* to -educe the chance of accidental or improper 'iperanon. Ail four buttons must be de pressed before the nun will move How ever, there may be other instances where maximum safety can be provided with fewer controls. I am thinking of cases where one hand must be used to hold the lock and is entirely removed from the danger area. Decision* in such situation.* are made by the supervisor, who ha* con trol of the keys. i am sure we can agree that if we could put to use the knowledge we already have on this matter, we could materially improve our accident experience. If we could--well, how can wer In tins, at in many other situations, we must put lo use the basic fundamentals in herent to the peculiar problem. For exam ple, throughout the country, football games are in progress and football practice is a must. So what happens ? The players don their protective equipment and then go out wild drill un the fundamentals of blocking, tackling, passing, receiving, kicking, and running pattern*. *ind so it t* with the problem of locking-out. First, wc must provide the necessary- locktug-device*. Once the provisions are pro vided, the all-important job of follow-up then become* paramount. We have a program throughout our op erations called "Before the Accident/* Through tt, unsafe conditions and practices are observed, corrected, ami reported by nut foremen. They eliminate conditions or acts before the otherwise inevitable accident. Our supervisors have observed and recorded many instances where they found employee repairing equipment with the source of pow er not loeked-out, I am happy to say that de are gradually increasing the number ot these observation.-. Here we see a challenge. For beyond a ioubt there remains a vast plateau of im provement possibilities and opportunities in the environmental areas, and exploiting these to the fullest is our basic managerial responsibility. We can improve our effec tiveness in this area, I believe by attend ing faithfully to the knowledge, observa tion, and action theme long recognized a* U /V6j? Wiiiotwi Saftty Conqrtss bask necessity in any progressive safety program. Let us rciuemier, first we must provide lock'Out devices, then, we must insist the procedure is being followed: 1. The source of power must be inter rupted 2 A multiple lock-out device should be installed. 3. Tig the device. 4 The lock-out device must identify the oirre of power it controls 5 Check the controls to mike sure the power ts oil Most importantly, we must follow-up to make sure the lock-out devices are being properly used. I repeat, proper application of the knowl edge we already have on this subject will enable us to strike out the needless toll of injuries. POWER PRESS MID FORGING SECTION PEOPLE--TOP MANAGEMENT'S VIEWPOINT OP SAFETY By MILTON J. HILL Director, Industnal Relations. Victor Manufacturing A Gasket Co., Chicago, IlL I'erhap* a practice a* old a* mankind it self is the necessity u r the mi-ircement jf safety measures in our private lives and at our places of employment A practice as ancient as that loes its every day appeal and only cnm to light when we ourwfves experience an accident that v*** urrmstak- mgiy avoidable, had we been thinking in terms of safe guarding our *n lues. Why we arc w little concerned with the pre-erva- lion of our own live* and give little thought m placing ourselves in dangerous predicaments is a m>*terv to me, So fre quently, we unconsciously t-ermit ourselves the minimum amount of time to arrive at decisions which could result in alternatives of bodily injurv, death or a continued normal life. Every day of our lives we are faced with decisions which normally provide ample time to make decisions, and yet we volun tarily shorten this time to make a decision which decides our fate There are no certain short cut* to living a normal life. The usual outcome of routine habits generally lead to boredom and when we are in the state of boredom, we are at the lowest ebb of our concentration powers. To demonstrate these viewpoints 1 would like to quote in editorial written by Bill Gordon; i tool and die maker m the employ of our company a number of sears, very active in plant union activities, and cur rently editor of the plant union newspaper, "The Union Breete." "To Whom It May Concern . . . This paper has always devoted wmt `pace to articles on safety because, in the long run. it is for our own good. Only a couple of years ago. lost-time accidents were on the increase The insurance people covering Victor Gasket were very unhappy about this and were ready to throw the premiums sky high. Victor Gasket, with the advice of the underwriters, spent large sums of money for safety guards around presses and other machinery, wherever required, to eliminate ,)1 tvpes oi hazards. Most everything me chanically teasthlc. satetywise, \u done "Nor was the human element overlooked. Additions were made in safety personnel. \n intensive campaign m satetv education was initiated department bv department Safety meetings were and still arc being held regularly. Kew employees were in doctrinated with what io do and hai not to do. Safety rules were made and enforced, Cooperation of the bargaining unit was asked for and given whoie-heanedlv. An added safety incentive was given to cmplo>ees by dividing the plants into a dozen safety teams to shoot for a 500 day safety mark. The team reaching that mark without lost-time accident has a drawing for a t* S. Savings Bond. In short, everyone from top to bottom came to be safety-minded by being continually exposed to this intensive program. "And what happens when a lost-time acci dent does occur? Recently l was tagged with a lost-time aecident--to be specific, a severed tendon in my right thumh. In less than a minute 1 was at first aid where the nurse quickly decided that this was a serious case. In another minute 1 found myself fue t>> face with Dr. Davis. A quick diagnosis re vealed the severed tendon and arrangementwere made for hospitalization. "When the necessary patching up wo* completed and the arm placed in a cast. 2 was taken to a spotless room on the surgical floor where I had time to think. How do >.m tell your wife that the vacation plans will have to be cancelled--how doe* site break it to the children? Of course, nrsl you assure her that you're not seriou>ly in jured. But you suddenly must face the prospect of not being able to work for at least six weeks. Yw can't work, but the mortgage must be paid, the family must cat- 15 IP<J.' National Safety Congrrsi t!l>o there ;ou have it. The personal side ert'ect* a luM-time accident ran mean to sou. Thinking about safety most of the ume is not enough. We must thmk about aiety a// the time. Take it from me--l know what I'm talking about.** ! forwarded him a note slating every employee should be urged to use his editorial as a replacement lor the pin-up firis found in tool boxes and lockers. No one can accomplish a more impressive job of relating hi* experiences ot tarrow and family finsnviil obligations than a lost-tune accident vic tim. But why do *o many of us have to go through these experience* ourselves to know they are realistic 1 Why can't we under stand when they happen to other*, that they can happen to u? All of u* recognize. every day of our live*, circumstances which imply taking a chance if we sliould decide to proceed; so what do we do.1--we invariably risk the chance. How many of the chances we risk are an issue of necessity? Very few of us are ever placed in a posi tion ot ever making a decision because of necessity at the risk of injury to our bodies or our live*; we make ridiculous decisions because of our failure to think. We volun tarily ei ourselves in predicaments which -tre imneces-af*, with a limited time to think about f.ur course of action. Inasmuch as I'm slated iu talk about and -sict*. and inasmuch as l am ^c*t acquainted with the people at the Victor *."ompany, 1 have no other choice but to m.tkc comment* about my company and what we dr> in tint held of safety. If tl*i* meeting was to be in the year of ld*q uHtcad nr J%2. I am convinced that 1 would not be speaking from the same rostrum with our Industrial Insurance Car rier, the Lumbermens Mutual Casualty Com- jnv. Lumbermens had a very poor opinion r>i the Victor Management back m *59, We were a very poor insurance risk then and generaUy known in our community as being a competitor to a local butcher shop. Not only had we been experiencing repeated single finger amputations, but we were going into multiple fingers and one-hand imputa tion* and finally into two-hand amputations. Needless to say, we had an avalanche of requests from loyal, experienced operators m be taken off punch presses and it was tmjM i**iblv to get replacements from our community to operate the presses, (t was i horrible experience--receiving letters from ..mputee employees' fvmilies criticizing man agement for their disregard of their em ployees* safety and the suffering taking place in the homes. That was going eo for Mime two or three years and we thought we were doing everything humanly possible within our departmental budget to curb the accidents but they continued to occur. Believe me, there isn't anything mote difficult to recover from than a poor rompany accident record; and I know the longer it continues, the more difficult it is to cor rect. ft's like a deep slumber with one con tinuous nightmare and sou are unable n umpletely awaken. Supervision became de pressed and were heard to pas* commcnt- to their employees such as "I don't blame you tor not wanting to operate a press.' S iia'much a* most at our production opera tions are metal stamping, this record pro posed a very serious problem to the con tinued existence of the company. l`p lo now the highest level of our execu tive personnel lias always advocated the existence ot a safety program, but like *o many managements merely gave it "lip serv ice.'' i am certain there isn't a companyrepresentative in this audience, or any other audience of management personnel, whose management will not unanimously endorse a safety program for purposes of the record. But t me, with my experience, that i*n't enough. Giving "lip service" to any com pany undertaking is not a sincere expression of interest Gran' l. it's the easiest and least costly means o indicating aa interest hut it is equally ineffective. The average employee. today, recognizes the difference Iwxrni a genuine and artificial endorsement of a company effort. You either have the employee's safety at heart or you don't; it's as simple as that. Confine yourself to **lip erviee" only, and you are headed for serious trouble. A meeting was called by the president of the company of aO top level manufacturing, industrial relations and financial personnel, wnh a committee of top management of our carrier and we proceeded to get down to the core of the problem. All hell broke loose and it wasn't until then that I realized i he widespread concern for a rigid safety prtflgmm. There were at least a half dozen u. F \ t I Power Press and Forging Section -rich lengthy meetings until ail the parliciini* could come to a unanimous opinion 'rt the nature and the solution oi the prob lems at hand. Opinion* varied and, of course, m a diplomatic management way everyone was accusing the other of neglect. Well, the ball started rolling. Money no longer was an object m equipping our presses with the necessary safety equipment. Meet ings were conducted at a furious pace with ail levels of supervision, rank and file perMinnel, union officials, union recognized com mittees, departmental steward*. A new safety director was appointed from the bargaining unit, coming from the maintenance depart ment where he spent a number of rears on -atety maintenance four current director who folio*** me on the program; a safety press tmpector was also appointed. He, too. came from the bargaining unit, and a safety ddminK-tratioR committee w selected. All thi* activity took place in a very short -pace of time. 'A'bcn uur employees noticed all this ac tivity, they were very much impressed but queMtcned the seriousness of the motive. V4i know the attitude--"talk is cheap, let's *ee .action.'' The black and gloom)1 cloud tliat had hung over all departments for this Frag pervod started to take on a gray ap pearance, still far from what was desired. Ss the vaietv administration committee was ...rjeanued, authorized with full responsibility t'.r developing and enforcing safety policies and given tailmuted powers m expenditures fur wtirty equipment and all issues pertain ing to safety practices. The committee was apprxated by the president and consists of the vice president of manufacturing, the several production manager, the manager of manufacturing engineering, the company in surance coordinator, the safety director and <lf. Seme of the accomplishments of the safety administration committee lo date are: l. A safety shoe program---Realizing that the enforcement of a compulsory require ment of safety shoes as a condition of empfcpyracot for all jobs could prove disastrous, mt designated only certain male job classi fication* as a mutt for safety shoes or shoe capv We invited a shoe mobile on the prem ises, aad on company time, releasing perKwsvd by departments, permitted all person nel to visit the mobile whether they were ertous about making a purchase or not, Out -if 1100 employee* vtvitmg the mobile, 850 employees made a purchase Of this number. 3X) were female. \\e were very encouraged wnh the re*pon*e. We feh that tlut etabh*hmcnt of a policy, whereby the enmpxm *tii>id7ed %i toward the purr!ia*e price r-f every pair of shoes, permitting a |a*rnl! deduction in increment* determined b> the cmplovce tor the balance nt the payment, was in part responsible for the reception. Needle** to *>, prior to dir mobile vm, every- `ale* gimmick known to tlic union and management personnel w* 'Md tn the campaigning tor the purchase of 'lines. The union was extreme!* helpful t promoting this program. Titcy pushed the program m everv membcrdup and stew ard*' meeting. The subsidy is Mill applicable at any time to any factory empiovee, regardlevs of where the purchase is made, open presentation of the safes slip and the shoe* of the safety director. Today, by virtue of the employees' own choice, ali male classi fications wear safety *hoet nr *Ik<c rap*. That was the first accomplishment. -. The establishment of published *fety rule? and regulations and the penult*- there of--These rules were reviewed hy the union committee, approved, after a few modifies!Hons, and have been supported 100 per cent ever since. Far example, the following violation* are subject to a three <Uy disciplinary suspen sion tor the fir*t offense and a discharge lor the second offense. Number I---Removing or tampering with guards without' authorization. Die setters have authorization to remove guards when the power is off or belt pulled in order lo set up or make adjustments. Number 1--Employees are not to operate equipment without itavuig a pull back guard adjustment by authorized personnel. It is the operator's responsibility to obtain the adjustment before proceeding. Number 3--Ignoring the purposeof guards on equipment by exposing hand(s) over, under or through the guard and into the danger zone. Number 4--Failure to u*e safety sticks, hooks, picks, etc,, where designated Em ployees are not to operate equipment where these safety precautions are missing. 17 t'MJ AJhoiuii btifely Lanqrtti Number 3--h allure el authorized person nel - a. To i-rt pull backs or die guards safely. I. To hut off power or pull belt when making die changes or adjustments that expose any part of body in danger zone. Hie following violations are subject to a written warning lor the first offense, tent home for the balance of the shift for the second offense and a three day disciplinary suspension for the third offense: Operating moving equipment: a Females without hair protection. b. Wearing apparel with long ioo*e sleeves. c. Wearing loose jewelrv, N The establishment uf departmental Mfety committeemen--The-e employees were appointed jointly by the foreman and tiefurtmaital steward The function of this ommitteeman i* to *m*i the foreman in the administration of *afeiy practices m the department In the event ot a disagreement between the two if the existing condition j unsafe, the safety director is to he con sulted; his conclusions ate bindmg to both parties. Such disagreements, prompting the necessity for calling the director, arc ex tremely rare 1 may add that this combi nation, working together, has proved to be very successt'ul 4 One of the considerations of the com mittee was to formulate some means of "Simulating interest in safety among the rank and lie personnel. The committee con cluded that in order to be successful some device would have to be developed to stir op a competitive spirit among our employees, but the big question was how? We reviewed everything we could get our hands on, but nothing seemed to come dose to promoting that competitive spirit we were so concerned about. It became apparent that we would be com pelled to tailor-make some gimmick of our f.iwn. Months and months of work and concentration went into a project which we call "The Victor Employee*' Safety Contest Program." The object of the contest is to place emphasis on safely in factory areas :md to enable those who practice safety measures to |aructpa(e in prize winning*. AH hourly rated factory personnel and their supervision are the only authorized Participant* in the contest and, therefore, iiecoiue eligible candidates tor prizes. Every eligible employe* becomes a member of a safety team The number of employees on each team is determined by the degrees of exposure to accident hazards of the em ployees work assignments. In other wrords. the greater the exposure, the fewer the number of employees on a team. The less exposure to accidents, the greater number t>n a team. There are 11 teams m the con- te*t for all six plants, A team cortevt board is erected in the area of each team, and on each board is recorded, daily, the teams standing. The hoard displays uch safety tmamotion as: -- A green button for SO consecutive work lays without an accident -A blue button for 100 cun-crume work days, -- A gold button tor 330 rw-wunvc wort dav*. --A black button for a by a member of the team. time accident A safety team reaching 230 consecutive working day's without a lost time accident receives special recognition by being awarded a "Safety Oscar." These are framed free hand drawings of a workman wearing a smile from ear to ear. Similarly, as on the contest boards, a colored button for each 50 consecutive work days without a lest time accident is displayed on the Oscar, The Safety Oscar is removed in the event the team suffers a lost time accident. A safely team reaching 500 consecutive working days without a tost time acadent receives the highest distinction that can be awarded a team, a "King Oscar." This is similar to a Safety Oscar except a crown replaces the workman's cap. Once a King Oscar is earned, it will remain in possession of the team for the duration of the contest. The participants for safety prize awards are members of the qualifying teams who have accumulated at least 25 consecutive working days since last incurring a lost-time incident. The drawing occurs m the safety director's office with equal number of union iuid management representatives participat ing. Prize selection is determined by lot in the ratio of four award winners per team N`o one employee may be repeated as a winner at a frequency greater than once every six months. The awards are: 1* Fewer Frets and Forging Sechrm s, If the winning employee is not wearing world that nv-tir' isfety shoes when approached with the in opinion thu u one. fniv nnii in mh formation, the winner will be offered a $4 subsidy toward the purchase price of safety shoes. ' Undertaking*, bate -i tendency, in '.11116, in Miilive their meiulne*, and a new approxt-h must be adopted to uumuc tu maintain b If the winner is wearing safety shoes the interest We are now m the process of when approached with the information, he developing a new competitive safety ap <r she will be given the choice of a $4 proach. From past experience, we are con ttbudy or one of the safety prizes n dis vinced that any replacement will has* to be may in the safety department. on a competitive basts. 1 may add, that we o, A special drawing for a $25 savings are not only going to place emphasis on bond takes place tor every team upon attain lost-time accidents, but at* have doctor ing each 230 consecutive days without a rnses a significant factor in atn program lost time accident, w# adopt. d In addition, each team besides being awarded a King Oscar is eligible to partictj*ate in a special drawing for a Savings ikmd donated by the Victor Employees' Club. Smce it i the object of the contest to concentrate on safety practices, the award* are reflected toward safety in the plaui or homes of our employees; consequently, they cannot be converted into cash payments. The prizes consist of a step ladder, liandy-hte lantern, first aid kit. Sash light, auto com pass, and one dozen pair oi cuihton sole socks. The nature of these prizes, in the mam, reflects merdiandisc w-hich induces-- off-the-job safety. The black button remains on ih* team board for a period of 30 working dav or until some other team suffers a lost-time accident, whichever occurs first If at the lime of the lost-time accident, the team had already earned a green, blue or gold button, it will be allowed to keep it. In order to keep members property informed of their team's status, an account of the lost-time accidents are posted in tit* respective de partments of the team, as well a* on the contest board. I am being completely honest when I tell vou that since this contest originated in August of *50, we have had three incidents m winch three separate safety teams vio lently argued with the safety administration Another accomplishment of the >aiety ad ministration committee is the adoption oi an .'unual dinner meeting attended by all meml*ert ot management whose departments have been successful in completing the previou* ear without a lost-time accident Ml new employees are now indoctrinated into our afety program by the safety director with actual demon?trations of proper lifting, wear ing of hair-nets, jewcJrv, loose sleeves, nr. Tins has proved to Ue ?, valuable asset i>> the entire program We now have back X-rayt included in the pre-employment physical examination for ail new- male factory personnel. Our medical director it very critical in his examination and interpretation of X-rav film, and conse quently, the percentage of reject* are Snyli Nmce Mar of 1961, approximately 10 per cent of our male applicants were rejected because ot bone deformities in the back. We are now rejecting applicants with any degree of body deformities which can be detected by an examination because of our experi ences with awards granted by the commis sion on aggravation claim*. I'm not going to be so naive as to tell y ou that all the techniques t have described are a cure-all for all our problems, or e\en .1 complete cure for some problems; that would be a mis-statement. Our problem* continue to exist but the number is reduced greatly, and all of our supervision are firmly committee about the validity of the particu lars of the lost-time accident The loss of their Safety Oscar was at stake. Thu type vf employee reaction had a terrific impact r>n each member of the committee and has proved, without a doubt, that to keep this symbol of safety performance in the team's possession meant more to the employees than w e reaiued. T here are a few thing* in this of the opinion that the average employee it safety minded. One of the proudest days, and the fourth of its kind, in the 53 year Imtory of the Victor Company was the dav in 1961 when all levels of management, union officials and departmental safety com mitteemen were presented with a plaque by Lumbermen* for ?e<wmpJi*Jdng 5,000,000 man hours without a lost-time accident, 19 IV6* .Mitionat Safety CongretJ 1 have only one piece of advice on safety, after day--nnrr iet the subject get dormant. t* t* not original but it the l>c*.t *afet% prac- It is management's responsibility to keep nee in any plant; talk sarcty every dav, day it alive and to furnish the needed spark. SAFETY AROUND PRESSES AND AT WORK PLACES By WILBERT E. LEEDER Director, Safety and Plant Protection. Victor Mfg. and Gasket Co.. Chicago, III. Nm doubt Mnne "i \mi present here to day have (sad (lie unpleasant task of remov ing rite remains at amputated fingers ct hands irum a press- Ji you haven't don't t<>nk tnrward to doing tt, and it vuti have, j am -arc >ot will agree it is no picnic' I'uneh pr#*!, however, .itc rtut guilty ot all press room tnjuri*-, nor are fingers the only member* at the body that ar* injured. Experience indicate- that a large portion at press room injuries occur during set-up or material handling operations, incidental m the operation ot pre-*s Type* ot mjune- most commonly expe rienced include puncture wounds, lacerations, -trains, sprains and crushing injuries to the hands and feet. I n<ai'e working habits such as improper lifting, carrying too heavy a toad, u.-ing deifvtive nr improper tools and poor house keeping are the cause ot many injurie*. The work area in many eases can and lias liecn the cause ut a number of injuries. Some items to he cvn-ider*d while laying out a press room arc < t) Location oi Presses !`rc*e stiouid be heated in a manner winch allows the -etufi man ample space in which to set up or remove dies, using .t die hoist when needed. The material handler should be allowed adequate space ,ind material handling equipment to insure the safe handling and proper location ot materials to be run. tf space is allowed tor these two operations, it almost auto matically provides an ample omotmt oi working space tor the operator. (2) Location of Materials Materials should be located so a minimum ot reach wilt be required. Consideration also should be given to luting by providing adjustable tables or benches. Remember, fv*.hing ami Miajping ate the cause ot a great deal ut strain- and -prams about the dm-, leg* and back. t'J) Removal of Finished Part* Type and location of trucks, skids, or iTnlamer* provided for the finished part are wry important; consideration should be giv* tn to reaching and stooping. (4) Scrap Removal if we concentrate only on the finished pan, in a very short time we would find ourselves with a great deal of scrap on the rtwor. and aside irons creating a very seri ous safety iiazard, would have no place to locate our material trucks, or our finished juris containers. Therefore, it is important that the -crap be removed as rapidly as iwsibie in the safest manner, eliminating nne ui the serious safety hazards in the press room area. (5) Material Storage Materials should be stored on racks ut a mariner whereby the material handler will have easy access to it, and properly bal anced to reduce the possibility of shifting or failing of the load. (6) Proper Lighting Adequate lighting is very important to punch press safety', not only to eliminate ihe possibility of eye strain and headache. Iwtt also to insure proper location of piece part m die; eliminating the possibility of die of machine damage. The location of presses and material, re moval of finished parts, scrap removal and lighting arc very important Items to be con sidered in providing a safe place in which to work. Equally important is the equipment used in a press room tn order to produce our products tn safe and efficient manner. We 20 f-'WCT lJrett and Forging Section must provide proper equipment and is mu be kept in good repair at all limes- Lmployecs m each lob classification re quire different and equipment to per form their particular operations such as; The die setter is required to use hand tools, wrenches, hammers, screwdrivers, pli ers, etc. (.hand tools are furnished by our company;. A word to the supervisor will tor* have found and corrected while mak ing their dailv inspection* nf our punch presses- Tor example, irem January 4. 1%0 lo March 31, 1960, a total of 254 presses were tagged for the following reasons and taken from production; 1, Fly wheel guard in need of repair. replace any defective hand tools. A die hoist r1- also u-ed by the die setter, and in the event this truck does not operate properly, the die setter will notitv (he foreman, who will place a DO NOT OPERATE on hoist and notify maintenance. 2 Loose bearing cap. 3. Worn fly wheel bushing. 4, Loose gib bolts in ram -lute. 5 Latch assembly looe. h Loose die clamp*, The material handler plays a very im r Brake out ot adjustment portant rule in our Upc of operations: careless handling of the electric bit truck used ut the department may cause serious uijurv (o an innocent l>-slander, as well as lo the operator lumeJi. The material Handler ts also responsible for departmental housekeeping. Poor housekeeping ha* caused many a serious injury. l* Broken clutch spring. 9. broken ram screw. UX Linkage on two hand trip presses out i adjustment. 11 Loose hoar mounts, iJ, Broken arm on oiler 13 Repair guard on toot pedal. Pfv ,, Operator; While conducting a de partmental safety meeting a supervisor may hold up both hands with fingers spread, 14 Cracked press frame. The impectiom ot the I'osson and Safe and say, "Here are ten good reasons for guard Pullbaeks revealed Ihe following: working safely". This no doubt will leave quite an impression on the operators, be cause they know these lords (the hands and finger-) cannot be replaced. L Loose tram. 2. Broken or loose stroke rods, j Broken buffer spring. However, to -tress working safely to the 4 Sheared bolts on press mourning. r.-peeator* is not enough, we nmst assure 5, Worn tiller cables. them that the press they are about to run is operating in a safe manner. This can fie accomplished by a daily inspection of punch presses by qualified personnel. Oper ator* arc forbidden lo operate any press un less the safety inspection card is tn the pocket at the side of the press, and has been dated and signed during tite past 24 hows. Operators are al-o instructed to no tify their svpcrvuor immediately of any ma* cbsrw m^ie. The -upervi-c* will then shut of the power ami place a DO NOT OP* EftATE tag c the press. Pwwh Press inspection: The importance ot puarii press inspection cannot be stressed esacetgfe; therefore, rather than tell you what am mngvewte should look for when inspect* be a prevs, ! *01 tell you what our inspec *i Worn snaps and wristlets. Keeping tn mind Otis doe* not indude the * irtou* adjustments made by the inspectors while making their rounds. The (act that imf 2H4 punch presses were taken from production for the various reasons previ ously stated may cause some of you lo won der what kind of machinery we really do hare. Well, let me tell you, 1 am proud <mi happy to say that with our daily tn-tactions, indexed lubrication*, and semi-an imal magnafluxing ot all crank shafts, along with prompt action on the part of the supervtsor. and a job well done by our main tenance department, the Victor Manufac turing and Casket Company has one of the -ufest punch pre* operations m the State if Illinois, X-U^iiui! Nufflv i vni4<<`iS PRESSES -- GUARDING TECHNIQUES By P. F. PICKETT Safety Engineer, Lumbermen's Mutual Casualty Co., Chicago, III . ictor Market Compam ha* J5(J power pres-e* ranging trt-m * tuns to 300 .is. These p;e4t` are used to 'tamp out t,u4.eti and off seal' tc.r automobile-. trac tor*. Uie*e) engine*. l>us-4 anti maenmerv % ictur todav produae* 100*000 diiierent scal ing products--gasket., qd *ah. packing-, which are sold the world o*rr. direct to every automotive and machinery industry ior original equipment, and through thouands of jobbers and wholesalers. To name a few, the various types oi gas kets that go into automobiles are--cylinder head, valve rocker arm cover, pushrod cover oil seal, exhaust pipe flange, oil pan set, transmission seis, rrunil'old sets, rear axle housing cover, spark plugs, water pump and .-.-arburetur, There is much variation in size, trom a small ring gasket that goes around a park plug, to a cylinder head gasket 8* wide x W' long. The manufacturer of such a wide variety t.i types, sizes and quantities of sealing products has created real press-guarding problems. Some ot the gaskets are quite large and very thin, which has made it ex tremely difficult to use hand tools as * tipplementary safety measure to the twohand tripping device. It also creates a prob lem as far as using feeding or ejecting de vices, To help offset this problem, Victor engineers developed * safely device which they called the "Victor Ram Lock". This device is used primarily on Ihe double crank presses, but hs alto been installed on some the single crank presses. (lie purpose of the victor Ram Lock is to hold up the ram in case of a repeat The Victor Ram Lock was developed and >n*iaited on the pre*e* over M year* ago UJid proved very effective until one day, a couple of years ago, the bolts holding the cross bar onto the crank shaft failed when a press repeated. As a result, the operator -iiffered a rather serious injury. \S e again endeavored to operate the prc*c* without the operator having to put Itii hand* tn the danger zone, but routd ic,t come up witli ihe answer. Tiven we <ieiijrti to install an additional point oi op- ration guard on the presses. Victor tried two different types of pull back guards and tMiuui both worked satisfactorily, depend ing on the door space and position of the presses. I he punch press safety maintenance pro -am was -tepped up several years agu. The blanking operations have always been well .jturded with enclosure guards, but a great ly improved enclosure guard *; developed (> the Victor engineers about o years trio. This new guard provide, maximum iiety to the operator, and dses not inter fere with production or hinder the vision if the operator. prewar* are equipped with micro witch tripe plus the pull tack guard?. Some presses do have automatic teed?, others lave semi-auu.tnatic feeds. Air is used on many presses to eject the stock, but these al'ety features are u<ed on smaller presses where the smaller size products are proc ess! Sticks or brass rods are fastened to cad) press by means of a citain, thus providing ihe operator with a handy, convenient device with which to remove a piece tT metal which has jammed in the die Vor has done considerable research on punch press automation. However, as a manufacturer of numerous types and sizes of gaskets, integration stiff prewnts a problem. Replacement parts tor the Ram Lock are kept in the Victor stock room. When new presses of certain types which would re quire the Ram Lock are purchased, the press manufacturer installs the Ram Lock ..) the press before delivery. I fed Victor Gasket Compan> has made i sincere and tremendous effort to solve their press guarding problems, f hope our presentation will be helpful to yea in proiding better guarding for ymtr presses. IT Powtr Press and Purging jfi/iuii ENGINEERING CONTROL OF I FORGE SHOP HAZARDS ' By HOWARD F. HEINTZ Manager, Manufacturing Engineering, Detroit Forge Plant, Chrysler Corp. Detroit, Mich. It Is quite qcnerall^ accepted that the "In dustrial Revolution ' way an im|>onaiit era. Also, most people would agree that mass production is one of the important factors that has helped to build and defend our ! i,|rin {here tic probably very tew urge shops joti could visit and not be able <> spot people who have needlessly lost finger?, hands, or even arms. In many of tiicMi -hops you would also hear of live? nation. Probably less well known, e-pccially which were destroyed. It U true that many to the younger people emenne snrhutrv -* these rises were caused bv caretessnes-, today, are the uticty conditions (hat accom but how many muld have been prevented by panied the early srowth of indn-try. The kejnng safety in mind during the time the shacks which were Tie prelude m >ur ,t'*b was being engineered. * modem day factories were poorly lighted, had had little ventilation and seldom had even the ronotest cxru<e for what we would call a rest room. Needle?* lo m>`, under those conditions no thought was given to proper guarding, physical qualifications, hy gienic condition?, education or other safety engineering principles. Guards which will prevent lingers t*r It.inds from being inserted between the die* r ram during the operation are available in many types to fit practically any appli cation. They usually can be designed in a manner which will not decrease production And might, under certain conditions, even in crease it. Of course yon are probably* all This is no longer true! Industrial safety lamiliar with the two button trip which lias been gaining recognition for a number makes it impossible to actuate a press until of years as being both humanitarian ami both hands are occupied pressing a switch, economical. The efforts of the individuals thereby keeping them out of danger. All and group? who worked for many years to moving parts of the machine, including publicize and gain effective action have been rewarded. However the increasing complexity and technological nature of industry is in creasing the steed for even newer technique' in the application of yound safety principle* belts, pulleys and gears, should be guarded io prevent any part of the body or clothing from coming in contact with them. It can be quite alarming to stand by a Machine and look at the areas which could The forging industry is an old one-- cause a safety hazard, not only to people having originated with the working of iron working on the equipment, but even to some early in the history ot civilization. Neverthe me just passing by. This was our reaction less, most of the equipment you would see in when noting the number of unprotected pu- a forge shop today was developed during the 'ential danger areas on our upsetter*. We post 100 years, although this industry lias leaded to -nvcstigaic the possibility of wfe- probably seen less technological improve .`ikirding this type machine, but realised it ments in recent years than some oi the almost meant covering the whole machine. newer, more glamorous industries. Increas A guard was designed and built for one ing competition in this field hat made it miidiine, which covered the fly wheel, belt* menable that more automation and mecha- .vnd pit and gave the protection we `ought- ( ruration will be required The inherent \iter a few modifications it was finally liaxards must be properly controlled to as* approved and we decided to guard the rest | sure safe operations. The human factor is mi our upsetters m the same manner. Our recognized in all potential accidents, but iiety committee is now making the same safety must begin with afv tools, machine? tvpc analysis oi other equipment in the and methtjdi. plant. In view of thi fact we must take effec The n<e ot tongs often give a faUe im tive action to eliminate the possibility oi pression that the hands are safe; however 23 ios* .\'jliornil ''if'rly Congrc.tr tint i urn alwav? true. The length of tongs -wsbs. rir. -hould always h* checked 10 t?ure ilut when they are inserted in the die? Jo ihe length required, no part of the txvly wiU he between the die? or moving ram. .Mi keys wedge* or other part? of the -et *hould he checked lo assure thev do not (rotrude ( an extent that would be dan;,H-*rr,.n t<> an employee working in the area. Smoke ami heat are safety factors which MMt aio he taken into consideration. It i? important that forced ventilation be used wSicrever excessive wnoke or heat doe* not dissipate normallv. This can be done by * (tiling to the ouiMd* nr. in the case of -moke, a eli-enclosed filtering unit can be tt-ed, Smoke can also cause dangerous con ditions to pipe*; this is especially dangerous in the cae of high pressure steam pipes, due to the reaction between sulfur in the <ij which form* sulfur dioxide when the if is humed and (hen cumbmes with mots* mre in the air to form sulfurous add. TJie acid thu* formed reacts cm the high f>re*urc pipe line* and may weaken them Mifficientlr to allow a break and possible hot steam bums to people in the area. A program for a periodic inspection is neces-*rr to determine when piping should be replaced. Flectrk wiring which it exposed to excessive heat should be protected with high temperature iiwulatign. This type of wiring is more expensive than regular wire, hut it will result in less chance of the in* -illation bdng burned off and causing a Itorf which oouid result in a fire. A safe arrangement of raw stock and the proper removal of flash and forgings from the production unit is important to safety and can provide for more economical op eration. Gravity or mechanical conveyors are quite often used for this purpose, but *t i* a!*o possible to remove forgings which 're allowed to drop into a basket- in a pit hy mean* of an overhead crane. L'nob-trurml and ample aisle space, properly marked, are not only important safety tea* turcs, but add to the orderly appearance of a plant. One of the tools we use in the power train group at Chrysler to help promote safety is called the "Safety Tag Program." The purp jc of this program is to outline and a<igu tite responsibility for various aicty specifications required in the Snstal- laiion and initial production opera{ion of new or rebuilt machinery, tools, process and material handling equipment, which has been moved or altered to assure they are safe for production. In the ease of new equipment, the manufacturing engineering depart ment will specify in the request for quo* tattoos the safety requirement* which are mandatory, such as: company safety stand ards, local codes, state and federal regula tions. It i? also very important that safety as* poets of ail phases of equipment and tool* mg are reviewed and discussed on proposed lA^tmtS during (he engineering and approval stages. This includes anything that would create a safety hazard for operators and maintenance personnel. The safety depart* ment must review the specification of any proposed new purchase from the standpoint of safety and signify his approval by sign- ing the purchase requisition. Upon notice of an item received or an in-plant move order, a manufacturing en gineering representative attaches a red two r*rt safety tag to the equipment. Informatkn is entered on both sections of the tag pertaining to date, time, name of ma* chine and the work to be performed. One section is then removed and forwarded to the safety department The equipment nut not be used on a production basis until the nceexsary approvals have been received from manufacturing engineering, industrial engineering, afety and the production depart* mart The manufacturing engineering depart* merit's approval will assure that all safety specsheattons were complied with. This will be done from the standpoint of maintenance, machine repair, tool room, electrical, sheet metal, millwrights and any other which might be pertinent. Upon approval by the manu* factoring engineering activity, the production supervisor, industrial engineering and safely'departments are notified that the ma chinery or equipment is ready for a tryout. The industrial engineer analytes the ma* chine operation during the tryout stage for any hazardous features aiwl wilf, in the de velopment of production methods, consider the safety of the operator. The safety de* partment wilt make observations during the tryout for any potential hazards to the operator. ' ; t ' I f [ *{ f ; f j . , [ j , ! . { [ E t t [ j j k P-Kcer Prest and Forging Section When all the necessary approvals have been rccicvcd and a representative from each of the departments mentioned previously has signed the safety tag, it ts removed by the safety department and the machine is ready for production. Tf the tryout pe riod discloses any uncafe condition?, the tag cannot be removed until they are corrected. The safety department atone i? authorized to remove the tag and the equipment can not be run in production until it is removed. Our plant management safety committee, at present, consists of J6 members. You a serious head injury from a belt which dtopped off a press mt to his hat Need le?* to say he is a convert today. It is compulsory to wear regular safety glasses or prescription ground safety glasses in at! of our manufacturing areas. Regular vriety glasses are funushed by the compauy and are purchased from source? who itave proved the reliability of thetr product. Karit lens ni prescription glasses mu*t bear the identification code nf ihe manufacturer :n<{ !w (c-ted for adherence o safely viandarils. may question the size of such a committee, but it only emphasise? die importance we place an safer*'. The committee i* com posed of all the department head? in the plant and other plant management people The dd adage about a "person supporting (he things he helps create" hold* quite true nere. AU safety problems are brought be fore the group where they are thoroughly discussed for the purpose of arriving at a vuc'wstul solution. A perpetual agenda is kept on these items and all items appearing on ihe report are discussed at every meeting. Many of you are probably familiar with this test but for those who are not the procedure is a? follows1 Proper heat treat ment of the ten? t* checked with the use (u a polarosrnpe. \f thev past the test, they .ire then "tfrop ball" levtrif by dropping a 'it-ioch steel ball weighing approximately t..:0 ounces from a iright of 50 inches. \i you can imagine, failure of this test antomaucaUv assures thev won't be used again. If they pass the test, they arc ac cepted a* safe for use. As an item is corrected, it i* removed from the agenda and new item? requiring action axe added. Each committee member has an opportunity to express hi? opinion on any matter brought up for discussion, and there is generally complete agreement before a decision is made on (he action to lie taken. Whenever a rule or procedure t? made, there an be no misconception that somebody dreamed it up with no knowledge of condition? in the plant. tf the driver licensing by the state were a? strict as the in-plant electric truck driver licensing, we would tv* longer see those shocking Irathe accidents headlines after every major holiday. First of all. prospec tive drivers are given an extensive physical examination. if (hey pass the physical, they are vent to tfw safety department for in -tractions in the Safe operation of material Itandiing equipment. Then they are issued a learner's permit and turned over to the vttpervisor ol the 'trucking department An example of the committees work was the establishment of a Hard hat program. We knew* there would be tonir complaint* and excuses for not wearing them, ?o it was decided to make the wearing ot a hard hat strictly voluntary: at the umt time it If they show-satisfactory progress in the operation oi this type equipment thev are Mfnt to the safety department again for an oral examination of safety rules. If thev Ias? ihi? test, they continue driving on their learner's permit, but under close observation. was agreed that ail committee member* When they have proven theiT ability to would wear one while in the plant. There was a psychological effect that if we were going to protect cur heads, the fdlotr in tite shop wanted his protected too. drive safely and competently, the safety de triment U notified and a regular driver's license is issued- A follow-up questionnaire is sent to the supervisor at intervals oi one After about a two month trial there were week, one month and two months. If any only a few "hold outs," w the committee of these shows an unsatisfactory report, the decided to make the program compulsory. license is automatically cancelled and they There was very little trouble enforcing this oan no longer drive w the plant. rule. Strangely enough, one of the few f*|- k/w* who offered some resistance in the beginning was one of the tint to be saved The drivers are gives a physical examina tion each year, which they must pass lo have thrir licenses renewed. 25 /Vd* X&iionat Safely Cunprets When furnaces are shut down sn they i*n he entered by the maintenance people tor repair, they mu<t be checked out by the *afetv department to assure they are free of dangerous gases. Then a permit is isMierf to show that the furnace u safe for entry. Before the permit is issued, the safety department checks to be sure the gas tine is disconnected and the power equipment is locked out A large sign is placed on the t'umare advising that a workman is inside and an observer must he m attendance outdde the funure M assure the safety of the (tuple inside. Every JO day* the safety devices on gas fired furnaces are checked by a team coo n-ting uf a pipefitter, electrician, instru ment control man, captain of plant protec* tirxt and a representative of the safety department to determine whether all these devices are working properly. The furnace* .u* set up in an operating condition and then a simulated failure of gas, combustion ;iir or electrical power is produced. If a allure in the safely device occurs, proper repairs are made and another test is made m assure tlie defect was properly corrected. These safety checks also provide an extra itonus in reduced downtime by disclosing ..tiier potential equipment failures. in order to reduce the danger to main' tenance people repairing machinery and equipment, a lock out procedure is praeiiced in the plant. It is mandatory (hat the power be turned off on equipment where work is to be done and locked is the off position. A danger tag is also attached, railing attention to the fact that the equip ment is out of service for repairs and the l>ower is to be left off. \ weekly housekeeping inspection is made t.y a representative of the safety depart ment, accompanied by a supervisor. Since good housekeeping habits are important to miety, much emphasis is placed on the re mits. A grading system of demerits accurding to liie seriousness of the deficiency t< used. Demerits are given for safety vio lation. utilitv waste and pom housekeeping practice*. Any department with a grading >f less than 9S per rent must explain m a letter to the manufacturing manager the reason for the low grading and action which will be taken to correct the condition in ill* future \ letter noting safety iuuards t- sent to the engineering department *o the necessary action can he taken. A key driver, devised by fhe engineer ing department from the evitnder 01 a steam hammer, is used to drive die and saw block keys in place of the dangerous swinging ram. ft is air actuated. It might be of in terest to mention thai a commercially manu factured key driver was designed from this proto-type. It has been established that some physical handicaps may endanger the safety of an employee while doing certain types of work not compatible with his handicap. An ex ample might he the danger to an employee with a heart condition climbing ladders or scaffolds to work in high areas. For this reason i P. Q, X. system ("Physically Quali fied with Certain Limitations") has been set up. whereby an employee's record is medi cally coded for any such handicap. Every attempt is made to fit him to work within the scope of his capability; nor is he to lie reassigned to other work without the permission of both the medical and safety <iepartmem. In conclusion, I would like 10 say that -afety is more than just a "spectator sport-* f have tried to point out some of the fac tors we feel should be considered from an engineering standpoint. Scene of these ideas seem quite commonplace to many of you. hut we believe they are important and have an afleet on the operations in a plant. 1 believe very strongly that safety demands the whole hearted support of every depart ment and persoo contributing to a plant operation. Anything leas will result in an incomplete, ineffective safety program. OFFICERS OF THE AUTOMOTIVE & MACHINE SHOP SECTION NATIONAL SAFETY COUNCIL 1962-63 central t hairmon--.Uai< VV. Lakc, Marnier.Ini(u*triril Hijncrie l.<cpt. Michigan Mutual Liability Co, irciroii, Mkh. l`b>\ Chairman--Dsx F, Beady, Safely & Plain I'rotirtum Fiiyuiecr. The Mas tag Lo. N'cwton, Iowa. Verrefeey--Roecar F, Beeson. Supervisor, Safety and Training, Perfect Circle Corp.. Hger>town Plant, Hagerstown, Ind. /Vugreni Kenneth L, Lewis (Chairman), Supervisor of Saict>, Delco-Remv Div, Genera! Motors Carp., Anderson, Ind,; Anthony Ruzich (Associate Chairman), Group Safety Coordinator, Power Train Group. Chrysler Corp., Detroit, Mich, Sewfictttr Committee--Lrwi* R. Mournso.v (Ediur), Manager-Safety, ACF Industrie*. Inc.. New York, N\ Y.; Johx A, Pauch (Associate Editor), Division Safety Engineer, Metal Stamping Div, Ford Motor Co., Dearborn, MRh, Lngintering Method* and Proeedurex Committee--OtUE J. Pickh (Chairman), Super visor, Safety & Medical Service, Wagner Electric Corp-, St. Louis, Mat John it Hynes (Associate Chairman), Safety Supervisor, Oldsmobtlc Div., General Motor* Corp, Lansing, Mich.; Quinton W. Goooe, Supervisor, Industrial Safety, fniematiottal Harvester Co, Chicago. HI.; Kjnneth S. Hocks, Safety Director, General Motors Corp, Detroit. Mkh.; "Grcxn.e E- Humphrey, Safety Director. Cadillae Xtotor Car t)iv. General ilotors Corp, Detroit. Midi.: Eui.txe C PunH, Safety Engineer, Iowa National Mutual Insurance Co, Cedar Rapids, Iowa; .S'etL McCalluh, Safety Adminotrator. Corporate Personnel Staff, Chrysler Corp, Detroit, Mich.; Donai.d E. ScHArra, Control Engineer, Royal Globe Insurance Cos, Detroit, Mid}- Ldneation and Tramatft Committee--Pun. Kramos (Clalrman), Chief Safety Engineer, Butler Manufacturing Co, Kansas Gty, Ma; Leo A. Johnson (Associate Giairman), Safety Director. John Deere Harvester Work* of Deere Co., East Moline, ill,: F- J. "BeV'Bcxv, Safety Director, Industrial Safety Section, Ford Motor ,'o. Dearborn. Mkh.; Ebwarx W. James, Safety Director, Sundstrand Corp, Rockford, Ilf.; Rosrjrr I Owen, Manager, Security Safety, Knolls Atomic Power Lab, Schenectady, M. Y.; ifuoo Pnusos, Manager of Training, Bendix Corp, Detroit, Mich.: Milton A, Rathctt, Personnel Safety Director. C Hager Sons Hinge Mfg. Co, St. Lorn*. Mo.; Doxals Weltlr, Safety Director. Guide Lamp Div, General Motors Corp, Anderson, Ind, Health Maintenance Committee--DoXAta L. Escheuach (Chairman). Chief, Industrial Hygiene Section, Chrysler Corp, Detroit. Mkh.; Gciald SAmunaut (Associate Chairman), Industrial Hygiene Unit, Ford Motor Co, Dearborn, Mkh,; Robert T. Foster, Manager, Health, Safety and Fire, The Bendix Corp, Kansas City, Mo.; William G Personnel Relations Dept, Owens-Illinois Glass Co, Toledo, Ohio; . O. Prani.*, Safety Director, Dendi.x Products Div, South Bend, Ind.; S Arthur E. SuitK, M.D, Medical Director, NAhohM Lock Co., Rocktord, 111.; William R. Kmu. Industrial H>*ieni*T. Medical Div.. Caterpillar Tractor Co, Peoria, PI.; Pseb Cook, Industrial Hygienist, Bituminous Casualty Corp, Rock Island, 111. Membership Committee--Rosur H. Cross (Chairman), Supermen- oi Satety, fernstedt 1 hv, General Motors Corp, Flint. Mich.; Hajwy A. Tilsos (Associate Chairman), Works Safety Supervisor, Indianapolis Works, Internationa! Harvester Co, Indianap olis, Ind.; JohH E, KaXE. Supervisor-Safety. Temstedt Div, General Motors Corp, Trenton, M. J,; Gilbert A. Skypcs, Supervisor, Safety & Sanitation, Allis-Chaliners Manufacturing Co, LaPorte. Ind.; Frank Countryman, Safety Director, low* Co, Cedar Rapids. Iowa; "Jerry E. Moore, Vice President, Ixiginrenng Corporate Service. Inc, Detroit, Mich. Op'lkf-Jub Committee--Ki*JrT C Reeve (Chairman). Manager. Safety Service* Section. Allis-Chalmer* Manufacturing Co, Milwaukee, W'is.; Howas* Ekxt (Associate Chair man), Safety Director, A. C. 5park Plug Div, General Motors Corp, Milwaukee. Wis.; IiiHK S, Blair. Safety Director. Dark Brothers Co, Clean, N, Y.; "Ralth M. Coe, Safety Director. Goodman Manufacturing Co., Chicago, 111, \tafi Representative--Joi-uil \' \xsickle, Industrial Dept,, National Safety Council, Chi cago. HI. |*aH General Clairman 2S OFFICERS OF THE POWER PRESS & FORGING SECTION NATIONAL SAFETY COUNCIL 1962-63 Central Chairman--Thomas H Bet.i vrd, Safety Mgr, The Dn>t<{ Co, Philadelphia, l*a. I'ict'Chairman--Geoncr R, Qxth, Staff Asst, Accident I'rcvernmn, Ue*tinghousc Electric Co, Pittsburgh Pa, Secretary--E. D Sapjjjl, Mgr. oi Plant Training. Safety and IndmirMl Mvnicne, Ameri can Can Co, New Turk. N. V. Xeursieltcf Bditor--M. R, FraXKux, Safely Engr, Guide La-op Div, General Motors Corp, Anderson, Ind. Assistant A'ewstetter h/htor--K. D. Dell, Safely Adm., Detroit forge Plant, Chrysler Corp., Detroit, Midi. Engineering and Technical Publications Committee Chairmen: far f orgmg--Wiluam H, Berry, SupL, Forge Div., International Hart ester Co, Tractor Works, Chicago, til. For Metal Stamping--Jqhx \ Cnt'tCHtu, Supvr, Safety Engg, Safety Service Dept, Allis-Owlmers Mfg. Co, Milwaukee. Wis. OffAheAob mi PnMiV Relation*--Clyde 0. Enochs, Safety Dir, Chevroict-Flim Mfg. Div, General Motors Corp, Flint, Mich. Education and Training Committee Chairman--Williaro A Dew ky. Industrial Safety Ihv, Eastman Kodak Co, Kodak Park Works, Rochester, N, Y, Membership Committee Chairman--C, C. Drake, Dir. of Training and Safety. Appleton Electric Co, Chicago, III Staff Representative-- ^tir-h S Kelly, National Safety Council, Chicago, 111. Program Chairmen: Par Metal Stamping--R L. Moore, Supt. of Engineers Lumliertnciis Mutual Casualty Co, Chicago, lit. For Fnromg--K, t>, Bux. Safely Adm, Deinni Forge Plant Chrysler Corp, Detroit. Michigan, Members--Wsi. Atkinson, Jr, Coordinator, Safety ICngg. Services Continental Can Ca, New York, S. Y.; (,,, D. Braixeko, Safety Engr, Old* Forge Plant, OhPmobtle Div, General Motors Corp., Lansing, Mich,; Hwh Supvr, Safety i Plant Pro tection, New Depanurc Div, <eneral Motors Corp, Bristol, Conn.; "Gives H. Den-geie, Dir,-Heaith and Safety, D. S. A. L. C- Mhuquernue Operation* othce, Albuf|ucriue, N\ M.; taviNi; C. Ericksox, Area Safetv Dir, ftejnolds Metal* Co, Louisville, Ky., Macku* GtasiEWSKt, Safety Supv, Inland Steel Products Corp, .Milwaukee. Wis., Walts* L. Haxau, Asst. Supt, Engineering Dept, The Fidelity & Casualty Co, of New York, Chicago, III,; Joseph \V. Hart, Supvg. Engr, Liberty Mutual Ins. Co., Milwaukee. Wts ; Frank Havsmax, Safety Engr, Emplover* Mutual Liability In-. Ca of Wisconsin. River Forest, III.; "Edward A. Hbsruer, Dir. of Safety, Oliver Corp, Battle Creek, Mich.; Robert Jordan, Chief Elec. Engr, Minster Machine Co, Minster, Ohio; W. J. KtascH, Supv. of Safety. \Vestinghou*r Electric Co, Denver, Fa.; *T A, Kkaklow, Dir. of Safety, Deere & Co, Moline, III; M. ,f. Me Clrthy, Safety Consultant, Columbus McKinnon Chain Corp, Detroit, Mich.; *JtM Me* Cumaws, Safety Supv, Westinghouse Electric Corp, Sharon. Pa.; Wajuuls A. Peter- SOK, Jr, Peterson Product* Corp, Schiller Park, III,; 'Donald W. Stitt, As*x Gen. Mgr, Industrial Relations, Continental Can Co, New York, N. Y ; Gordon' E. Traxk, Safety Dir., I. H. Williams & Co, Buffalo. N. Y, Medical Advisor--F. I, Yi.-rfu.lat, M.D, Oliver Corp, South Bend, Ind. Former General Chairman PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 21-31, 19(3 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment, The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress Is especially important to you and the other 10.000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the *63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on >:fety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can your most thought-provoking, most worthwhile safety experience in 1963 , . . an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who have safety responsibilities- Other Volumes in this (1962) Series Users of this volume will Unci much value in its companion volumes, which offer the Complete record of the 50th National Safety Congress! Here it the iiih Vol. No. Tit!* Mo 9 10 or Copies more Stock No. i General Settiens and Indei te a|l Volumes % .65 5 .5$ i Aero-space; Air Transport .65 55 j Automotive end Machine Shop: Power Preit end Forging 65 55 022.32--1 022.32--2 02242--1 4 Cement. Querry end Mineral Aggregates S Chalice) end Fertiliser. .40 35 022.32--4 ,65 55 022.32--S & Civic Leadership: Church. Home, Women. Toutk, Farm .10 SO 022.32--6 7 Coal Mining Construction; Public Employe* * 45 55 022.32--7 65 SS 022.32--1 9 Electrical Equipment.. .40 .15 021.32--t 10 Food end leverage; Meet Peeling, Terming t<id Leather Products; Trades end Services $5 022.32-- tO It Guts and Ceramics; Rubber .65 ss 022.32--11 12 Industrial subjects Sessions (AS5E) to .SO 022.12--12 1} Labor 14 Marino , . 65 .55 022.32--(3 ,65 55 022.32--14 15 Metals 16 Mining .65 SS 022.32-- IS 65 ,5S 922.32--16 IT Motor Transport: Transit. , ,90 SO 022-32--17 II Occupational Health Nursing If Petroleum .40 IS 022.32--(S . . .65 55 022.32-- (f 20 Public Utilities 45 SS 022.32--20 21 Pulp end Paper; Printing end Publishing 22 Railroad 21 School an* College, , 45 ss 022-32--21 40 25 022.32--22 to so 022.32--71 24 Traffic 6S ss 022.32--24 25 Wood Products; end Textile-26 arfy Morning Souioas--"Communfeeffan'*- - .65 .SS 022.32--2S .6$ .SS 022.32--2* 27 Public Sefety 68 32242--27 COMPUTE SETS (27 Volumes).. 511.00 any quantity 022.12 All prices sheen ere subject te e 10 per cent discount to Nations! Safety Council members. NATIONAL SAKTT COUNCIL 42S NORTH MICHIGAN AVI. CHICAGO 11, ILL. t.jocHio: 32 1 9 6 2 Volume 4 National Safety Congress Transactions CEMENT, QUARRY and MINERAL AGGREGATES # Beginning the Golden Annivenery Veer of the NATIONAL SAFETY COUNCIL CHICAGO 11, IUIN0I5 50th NATIONAL SAFETY CONGRESS Papers delivered in the CEMENT. 9UARRY AND MINERAL AGGREGATES SECTION CONTENTS Silent Communications in Safety Attitude Development. Howard Ricfenstahl 4 Personally Yours - R. M. fticA/e 5 Haulage--4ntra-Plant Traffic Control Robert J. Weridman 1 Electrical Safety in Quarries George H, Bmbtr 10 Officers of the Cement, Quarry and Mineral Aggregates Section 1962*63 25 Other Volumes in 1962 National Safety Congress Transactions. Back Cover 3 SILENT COMMUNICATIONS IN SAFETY ATTITUDE DEVELOPMENT Hv HOWARD RIEFENSTAHL Manager, Training & Safety, Alpha Portland Cement Co., Easton, Pa. Wc arc in the midst <A u ubulous age \`c medwmieal and wirntinc technologies are exploring deep within ihe earth, under the sea anti high tn space. Engineers teamed with scientist* are developing new productive machines which continually change our way **i tile and work. It U an era .i complex machines and high sjwoJ. Fifty var sv the winning plane m the lir*t Gordon Bennett Ur Kace had an average speed of 4? mile[>cr liuur. Today commercial jets peed at Jl> time? thi- rale. Tomorrow that rate will mure than quadruple However, in this machine-dominated and changing world, men remain the same- To* U* measurement* of the human eye nervous islem and muscle* hcw the same reaction -peed* as iho*e of fifty years ago. Now, a* then, at least 1/5 of a *-fcond i required for the human eve to initiate muscle re*pon after a novel stimuiatson- ln spite of tlieir unchanged and fixed re- -i-onse*. men still play (and will continue tu p!ay) the major role in upcrating the new complex, high speed machines *afely and efficiently. One unchanging fact of human nature allows man tn meet the cliallengcs of this changing world: His capacity to leant, lo communicate, and to adapt. The men meeting these challenges are not Herculean exceptions. They* are typical Americans en joying life and the pleasures of home, work, and sport. Its fact these men are you, and others like you. The value of human life ts beyond precise calculation However, if the whole world were suddenly stricken with overpowering laziness and nobody performed any useful work, the value of human life would rapidly approach zero. It U In term* ot useful work that life makes sense and it i< in terms of efficiency that work increasingly takes on the character of usefulness. One of the moM persistent enemies ot efficiency is die unexpected happening. Mini mize the occurrence of (he unexpected in `. iar pLunt and you can safely bet on an increase in operating efficiency. Accident is tu-t mother word tor unexpected. Decrease the number ot unexpected liappcnmgs m your plant and you will not only increase your operating efficiency, hut also decrease the number of injuries to v.ur employees, if vnu tail to realize the real significance >t unexpected happening* m your plant, you a ill have to reckon with Lady Luck. She may he rough because `he diyhes out the Nut quite a* readily a? -lie doc* the good, In the midst of the ever-inercSfing com plexities or a new machine age, the major problem of people, their behavior, motivation, control, education and re-education--the hu man engineering aspect--takes on new intIKirajire. All of these are necessary tn the execution of a successful and safe endeavor. None are possible without the effective com munication of ideas, attitudes and skills. \nd so we come to the SAD (Safetv Atti tude Development) part of my operation. Safety Attitude Development becomes more and more important as the future becomes the present. It is not my purpose here to delve into the bread communications field. But rather, I would like to emphasize one special phase --to demonstrate herw Silent Communications can be effectively developed and practiced so that its application can spell success to your safety program. The first question you may* ask is, "What in the devil are silent communications "**' Second, if they are silent, why and how can they* be important ? Let us answer the second question first; This will give a partial answer to both. Recent tmiverritv <tudies" indicate a heavy loss or drop off in industrial communication ranging from 35 per cent at top management level to 80 per rent at the worker level The studies sug;i*M that one way to reduce this toss is to cultivate good listening habits from the top tn the bottom of the management line. Previously we mentioned that our big *P *4. National Safety News--June t2-- "!9 Step* to Better Communication." L, W, Walter, >\'emcnl, Quarry and Mineral Aggregate! Section problem i* people. Good human relation*--- every- day association with people and the knack of getting along with them--is a most important factor in good communications. The establishment of u mutual trust can set the stage for effective feedback of informa tion from the lower levels of the industry line lo the higher levels of management. Feedback is achieved not by talking, but by listening--listening to your people. However, people differ in health, back ground. family, education, skills, and intelli gence. Ihese differences call for individual treatment in order to satisfy the basic needs important to everyone: recognition, oppor tunity, security, and belonging. Again, valu able diagnosis of thtse basic needs mat* be made through dynamic listening in order to provide remedial treatment and positive reult*. L'nlike hearing, which is a natural God- 4iven -en*e, listening is a skill of the mind (hat must be acquired by concentration ami practice. Socrates once said, "Nature has given us two ears, two eyes and but one tongue to the end that we should hear and -re more than we speak." An old Chinese proverb puts it a little differently: "The listener reaps while the talker sows." I'm sure that vour experience in the acci dent prevention field ha* already proved the importance of "listening" in order to solve many safety problems. In fact, the four main function.* in the modem concept of management: planning, organizing, training, and controlling, are most dependent on effec tive communications with "listening** a* a valuable tool to tiw success of each. Misunderstandings may arise in dally acti vities creating growing problem*, none of which would have occurred if "listening" were the rule ratlier than tne exception. Bosses have learned that listening pavs off because: 1. It makes the employee* feel important it keeps grievances from becoming big ones. 3, It takes advantage of employees' knowledge and experience. 4 It help* get the nets to make proper decisions. i It result* in mutual respect, PERSONALLY YOURS By R, M. RICHIE Director, Safety and Community Relations, Medusa Portland Cement Co. Cleveland, O. There are, nu doubt, a number or m.h wlto are wondering just what a subject en titled. "Personally Yours," ha* to do with .itety 1 am <ure you will agree that eaten, nr accident prevention, is strictly personal Regardless of the many, varied approaches *e take tr* achieve non-dlsahling injury sccordt--whether educational, engineering, enforcement, encouragement, example, or enthusiasm, it all depends upon the em ployee's personal interest in accident pre vention. It takes his personal awarenes* of the subject to keep him free from injury. There ;irc many avenues of approach to an employee's thinking on his personal ateiy: today, however, we -ire going to Approach it on the basis of personal profeme equipment. IVrhap- *iu don't have ,i problem about the use of perotwl protective equipmentPerhaps vnu have alreadv done in excellent j*4 selling this, or have mandatory safety rule* that your employee* must wear per-miisI protective equipment. Tho<e plants which have accomplished this bv education deserve congratulations. I have but one question to ak those plants which have done it by rule*, "What does the employee do when he is <ure there tn`t anyone around tu catch him.*" L'nlet' he ha- been informed .md convinced that it is for his own proiecnon that he wear whatever type of personal protection involved, he will invariably take the easy way out. Here the spot for "Personally Yours," i'Jiti Sahantii .tj;ety t unytess I lie e*,ru-e gnrn b* the nun-uxrs of personal protective rquipenent are man> and varied. It'* tuo hejiv and inconvenient- It me a hesubclie Tliey pinch my toe*. Fhey hurt mi ever It** tuo clumsy. TTiey're t'*> hot, or too cold, and h> on. You have I-card Them all. Jk> there is no nusunder* .landing, let me Mate that where the use `l personal protective equipment is essential, 'here is no valid excuse by any employee tor noncompliance. There may he fringe areas. However, once u>u have studied the problem and decided that personal proteclive equipment should !* worn, it must then lie wom l* every prrujrs doing that par ticular job But this doesn't answer any questions, became the excuses are stilt with us. We must took farther. We'H tart b> re-examining our thinking regarding personal protective equipment. What do most employees think of when it * mentioned? Hard hats, eye glasses, steel t*e shoes, and other industrial equipment. This i$ the type of thinkies we must grange Industrial personal pvcNacthre equipment is ju't going erne <-tey farther than normal personal protective equqwsent, For instance, when you leave the house for work and it trmks iike rain. >.u will put on or carry a raincoat or umbrella. You might not need it, hut it's there if necessary. Our employees vurrv jackets, boots, robbers, bbnkeu. gloves. and sorts, m ca.-e they get coM, as well av sun glasses, suntan lotion, and light clothing for protection against the hot sun. How many other every day personal pro tective type* of equipment can you think of? N'amuHv, when this point it suggested, the employees argue that it's different, they* can -ee or feel Itaxardous conditions such as rain or snow and wear suitable protection. This iv just the point we are trying to make. They hate admitted that they do wear or 'arry ome type of protection. Therefore what's to different about wearing industrial protection, specifically, head wear. Wearing a luu for extra protection against stones, tooie liolts, dropped tools, and hundreds of other flvmg objects is not so different from wearing a hat against heat, cold, dust, or ram. The hat mav never save the employee from a *eritHi* injury. Uit it will certainly tic him from m,ui> ;i jMiiiful hump on the head. Consider eve protection. Employees wear un giase for protection from the hot rays of the sun. Is this so different from eye protection against dust, acid splash, chipping, etc.? Theyr say it is different because they can see the glare of (he sun. How often have you seen an employee using a grinding wheel with the sparks flying and no eve protection ? The sun's glare and flying sparks are both hazards you can sec and feri. There is absolutely nu guarantee that the sun glasses give any more protection from the nns rays, than eye protection does against industrial hazards. Yet, many employees who wear sun glasses without question never wear eye protection. How about foot wear? What employee lias never worn rubbers or boots in rain or 'now, or the correct sport shoes for basket ball, baseball, football, hunting, fishing, or any other activity. These different kinds of shoes are required special equipment, but they are also a type of protection against cold, wet feet, slipping, being stepped on. or Mapping on.sharp rocks. Is this any differ ent front wearing the proper foot wear at work? Who can tell when any .if a thousand foot hazards will develop. From feet, let's go to liand protection, where gloves of every size, shape, and malerial are available for a hundred different uses. The most common is the use of gloves to keep our hands warm--a form of per sonal protective equipment known to almost everyone. Women wear gloves because they're stylish. Then there arc baseball, handball, driving, gardening, housework, and various other types of gloves. Special equipment, that's different? I don't believe so. How jften have you participated in any of these .vetivities without using gloves? They can be vSoa* without gloves, but It Is outer sad better to use them. Doesn't this apply to industrial jobs that require gloves? They can, and are being done without gioves, but, wouldn't it be better and safer to use them ? 1 am ure jou now understand the pome I'm trying to make. Industrial personal pro tective equipment isn't any different from everyday personal protective equipment Sell this idea hard, explain it to your workmen, and let him present his excuses. Find out iii* favorite itobby and convince him that industrial pervaal protective equipment isn't any different from any of the equipment !<e uses for His hobby. There are hundreds of examples, And them, and use them. ^Viiienf, Quarry and M t'nerai Aggregates Serftan If this doesn't work, maybe we can try mother approach in some ways personal protective equipment is similar to certain tvpes ol guarding. Every* employee approve* ni mechanical guarding, so we have verylittle resistance on this point. We guard moving machinery primarily for two rea- ons; To keep the maclunery confined inside :t definite area, and to keep unwanted mate rial and personnel from altering into the -ante area while the machine is in operation. Occasionally, we hear of grinding wheels, fly wheel gears, pulleys, or motors, breaking up and Hurling their parts through space, injuring an employee. These flying parts might hive been stopped by the proper iiurcis and prevented any personal injury. The opposite of this is when a workman, through some unexpected movement, leans against, falls, or is pulled into unguarded machinery and becomes injured. Properly guarded machinery would prevent this in jury by preventing contact with the moving machinery. How is this similar to personal protective equipment? Aren't there certain types of personal equipment designed to keep imployees from becoming "free-flying ob ject*," and injuring themselves when they com* in contact with a solid object. How ihout safety belts with attached life tine, car dropper belts, auto seat belts, and others? We don't normally think of our employees Hang the "firing objects," but under cer tain conditions they are forced to behave in ;ni unusual manna. Reversing this proce dure, any free-firing object that happens to come in contact with our employees will foil harmlessly to the ground if stopped by the proper personal protective equipment I mas be stretching the point, but no more titan some employees when they give their reasons for not wearing personal protective equip ment. I have attempted to give a different ap proach to the justification oi personal pro tective equipment both on and otf the job. I liope these arguments will help your em ployees to see the light. However, I'm afraid there will still be a few holdouts on the basts that tt t* uncomfortable and inewi- senient, regardless or the points you have made. When this happens, there is one last reason no employee can dispute. If he i# mlured in an accident that could have been prevented by protective equipment, isn't lvmg in bed for a week; a month, or longer, inconvenient? Isn't an arm or foot cast in convenient ? Wouldn't the toss of an eye, a hand, or a foot be inconvenient ? Everv employee who gets hurt, believed it couldn't happen to him; but it did. There are many things that are incon venient, It is inconvenient to have to work when we want to go fishing, play golf, or go to a ballgmne. It's inconvenient to get a fiat tire; or o run out of cigarette*. Life t* filled with various types of inconvenience*, but we put up with them to satisfy our needs or pleasures- If our employees can team to regard the alleged inconvenience of utinv personal protective equipment as a protection against a greater inconvenience, they will gladly wear it. "Personally Yours" is for those employees who really believe that acci dent prevention is better than compensation, HAULAGE--INTRA-PLANT TRAFFIC CONTROL By ROBERT J. WERFELMAN Hartford Accident & Indemnity Co,, Hartford, Conn. The relationship which exists between acci dents and the cost of operating has tong been established. Accidents result irom the same conditions which are responsible for damaged equipment, waste, delayed schedules and ultimately dissatisfied customers. Effec tive management, through trained supervision aware of its responsibility for the control si the equipment, material and people pecul iar to their operation*, wd! reduce such lenses, therebv increasing profits. The safety nan's value in management Has increased, as management t$ able to realize increased profits from the control of these conditions. A- every other member of a business organization, the safety man i valued by 7 !>**' A'ari'Wu. `jvm i~:<nvr" nWvgtjnctiJ u tt-e degree 'ti*l Iw r.mlnb- type who has ihe opposite record. The ret to tl*r **f*II upr?tw, either bp i f^terjiled *i*i \*frr<! *ieie |tfoduroatt npyhead, s*t *<p i* **-jwT*<#. * i/ahicd lemtar v**n To my s!.l nvt we* ..* i* T>p*iuWe tu i* Ur w<Mr. -ys l*ut*dae < -j.(- p- f eev wtaufted 1 b* * siim oxu -bould W 'i* ,*riUi ( )** i*iw*w effort K* afntt - - tifirniiiia irmrird. while. at the fttnr tstir rlimtfutip* the hazard. H.<uhu;r -wd ile nra-pifK tranrporsa&ow >1 maims) it, and will contmoe lo be, a prime facir* a> U>e arriAmt frequency ami tirriiy rate* u{ thi* iJx%*cfL There it a -imyk r>-a'**o for dt. ftperators of mebtk njgipment are, (o a great extent. free of the mmctiatr vopenum* which characterizes hie job environment of other employees, t Veucquenrly, thev escrow a greater degree ns independence over their owa artions, are nv.re e*posed, and must react to the un thinking action oi ixherv Viewed at this light, it seems obvious that the selection and trawling of operators is the very basis of an effective accident control program. Sty personal experience, m reviewing the ard is motivation in action Training consists of providing the new employee with the informatKct necessary to the correct jerformatice oi fu> dune* Train- mg s- nut effective when generalities arc uwd; it should he specific and dreaded, from the items to be checked during ptv-4iift m'peaion of else vehicle, to ihe i*re-cntNl manner of braking on full* Tratnmg an-i re-pansilkJity go hand-in-hand. The driver who is regularly assigned to a vrfucle with which he i completely familiar feelt the weight of this respooMbtluy. Hr will aJ nSkt defects as they develop, and anticipate many conditions which could re*uh m more extensive repair work, if ignored. At with tlie selection and trammg of op erators, the selection and raiattraascc of equipment should be the mob of detailed jJb requirements and maraalactuffeeV eeeoramendaucexL. Coordination between purchas ing and production is extrandy important ; maintenance should he ecttuahed- The feel ing of laving participated in thr seferrkoi ot a piece of equipment manifest* itself in a more direct responsibility. widettt records of companies engaged in Lamitmg my nnntn to haulage and imra* Mich operation', is iliat great deal more plant transportation, I would like to ask emphasis must tie placed upon: the selection, why--with the equipment available today- training and leading of operator*, and the are second-rate roadways tolerated? Exces selection and maintenance of equipment, in* sive grades, short radius turns, narrow eluding roadways and site facilities. Select straightaway*, depressions, potholes, spillage, ing the right man for the job requires that and poor designation could all be included. we know, in detail, what he is to do. We The operatwo which places the best qualified must then determine the fitness of the pro drivers at the wheels of (he beat selected spective employee for the job by availing and maintained equipment will have the best ourselves of all information we can rind: accident experience. job references, his non-professional record, a pre-employment physical eximination--not a general physical but an examination spe cifically aimed at eliminating applicants un fit for this particular job, and Anally--road testing. Remember, this man will be driving around several thousand dollars of our money. As safety men. we took for ways to moti vate people and, for that reason, we should teeogniae when the motivation to act tit a prudent and cautious manner already exists. It is reasonable to assume that a prospect who ha* indicated by his record that he does act in such a way, wilt continue to do so on the job, Probability is in our favor, and certainly--he is a better prospect than the Perhaps some of you feel that such genentities do not contribute to the tofution oi the accident problem. I am convinced, after reviewing a good ssaay accident records and reports to management from safety men. that they could, if given time, develop a list containing hundreds of the "do`s and don't*" appropriate to quarry and mineral aggregate operations, if we are to success fully attack the problem, we must isolate those basic conditions: Many coosdenCMus safety programs end the year with hundreds of accidents on file, hundreds of accident investigations made, and hundreds of cor rective actions taken to prevent recurrences. Vet, management is left with the feeling that there will be other hundred* of acci- | . i ! t f I j Cfinirtt.Quorry and Muunji ./pyreya/vx icihan knt* w tie tears to come. Such a feeling 't i muralw* will not urge management to work harder to exercise control. >pmiT >kt not provide the generalized kor-wicitte oi an operation which permits nahtnw n to anticipate and eliminate <mn- tio-w which Have caused accidents in the -u-r which will rau>e them to in (he W-5WY It are to offer anv reasonable *y* i rwrtmc mo* `-r dumm-hmg tne nutn- 'vf *,t putemiai amdenis. we mutt get to *1* om- tb* cicniition responsible. For ,w/\ w'er* m have beer, analyzing in tunes fw| acndrtK- m a variety of vrayf, InOwig to ooe-.ver a relationship between them utnrb lead lo a better undcr- oandiftc of ahv arcidents happea Gen- rnlli, thr~* ar&htei have fallen into three categyrie- Ul Description by the type of mtury tmuived, (2) Inscription by the part <>i body affected or f3) Description by acci dent type. Let us apply these method* of ana/vsis to the typical accidents which actually occur in a quarrying operation. Accident No. 1--A nun slipped, fell, and wrenched his back as the result of an oil !ick which had accumulated beneath an overhead crane. Accident No, 2~ man burned his hand removing a radiator cap, after the motor of his truck had overheated because of a broken (an belt Accident So, 3-- An employee was hit in the eye by a piece of metal at he *va driv ing out a "frozen pm." An analysis by the type of injuries flul occurred would have: 'train in Accident No, 1, burn m Accident N'o. 2, and puncture in Accident No. 3. There are no common fac tors and no real dues as to effective cor rective action. An analysis by the parts of the body affected would result in thi; de scription: tack in Accident No. 1, hand in Accident No. 2, and eye in Accident Xo, X Again, there are no common factors and no effective corrective action is suggested. An analysis by the type of accident would result in the following classifications; fall on the same level for Accident No. 1, burn for Accident No. 2, and struck by flying object for Accident No. 3. Again, there is no common factor. We end up with three separate accidents, requiring three separate corrective actions, and with little satisfaeiKjn that v,e have minimized our exposure 'o other accidents identical to these three, ITie corrective actions indicated by the preceding anal,vies normal!) would be some thing uch as: Accident N'o, 1--Improve Iwuvekcepmg and keep the oil pot* cleaned up. Accident No, 2--Instruct operators rn due `.lie and proper procedures to follow- under Mich circumstance*. Accident No. 3--(joggles should be worn whenever there is a likelihood of metal chips flying about. It followed fait; 'ullv, these corrective ac tions will probably eliminate this exact ripe <>t accident in the future: but do they rally Anticipate accident* by recognizing the eondiiions which will be responsible for them in the future1 I do not think so. Let us return to equipment, material and ficopfe, which we discved earlier at an effective means of controlling accidents through the conditions responsible for them. Analyzing the accidents in terms of equip ment, material and people, we find that the maintenance of equipment was involved. The questions suggested by this analysts arc: Why did the overhead crane leak oil ? Why did the fan belt break? Wliy did the ptn freeze up? Why had the driver done such a foolish thing as to remove a radiator cap from an overhated * ? Why had the employee used a drift piti which would splinter, to drive out an other? Thr final corrective actions suggested hv the analysis of responsible condition* are'. 1. All maintenance procedure* be re viewed. X A more effective mean* of communica tion between production and maintenance lx established. 3. Pre-shift inspection of alt equipment. 4 Maintenance work should be performed /wily by trained, competent people. Alttiough the effectiveness of the corrective actions employed in the three earlier analytes j* not disputed, it appears reasonable to assume that improved maintenance proce- 1962 h'tttiunul .Sfl/rfy Congress dure* will eliminate many accidents winch lave not yet occurred, as well as those simi lar to the three experienced. One objection to setting up a systematic control program, frequently encountered, is 'we're not really big enough." Actually, these ,<ep!e should be saying that they are not really big enough to afford accidents. Every dollar a small business loses as a result of ;m accident represents a larger portion of the profit than in a larger company. The unthinking reluctance to initiate a control program often overlooks such basic items is tire inspection and control; many flirt* could not tell you the mileage of different types within the same brand. Many com panies have little or no idea of the ways ni which a trained lubrication man can save litem money by systematically checking trouble spots. The effectiveness of any accident control program is ultimately dependent upon man agement's conviction that accidents are cost ing them monev. Certainty, humane con- -ideratioti* arc important; but the survival of a business is dependent upon its ability to show a profit. Personal injury accidents are numerically insignificant when compared to other accidents that result only in dam aged equipment, downtime and other wastes. The plant engineer and the safety director are both working towards the mc end, elimination of those conditions which cause accidents. For the purpose of this paper, I have defined accidents as any unexpected occur rence or even which interfere* with the orderly process of production. Ultimately then, management must place the responsibil ity for controlling accidents on those en trusted with the responsibility of getting the work out. Accident control is operations control. This will mean a new responsibility for many supervisors; they must be made aware of it and trained to assume it. Once aware that accidents reflect upon their ability to get the job done, good supervisor* will do what i expected ot them. ELECTRICAL SAFETY IN QUARRIES By GEORGE H. EMBER Chief Electrical Engineer. Marquette Cement Manufacturing Co., Chicago, I1L ludu.trial KJwtrim! yatru is .sheeted by the following tl:rc bai< cmsidcrotions: en.dueennsr dcsisn, maintenance program, and operalrrinai procedure. The quarry'* safety (olenitat is aliened by the feature* incorpo rated in the original design, and a planned maintenance program is required to ascerum ttint the design safety features are in oinittion to perform their function when .tiled upon by some hazardous situation. The operational procedures must provide the necessary- direction and guidance for <afc productivity. It should be noted that im proved equipment protection also provides additional pertonneS protection. Personnel hazards of electrical ongir in quarries generally are due to electrical shock ,md uncontrolled detonation of explosives. The electrical shock hazard can be caused h** electrical faults, equipment contact with nearby circuit*, and lightning. The h*wu-d <i us,irrti(r. Itcd detonation of explosives can ''ur where electric blasting methods are u-etl and can be caused by misfired explo sives, and premature detonation. The potential hazards of electric shock are much more prevalent than thn*e from electric blasting and thus will be discussed more in derail. High voltages may r-ecur between the electrical operated equipment and the earth from an electrical fault in the trading cable, motor windings, electrical connection*, or C*mer transformers on the equipment. A similar situation ran occur if the equipment contacts overhead power lines or strike* through the insulation of cables oo the ground, The electrical shock hazard to the quarry personnel is that he might famish a path for the current from the equipment to (he ground during electrical fault, contact with power lines, or lightning strokes during a *tn>rm. 10 . emrnt. Quarry ami Mineral ,-tggreimtrr Scr/i Experience lias diown that a small amount of electric current, a* iiule as 1/S or s Ampere tor one second, can cause death. A much smaller amount cm cause the loss of muscular control. These low currents can How through the human body at voltages as tow as 100 volts if the skin is moist. Such itatisucs establish certain design criterion; 1. .Not permuting a person to be momen tarily exposed to 100 volts or more 2. Continuous shock hazards of even tower vUtagc rliould automatically remove the puwer. Such shock hazard voltage limitations can <>nlv pc accomplished by means of an ade quately designed and maintained grounding -y-tem. It is important to note that whether a grounded power system is used or not, it it imperative tor the safety of the personnel to have thorough grounding of equipment and structures. This can only be accom plished by means of a good plant grounding -vstem. The plant grounding system consists of connections to earth and interconnections ot 11 ground connections with structures. The earth connection i` the most important since it must have low resistance and often is the most difficult to obtain. The ideal ground resistance would be of zero value, but this is impossible to obtain. Therefore, one should strive for the low values required for a particular system. .'?ince the shock voltage is a product of fault current and ground resistance, the ground resistance required would vary inversely with the magnitude of the potential fault current. A good design would be to have an earth resistance of one ohm or less ior large substations and generating plants; /or small tations and industrial plants one should strive for 5 ohms, and for isolated situations, obtain 25 ohms. A low resistance grounding system allows sufficient current flow m the event of accident to insulation, (o insure proper operation of circuit interrupters, such M fuses and circuit breakers, and also pre vents the voltage between (he conducting body and ground from rising to a dangerous magnitude. Earth connections are obtained by means <>f grounding electrodes embedded in the earth and interconnected by a ground bus network. Equipment frames and apparatus (.iiclu-urc- -ire ir*nmvln| in the ground hits ny mnuiv nf a xrounding emidurtof and tir N I- C. require* -v yr*en mlnr rode tor llnnnductnr. A cnmimtntt* underground metal lic water piping >Metn provide* a very- good grounding system Utilization of this type I grounding ,*tem require* consideration of cathodic protection. The coordination of -ate grounding system and pipe *i*e of underground piping *ytem t* given in the iatlowing table; vie of Grounding Connection AW Cl Sue of Water Pipe 8 ft- 6 Hm 4r 2 V4" i/D \ym 2/0 2* 4/0 2*5' Small piping size must be supplemented villi grounding electrode* to provide an ade quate system. Ground electrode* can be metal structure* or devices installed foe iher purposes, such at metallic piping sys tem, steel piling, etc., or electrodes specifi cally designed (or grounding purposes. Ground rods are usually 8 to 10 feet long ,nd H or H inches in diameter and are usually driven by sledging. Rod lengths are increased by being joined together by pre*s ni coupling*. A gasoline hammer is a con venient portable field tool for driving ground rod*. The desired low value* of resistance from cround bus to earth is the most difficult to .^certain. Several theoretical formulas have been developed ior calculating the resistance to earth of the grounding system, but thee -hould be used only a* a guide and the actual results determined by field lest meas urements. The resistance from ground bu* to ground is principally influenced by soil resistivity which varies with moisture con tent. soil material depth below surface and temperature, tt i not necessary to obtain precise measurement* of earth resistivity, but only the general magnitude v design arrangements can be determined. This value should be checked periodically to determine it it ts adequate for all year-round condi tions that might be encountered. The most common method for measuring ground resistance u*e* two auxiliary elec trode* in addition to the nne under tet. I! /W Sttti.mai Su/V/v r'*njvfr 1 hew measuring method* are t Fall of potential mrthiri J Three point meiiio,| .3. Ratio method. The procedure! for measuring the ground remittance are published in various bulletins In rqtitjwnent manufacturers, S'rofettor H, B. Dwight has made con'tiierable calculation* and chant for ground remittance*. Hi* dart* `how that the rod resistance is ver> little affected by ground nnj diameter. The chart* alo show that lung rods are more effective than short. Similarly, wide spacing of ground rods is more effective than close spacing. Professor 1 Height's chans indicate quite definitely that itie minimum resistance obtainable with 10turn ground rod* spread over an area is dependent only on the dimension* m' the area. around area ami the maximum conductance i a group of rods of imlirmtcd number. The ground connection is equivalent to a re-isior connecting the electrical svstcra and the earth. This resistance is mostly confined within the immediate volume of earth sur rounding the grounding electrodes. This re* uMance like any other resistor can be liamaged by excess currents that pa** through it for too long a time. The current pacing through it heats up the sod and clanges its resistivity. The current-carrying capacity of the grounding system anm be considered in designing the grounding *>* lent. This requires consideration of three types of loading: 1. Low magnitude fault current* of long duration. 2, High magnitude fault current* of short duration. 5 High magnitude fault currents ot tong duration. > Ground fault currents passing through the ground connections will rai*e the soil tem perature. If this temperature ri*e is of ufficimt magnitude and duration, it will decrease moisture content and, thereby, in crease the soil resistivity. It is impracticable to accurately calculate these changes of resistivity, but some practicable methods can f< used as a guide. One an utilire values of soil thermal conductivity and 1*5 loss, which is dissipated in the earth, compared to the total of the grounding system. This will give some estimate of the drying out rrom fault current. High magnitude currents of short duration <to not permit heat dissipation by the process of thermal conductivity. One formula com monly used is: 6-24 i*pt H ------------ S The ground re*i*tance of one dnven ground rod can he measured and then re* ierred to Figure 1 which sitows "Companton of conductance of many H inch x 10 foot ground rod* spread over an area with (he conductance of a single rod." This chart gives the number of ground rods of the >m dimension required in a given area to htain a desired resistance. These curves indicate a dn*c correlation between the Where is temperature rise i 33 current density p 3 specific resistance 0 ~ specific heat S " density of soil 1 = time The utilization of the amount of watt sec onds to he dissipated i* the best guide for systems design. *' t j | Cement, Quarry and Mineral -dwreqaits SetUtm Grounding electrodes and bus should be of non-corrosive metal and either buried or dnven into the earth. The ground bus inter connects the ground electrodes and, thereby, provides multiple ground path resulting m substantial reduction of ground resistance. Various formulas are in existence for cal culations of resistance to ground, depending on the grounding configurations. A proper!'- designed ground bus effects a continuous path of low resistance. \ ground bus of sufficient carrying capac ity should run completely around the struc ture about 1 foot below grade, The ground bus should be of soft or medium hard stranded bare copper conductor. The ground bus should be connected to each column of steel structure, and should have t*vo paths to ground bv having electrodes at interval* uf 100-200 feet, or le** Each door of multi level structure *hould have it* own exposed ground bus and he connected by individual grounding conductors directly to the ground bus. AH grounding connections below grade should be made bv brazing nr thermit weld ing. Connections of dissimilar metal* <houtd he made above ground. (round bus size must be determined hv the magnitude ot fault current and duration of fault with maximum allowable tempera ture size. Various formulas arc in existence for calculating ground bu* size, but a good rule is that the current rarrving capaeilv shmild never be less than 25 per cent of the highest continuous rating oi any equip ment. Generally 2/0 ts adequate for large motors *rd (ctienlor; 4/0. (or small sta tions and industrial plants; and 500 MCM, for larger stations. Frames o permanently located rotating machines and metal enclosures of static equipment should be individually connected u ground bus. The ground connection should l>e the same sue as the phase conductor*, but not lest than No. six or greater than 4/0 AWG. Transformer* and switch gear should have two connections to the ground bus. Neutral circuit conductor*, such as the wye connection of a three phase trans former, should be made through a conductor not less than 25 per cent of the phase con ductor. This protective ground connection should be separate from the transformer station ground bus. It ts preferable to ground metal fences surrounding transformer station to live sta tion ground. A ground conductor .ipproximatrlv 1/0 -hould be installed About 1 foot below grade and 2 sect out*ule the tenre: it should completely cnein** it. Owner metal fence post* and those adjacent to ground rods should be connected tr> ground bus. The necessity to obtain reliable and continuous ground comecttons require* good mechanical construction, supplemented by frequent con struction inspection All ground connection* above grade should be inspected v early. The existence of bedrock near the surface or rtxuiderable sand requires a counterpoise grounding system constructed ot buned hori zontal wire*, cables or metal strips. This tvpc of grounding introduces inductance and the effectivcnc** of lightning discharge * an inverse function of the inductance. Thu.*, the desired design is a number of welt `paced `hortrr `trip* in parallel, rattier than fewer, but longer strips. The depth of the strips is not critical, but should be lit to 46 inches below grade. Soil resistivity can be reduced considerably depending on us composition by means of chemical treatment, such as odium chloride or magnesium sulphate. The chemicals are placed around the grounding medium in a circular trench, hut not in direct contact with the metaJ. Hie effectiveness is increased bv saturating wiih water. The chemical treatment must be renewed periodically; fre quent ticid tests should be made, and a record compiled, tn determine the** retreatmcm period*. 1 he mobility of electrified quarry equip ment causes the greatest concern of safety, both to personnel and equipment, because of the improbability of portable equipment be ing adequately grounded by the natural means of its own weight pressing upon the earth. The small electric shovels with rating* up to 125 H.P. generally u.^e 440 volt motor*, ^hovels with main motors ranging from 125 H.P. to 450 H.T. generally use 2200 volt or 5810 volt machines. Stripping shovels having A-C motor*. 600 H.P. and larger generally are 5810 volt* or higher. This portable equipment operating at the variously mentioned high vottage* U supplied with electrical power through portable cables permanently connected at both ends. The utilization of a portable cable with onlv three pha* conductor* ifoe* not provide any positive mean* "i frame grounding, and IVfiJ Motional Softly L'ongrers thcrctf**, must depend upon earth contact with the machine ireads for an unpredictable ground resistance. The machine should be connected to the transformer station (round by using portable power cables with ground wires connecting the ends 10 the machine and -tation ground. The two most important factors affecting shock hazard are: 1. Magnitude of fault current. 2. Resistance from machine frame to ground. The magnitude of the ground-fault current <s determined bv the power supply voltage acting cm the iault-cirnm impedance. Th normal power system impedance of trans formers and cables is by necessity very ivmali, and thus the fault-currents could be very large. A lower magnitude of faultcurrent can be tibiained, without sacrificing any machinery* performance, by introducing a grounding impedance in the transformer vcondary neutral- h is preferable to me a resistor for this grounding impedance in place of a reactor since there is leu risk of insulation failure i ram high induced voltages produced by arcing grounds. The resistor should be de signed to carry the maximum fault-current ronstnuously, preventing burn-out and loss of protection. The ohmic value must be large enough to keep the current at a normal level to that low fault current won't actuate the protective relay and trip the power circuit breaker. Too small ohmic value of resistor would raise the shock voltage hazard which we jie attempting to prevent. ft is desirable to keep the maximum ma chine shock hazard at less than 100 volts. Thus, a 400 volt system would require a 53 ohm resistor and a 4160 valt system would require 06 ohms. These values limit the fault-current to 3 amperes, sufficient to prevent trouble of ground fault relaying. These shock prevention methods require a return circuit from he machine to the grounding resistor at the transformer of I ohms. This can only be accomplished by utilization of one or more ground conduc tors m the portable cable. The grounding resistor should be well constructed with all joints brazed or welded. Insulation to ground should be provided for at least the maximum phase-to-neutral volt age of the distributing system. The power dissipated hv a 2i ampere resistor on a 4160 volt system is approximately 60 KW, and on a 400 volt system, it is & KW. Thi* power is given off as heat and any resistor and its enclosure should be designed with due consideration of the temperature rue. The protective ground svstem for the port able machine circuits should be utsulated from the main substation grounding system with the *ame insulation level applied to the low voltage circuits, and grounded at an adjacent separate grounding connection. These two grounding systems should be separated by at least 50 feet and should have no interconnections, such as metallic pipes. Any targe station tault-currents, not controlled by the local system design, flowing into the station ground resistance would elevate to a high voltage all equipment, above ground, interconnected with the main station ground. Since the portable machines would be frame grounded through ground ccodufors to the station ground, their frames would also Be elevated to a high potential, creating a serious hazard. Where transformers supplying the high voltage mine distribution system are deltaturmected, it is necessary to establish a neu tral point lor grounding. A zig-zag ground ing transformer can be added sad eceseeted to the three-phase line and the neutral established through a current-limiting re sistor to ground. The impedance needed to limit the fault-current to the desired maxi mum value is provided by the neutral re sistor. The grounding transformer should be insulated for full phase-to-phase voltage to ground and its windings should be capable of carrying one-third maximum fault-current tor tlie same time period as the resistor. An undcrgrounded-neutral elconcal system is not recommended, but if it is used, it should be equipped with ground detector equipment. The equipment should operate to de-energize automatically the entire serv ice to all portable equipment, upon the xcurrcncc. of a ground fault anywhere in the system. A gr id fauit condition in this system produces substantial voltage from the eiectnc-system neutral to ground. Thi? unbalanced system would react through po tential transformer and voltage relay to trip the main circuit breaker. The portable ma chines should remain at ground potential by using trading cables with ground conductors and connecting the machine end to the frame 14 Cement, Quarry anti Mineral .-twretjates Seehnn and the other end to s reliable driven qroumi The metallic rrmnccti'-n between mnt.de not to exceed 10 ohms. diuipment and the transformer station mu'i The safety in the electrical distribution remain intact and of fnw impedance; this system depends on reliable operation of auto requires liberal sized ground wires. The matic protective switching equipment when design of these quarry cables or overhead ever ground fault current is detected- The circuits reouires special consideration. Portground fault current u limited by the ground aide cables must provide and contain the resistor and, therefore, will be practically following charactcnMic?; i of the same magnitude throughout the entire distribution system. The desired selectivitycan only be obtained b> depending on the element of ume. All protective relay equip t. Adequate electrical properne*. 2, Flexibility. 3 Saiety m handling. ment must be sensitive to current magnitudes of about 1/3 the solid ground fault value, it is recommended that circuit switching be accomplished by means of circuit breakers, with each one timed out tor tripping ap proximately Vi second later than the circuit breaker ahead of it. Where two or more separate feeder line* are taken from the substation and it i* desired to provide selective over current and ground fault protection, a circuit breaker will be required in each circuit The ground fault relay current transformer is connected in series with the current limit resistor and should have the same primary current rating. The feeder circuit over current protection is provided to protect the feeder circuit m event of excess current. The circuit breaker should have adequate continuous and current interrupting ratings. Another important con sideration involved in the design of protec tive grounding systems is the security from 4. Physical tountmesv S Resistance to wear and chemical re action. The trailing cable of the large mobile cwtjpment should include protective ground TT-mluctor-s. which are distinctly different irr.m the phase conductors, and collectivity equivalent in the current carrying capacity t a phase conductor. It is preferable to u*e a rubBer-mutaic<i three conductor cable with ground wires m the interstices, copper Braid for shielding and a heavy reinforced outer jacket of neoprene, which provides resistance toabnvsion, 238 strand, type SH-D, and generally in 1000 feet lengths. The copper braid for shielding over the insula tion of the power conductors reduces voltage ^tresses on the insulation and the effect of corona. This braid also gives some protec tion to the men handling the cable in case there should be a short circuit. hr* hazards. The energy liberated at the When large areas are being mined m point of fault is decreased by current-limit (datively short time, thus necessitating fre ing neutral resistors, and in turn, eliminates quent movement ot pole lines, the distribu the shower of sparks that results from elec tion system should use Mine Power Cable. trical fault conditions. This cable is similar to the SH-D except it The above described power distribution is less flexible, having only 37 strands, less \vstem and associated rapid fault isolation wear resistant and less expensive. This t\pe equipment will provide the saiety for a single of distribution system is more portable and ground fault. This protection is largely lost provides less line voltage variation. The if more than one ground fauit occurs simul mine power cable may be made even more taneously on different phase wires. The indestructible by using a steel armor, but I frames of any equipment, or a ground system the increased weight for handling is a con \ resistance at only a tew ohms could still siderable problem. Most modern open pit be a large part of the total fault impedance; operations use cable entirely, with mine thus dangerous voltage could appear between power cable between transformer station and earth and the ground wire or the frames final cable skid circuit breaker, and from of the equipment connected to it. The ben this point to the shovel. SH-D cable. The protection is to be very liberal in the selected cable sizes range from Ko, S to 4/0, de insulation level of the system and to have pending upon the horsepower of the mobile frequent tests of the portable cables since equipment. the majority of faults originate at this In metal mines and quarries in which the source. mining area does not change rapidly, the 15 j'/fi.* XtUifiwl e'onnrr.r.' Ceuirni, iTwirrv iwtd' \futernl Aiqreaaif* Sfftinn tijj-h uduce pf-wff lines are brought to the <>f the area by permanent r *. atwl ,\ie also curried mm the mum in the same mourner. Mine power nf pre-assembled aerial cable connect from these lute* to the portable ^hid circuit breaker. The pre-assembied .iliect tile cable interior and may damage the shielding and grounding safety features. Ihe maximum working stress should be limited to 12 per cent of the total breaking strength of tlte conductors, which gives a wifely factor of eight to one. 1, Half wave rectifier for providing ap- proximately 30.000 volts DC for test purlooses- 2, Control panel tnr adjusting output volt- age* with necessary meters tor indication purpose*. power interruption, provided hv a ctmul breaker ,n the transformer station. Tin* muin-diovcl qiiarrv requite* a selective tripping system so that onlv the latilted feeder for one shovel has tbe power interruption. This requires a portable type of intermediar> nat cable i composed of three single in Severe bending disturbs the internal cable 3, A "thumper" component consisting o,,f -witch house. Similarly, a single shovel itiated and shielded cables. * messenger design bv causing wire breakage, kinking a ire and ground conductor, all bound to- ,md uneven allocation of stresses. Multiple a discharge gap and a capacitor, which iiss operation with a lengthy distribution system used for fault location. would require a nearby means of intemiptins seiner- This cable provides the low voltage regulation at the three conductor cables and - 10 in*tall and salvage. There are various types of portable rabies hut the SH-D U probably the best designed. The tvpe W has no provision* for ground wires- The type f has ground wire*, but no grounded surtace covering the phase con ductors. There are various shielded types of cable*, designated by IPCEA as the SH varies. The SH-8 has copper shield over the assembly, but not over the individual con ductors. and it has no ground conductors. The SH-C has copper shield over the entire surface of the assembly, ground wires in ihe interstices. Hit no shielding over the phase conductor. The f*H-A has shielded phase wire*, hut m* ground conductor*. The ^H-D has all the desired construction- The cable should have molded, sealed ends with various conductors, ground wire* and shield ing extending outward for connecting. Portable cables are joined together by the ti*e of cable coupler assemblies, sockets and plugs. Attachable connectors with receptacles -md metal coupling pacts are used for con necting cable*. They have mating attachable conductor cables should not be bent sharper hart 12 times their outside diameter Using a grooved semicircular jig, simitar to a fire rim. is an excellent way to prevent excessive cabte bending while moving. The wear and tear of cables can be prevented by usmg a -kid for cable transfers and suspension booms for draping cables over high wall*. Energised high voltage cable* should be cleared from roadways by means of insu lated hooks or tong* and rubber gloves. Cable failure in the quarry generally re sults in utilising a temporary splice. This cpltdng technique uses compression sleeve* for joining the conductors. The insulation* are rubber tapes, cambric, or micarta. The shielding is connected by soldered ends, and protective coverings are friction or rubber tape*. The splice* are water proofed by Glyptol or rubber paint '(Tie splice is vul canized. Cable* should be brought into the -hop periodically, or whenever three to five temporary splice* exi*t, ami permanent re pairs made. The utilization of extmsive amounts of portable cable require* some safe means of: 1, Periodically determining electrical con The procedure for cable testing is to dowh apply the voltage to one phase coni- ductor, while the other conductor* or metaUl sheaths are fastened to earth or station ground. The voltage is held for the specified time, and the leakage current is read fromn the ammeter at intervals to give a polarizai- tion curve- The shape of the curve can b*e used to determine the electrical condition o'f the cable under test. Should the cable be detective, the leakage current will start the increase and the ten should be discontinue^d before cable failure occurs. Systematic test ing of the cable will provide '`condition" history vhnuld baendremwoivlel dde(mtemrmisneerviwceh.enSpaeccifaicbale* tions for lenmg cables are outlined bv the IPCEA. Whenever test* indicate a fault in the* cable, its location can be determined by usingtf a tracer signal. This requires (lie u<e of thec "thumper," a condenser discharge throughh a sphere gap, which is added to the cablee tesung equipment. The voltage across the* condenser builds up until it is sufficiently large 10 discharge across the sphere gap and(j send voltage pulses through the conducto,rr the powtr. The protective equipment for an individual shovel feeder is installed in a portable switch Item**. Tlte most important point requiring this protection is at the power line md of the shovel trailing cable. Generally, the -hovel does not have short circuit or over lead protection, so the short circuit pratertion at the power end of the trading cable provides protection for both the cable ami the machine. The portable switch houses are mounted on skids with drawbars so the unit can be readily moved about by tractor nr truck. The enclosures are weatherproof with doors open ing the operating compartment-. They arc compact with reduced height to provide greater stability. Compartment* containing high voltage connections are secured against entry by unauthorized personnel. A twitch house may provide protection for several feeder cables, but have only one incoming cable, Thu*, -unable cabte entrances or cable coupler sockets must be provided. The portable switch house should contain a gang operated disconnect -witch on the connector* and are heid together by rugged coupling parts which permit joining large -ixed cables- Another method that has sim plicity. and yet safety, 5* the utilization of coupling boxes with a hinged lid and clasp for padlocking. The two ends of the eable u damped permanently in the box. and the phase conductors, ground wires and shield re all staggered spliced in the box. sepa rated from the other bv insulating barriers. The boxes are made of non-conducting mate rial, with supports to keep them out of the mud and water. dition of cable. 2. Location of existing electrical fault* without additional damage. The utilization of current limit neutral re sistor and fast relaying for quid; power interruption frequently has a tendency to pre vent cable faults from being visible on the outside of the eable. The early method of fault detection involved the use of high voltage power to bum the fault to a detinue tow resistance fault, and then high current ms that the burning could be determined 1 i lieing tested. ainhreeItfhdgeitsrhecceahaatbflryaleguedaltinpmduisinlsbinsaeohtyietnodgna.dvloothlwtaegrfeeassuicslttmapnocbieenthfaethuaerltd)*'*,r [f the fault is a tow resistance type, thenn an carpivone piek-up coil will have to b*e moved along the top of the cable. The test' ing and fault detection of cable.* require:sS high DC voltages and this, in turn, require's* ^me safety precautions. A foot switch forr the incoming power source means the tes[lt incoming circuit, interlocked with the line circuit breaker of proper interrupting onparity. The circuit breaker should have the necessary associated tripping devices and relay* for over current and ground-fault protection. The** should be adjusted for -elective tripping, so the faulted feeder mav t>c isolated wiilmut service interruption on other parts of the distribution system, and, at the same time, assist In the location of the faulted feeder. The portable -witch house should be connected to the low resistance ground system and also to nearby An effective cable preventative maintenance visually. This procedure was dangerous and equipment cannot be left energized. Ground driven ground rods. The protective devices program is also a contribution toward safety. w as also damaging to the cable. ing switches should be included with th*e and circuits should be inspected monthly to Cables should be positioned where they are Equipment now available performs these n>t subject to impacts front rock falls, two functions and i* sufficiently rugged and blasting or lieing run over by equipment. portable to be brought mto tbe rosnisg area. equipment, so the cables are not left in a* be certain they are in working order. The charged condition prior to disconnecting continuity and resistance of ground wires them front the ie*t equipment. should also be te-ted. Operations of the Cables should not be subjected to excessive This equipment is composed of three com The single shovel quarry can lave a power ground protective equipment should be tension* nr severe bending. These two items ponents: liiatrihutHin system with a single source o>ff checked by applying intentional ground*. i"(.* Witi.'Hiil SJUly Co>jr,\'i i lie t-utic dnick hazard* that (mi on the lush voltage portable equipment exit to a h-syet degree m the operation ot 440 r 220 volt A-C powered portable equipment. This soilage u usually supplied through cables from three-phase transformer tanks with primaries connected to 2400 or 4160 soil quarry distribution systems. The trans formers are generally mounted on a portable structure, having skids or lifting hooks to raeiiuate frequent relocation. Designing the tow-voltage Tjsiem ut a manner similar to the high voltage system minimizes the shock hazards that would occur because of circuit ami equipment failures. This approach use* a deha-wye trans former with a grounded neutral through a .urrent limiting rc-u-ior, -imtlar tc. die high i<4tage 'sstem de-ign. The fault-current -l.-iild lie limited to as low a value a* pot* illr. jet of futnetem magnitude for positive ^ration oi the ground relays actuated by i Reliable ground relays are available, wb-ch irm on two amperes, ft is generally .treed that ground current magnitude should >k4 be less than three times the burden required by the current transformer and relay for positive tripping of the relay. This requires about five amperes fault-current, and if station ground resistance is ignored, then ground resistor should be 77/5 ** 50 The protective ground system should not ' .tie more than five ohms resistance. The >iu<iiium resistance fault voltage possible \t.juid he 10 voiis, when using accepted maximum resistance of two ohms for ground ...nductors- The resistor should be of con tinuous current rating. Obtaining a five uhm Million ground at a portable station may be difficult, uneconomical and sometimes unreliable. Such arrangements permit the utilization of the 4160 volt system ground -.onductor, which Is also connected to the jumble unit for grounding purposes. This design arrangement, with proper grounding -editor at main station and two ohm ground conductors, permits a passible maximum :jn*und voitage of 100 volts at the portable vi.ition whenever a ground fault occurs on the 4160 volt system. A ground fault on the 4410 volt system would Limit the frame to uround maximum voitage to 10 volts. The 600 volt cables used for the 440 volt tliMribuiion system should have ground ^bidding of metallic mesh over each phase -inductor, jinnlar to the high voltage cable. Thi* cable should have multiple ground conductors in the interstices m ihe rahlc. These cables are generally limited in dis tance of voltage distribution; therefore, there Is no problem in retaining a maximum >f two ohms ground conductor resistance. It should be noted that ground faults occur with various fault resistance and there may be cases where the fault impedance may be large enough to limit the ground fault-cur rent to less than two amperes. This small fault-current would not trip the feeder cir cuit breaker, but the shock hazard is reduced -trice the maximum shock voltage would be le than tO volts. The portable tatinn `hnuld have trans former primary disconnects. The ?**w voltage tamer leeders should have ground fault a* well as over current protection. Radi tow voltage feeder should have grrxl conduc tors connected to the ground bus. The neu tral current limiting resistor t small and can be mounted in protective covering on the portable frame. A etrnut breaker with common trip bar is desirable to make sure all phases are de-energized at the same time. The protective equipment should be installed within a weatherproof cabinet for mounting on ihe transformer portable base. There are existing quarry low voltage transformer station* tint utilize a deltaconnected secondary- and. do not provide, therefore, a neutral conductor for current limiting resistor. A neutral can be established for these types of installation by using a small auxiliary- transfer, called a zig-zag grounding transformer, which has a neutral connection for a ground fault-current limit ing resistor. This zig-zag grounding trans former should be installed for personnel safety. The same consideration of preventa tive maintenance and testing sliould be given this system, as the higher voltage system. The crushing department i. usually the nearest plant area to the quarry, and many quarry distribution systems are serviced from the same power source as the crusher. An isolating or step-up transformer is usually ued to service the quarry, it is protected by high capacity fused contactor, similar to a motor starter, and generally located in the crusher building. The isolating trans former permits ground fault relaying of the quarry equipment independently of the IS Quarry tirni Wu. r,' / - ,f, f V,, j,,, uu-hmg department. Dw crushing departnent has stationary electrical equipment which requires proper grounding for person nel safety. The grounding ut conductor enclosure has `hoim that ground fault-current* tend to follow the parallel paths of the power service providing the fault-current. The AC dis tribution system ground fault current path is more affected by the inductive reactance than the resistance and, thereby, onset ciose (<are(!el paths. Thus, ground fault-currents tend to predo nately follow metallic race way*. This in turn, reduces the impedance <*t tlx separation of the circuit paths. There fore, the metallic race ways require a good fitting, The utilization ot a grounding conductor within the metallic race way will permit about half the fault-current to How through. This requires a bounded lumper around points oi poor conductivity, such as ''Green field* cc-nntcuoti* to motors. Considerable vmounts of interlocked armor cable is now bring used lor power circuits to large sta tionary, permanently located equipment. The ue of ground wires in the interstices of interlock armor power cables Is a very eco nomical and practical method of providing ground circuits. The utilization of separate grounding conductor is more important for the larger and higher voltage equipment. The interlock armor on metallic covered cables and flexible* conduit are high im pedance paths, due to the spiral circuitry And inadequate cross * -ettonai dimensions. They should not be uf.d as grounding con ductors, nor should the recently marketed continuous welded metallic cover. The sepa rate grounding conductors in conduit, alone <<f with the phase conductors, should be equal in size to the conductors of the related power circuit, or not less than the sizes given below: cox/tc tor sixes . tiro fVwer C*whn*r - < .pam-linz Conductor /Stranded) >> S 4 fi 24 l2 1/0 I/O 2*0 I/O .rio 2/0 4/0 nr larger 4/0 Circuits of 6W w,tli design consideration, utilize a conduit system is a satisfactory grounding connection." This requires heavy wall metal conduits which include pull boxes and apparatus housing with foily threaded hubs. All protective coatings of non-conducting materials, such a* enamel, should be thoroughly renvned from the threads and surfaces where there are ground clamps. Bonded copper jumpers -huutd be installed around flexible conduit used tor motor tenn/natrons. Tt-e ground tunnedion tor conduit, armored carle, or metal race-ways, should be as ntar as pos sible to br point where the conductor* in the race-way system receive their power supply. t-able trays arc frequently used in per manent installation* tor carrying large num bers of control and power rabies winch do not have ground conductors. It is generallv preferable to run a grounding conductor in the tray and to fasten it to each section. Wherecircutts leave the tray, copper jumpers 'liquid be installed for continuation of ground ing circuits. The utilization oi underground luct systems merits special attention. It ts preferable to utilue one ground conductor for each conduit, but good ground ctrcuifrv can be obtained by running a 2/0 or 4/0 conductor in the center of the duct bank. This Is preferred for circuits above 600 volts, and for circuits below 600 volt- when non-metallic conduit is used. The metallic armor, lead sheath and shield ing of three conductors and singit --inductor (uW'cr cables, should be grounded at both end*. Long cables should have die sheaths grounded at several intermediate points. Single conductor cables, 500 MCM and larger, should have their lead sheaths, shield ing and armor grounded only at one end to prevent circulating currents. The sheath tnltage for lead-sheathed cables in duet -houtd not exceed 12 to 15 volts. Ticketed cable sheath voltages should be limited |n 40 nr 50 volts. Long, large circular mill cable requires insulating joints for grounding at a number of points, to keep the sheath voltage within the acceptable limits. The sheath volt age can be calculated fn-uir c* = IcXm; where ti it the dtrath voltage; ! c. die current in amperes tn the conductor; and X m is the mutual reactance to neutral per unit length. 19 1902 jVnJu*w/ 'iiitty C'vngrett Lighting fi.vture* require certain minimum grounded standard*, as specified by the Na tional Electrical Code. These are as follows : 1. Metal fixtures installed on outlets wired with grounded race-ways or grounded metal -heath rabies shaJi be grounded, ,5, Metal fixture* installed on outlets wired with knob-and-ttibe work or non-metallic sheath cable on circuit- ojeratlng at 130 volts and under to gfound shall be grounded 5. Metal fixtures, tran-iormers and tram* former enclosures on circuits operating at more than ISO volts to ground sltall be grounded, f, Fixtures mounted on metal or on ceil* iny* or wall* containing metal lathe may be imulated, but if not thoroughly insulated, mu*t be grounded; grounding of outlet boxes is required under these condition*. $, The fixture shall be considered as grounded when mechanically connected in a permanent and effective manner to metal race-wav, the armor of armored cable, the grounding conductor in non-metallic sheathed cable or a separate grounding conductor not smaller than Xo. 14, provided that the race way, armor, nr grounding conductor is grounded in an approved manner. 6 Hook suspended fixtures connected through disconnected plugs shall be grounded by means of separate grounding conductor m the connecting cable, having current rating identical to the line conductor. The connec tion* *hould he made through separate .'rounding contacts in ihe plug and recep tacle. 7 High imenrity mercury vapor and fluorescent fixtures shall be grounded by individual grounding conductor to the ground bu*. f? Multiphase receptacles above 240 volt*, Mich as used for portable welding machines, dial! have load break switches or circuit breakers adjacent, but wired ahead of re ceptacle. This equipment must be connected to a de-energized receptacle. Receptacle shall I* polarized female type with one pole con nected to ground conductor, earned back to ground bus. The grounding conductors of arc weld ing transformers and motor-generators should never be operated without a return conduc tor of sufficient capacity to carry the current, without being damaging. Portable equipment operating on voltages of 600 or less, except for single phase cir cuits of ISO volts and less, rated not over ii amperes, slioufd be grounded through a -eparate ground wire, or wires in the con necting cable equal in current-carrymg ca* jaaty to the largest conductor. If the cable h not permanently connected at each end, grounding should be through separate ground ing contacts in the plug and receptacle. The ground conductor is carried back from the receptacle to the ground bus or electrodes. Portable equipment operating from single phase circuits at ISO volts and below, and rated not over 13 amperes, should be grounded like the equipment of 600 volts and less. The cceptacie should be of the type having two parallel line contacts and one grounding contact. It is desirable to replace existing two-contact receptacles; where this has not been done and the two contact re ceptacle is still being used, the ground wire should extend 18 inches beyond the plug and be connected to a suitable grounded terminal. This grounded terminal connection should be made prior to inserting the plug into the receptacle. Portable electric toots prelected by fuses, lev* than 15 amperes, should not use less Ihan Xo- i8 grounding conductor in the connecting cable. Emergency grounding cir cuits for portable equipment can be made by connecting a separate conductor to the metallic part of the equipment, and ground ing the other end by means of a spring dip. Three conductor extension rabies with properly polarized plugs and receptacles sliould be available to permit safe extension of portable tools. The continuity of the grounding circuit in the portable equipment cable can be checked with meter* or test lamps, The te*t hould be made between the grounding prong on the plug and the tool's frame. Portable extension lights, used as part of operation, inspection and maintenance in wet arms, present potentially hazardous situa tions. Heavy duty extension cord*, properly maintained, provide some degree of safety, but lower voltages give additional safety'. A $2 volt system utilizing a low* voltage trans former with 120 volt primary permits opera tion of power tools. A 12 volt system is preferable for lighting. These units are designed to be water-tight under all condi tions, with a three conductor connecting 2ti C sthent. <J\Mrry and Mineral Aggregates Section cable with ground conductor connected to the transformer primary- Frequently, the sec ondary has multiple itise circuits. The neutral conductor of a power svstem is grounded, but it should never be used for equipment grounding. The insulated ground conductor hwld be identified with green color code, a* vpeeified by the National Elec trical Cole, ami hould be connected only to ihe pans m he grounded. Ail portable cables and their associated plug equipment should lie inspected at regular monthly intervals. 1'ortable tools should be checked for proper (freunding-conductor connections prior to each usage. Lightning can be considered as a source of extreme, rapid over voltage. The appli cation of mans system design principles will greatly limit the hazards ot lightning. Light ning protective equipment should be located at the transformer station, and the ground ing connection front the arrestor to the ground bus should be short and straight; oxnluctor No. 6AWG, or larger, should be M.vcd. Arresters should also be located at the ends of mam overhead lines, and where feeder cables tap the tine. The local ground ing connection for these arreters should be made by driving electrodes into the earth near the arresters. It is desirable to obtain at least a five ohm resistance. Transformer station protection against di rect stroke* should also include shielding of die station and at least the first 200 feet oi exposed line adjacent to the station. The station shielding design usually rrrsit* or vertical extensions of the steel structure. The height of a single mast or ground wire shielding is based on JO* shielding angle. Uheneyer two or more masts or ground wires are used, the shielding angle between the two is increased to 60*, it is imprac ticable to protect structures from direct lightning strokes. Such protection would re quire complete metallic enclosure, and it is doubtful U this would be economical Dam age due to a direct stroke can be minimized by providing a direct path of low rednance to ground. Tbe importance oi the building and Its structural design needs consideration in de termining the extent of additional lightning protection that will be required Metallic structures and buildings provide tow re sistance paths to ground and only require a low resistance grounding system. Metallic structure buildings with non-conductive sid ings require additional protection. Buildings r,t entire non-conductive sidings require addi tional prorwtion, plus a complete protective >iem. A complete lightning protection vvuuld require terminals projecting into the These projection* ftkxilil extend into tJie ur to provide corneal values of protection whose base is approximately twice the height. The terminals should have several direct ixiihs to grounds. The grounding *vtetn should be uniformly around the building, The addition of lightning arresters on the distributions lines should be provided, par ticularly at the ends of mam and lateral overhead lines, and where feeder cables tap t!w line* The lightning arresters provide the most effective protection when connected to low resistance grounds. The interconnection ot the arrester ground ami the protective ground system causes the potential of the ground wire, and any mobile equipment connected to it. to be raised above ground when surges are discharged by the arrester. The ground wire will further pro tect the overhead exposed line if it is ro*tal!ed above the phase wires in position to an angle of 30* would subtend the outside conductors. It is recommended that alt per`ftnnrl on the ground slay away from port able or mobile equipment when an electrical storm is near the area of the distribution circuits. Additional lightning protection i- required for protection of main eiectnc motor* con nected to overhead lines- A -tetp front lightning surge causes a build up <>i voltage between turns that i* a function of the steepness of the `urge. A *urge capacitor connected to the motor terminals will limit the rate of rise m the voltage. The ron-t effective motor protection is to mount the capacitors and arresters on the shovel and connect directly to tbe motor terminal*. The ground wire of the distribution sys tem may be carried overhead a* a cf-mbined ground and static Wire, provided it i* wed grounded, preferably at every pole. An over head static wire will assist in limiting the magnitude of induced lightning surges on the power line conductors. The lightning protection problem is one of adequately pro tecting electrical equipment and the >bock hazard associated with direct lightning stroke to a portable machine; the latter is very 21 SQ6! tValioual Safety Congrerr iral and difficult to minimite. Dunne storm jtenods, the quarry personnel should stay inside the machine mel.tl cab, or well away irons tii machine Electric blasting in quarries 15 now prm ipalJy confined 10 secondary blasting and seismic exploration. The potential personnel hazards that can develop from utilization of electric blasting are: !, Misfire and the re*ulting impossibility uf removing unexptoded dynamite, 1, Premature detonation oi explosives. Safe, successful electric blasting require?: (a) careful constdemuon and arrangement Ml the blasting circuit, (b) coordinated power supply, and (c) safeguarding the blast cir cuit against extraneous electrical current* An electric blasting cap is detonated as the result oi heating a high resistance bridge wire by passing current through it. Since total heat is a function of PRT---where 1 is current. R is the resistance, and V is time, for a given cap resistance, the magni tude of current is an important factor in how quickly <tie cap will detonate. It should f. noted that individual cap resistance also i fleets its heating rate. Secondary blasting is usually accomplished by connecting all caps in series; this requires adequate current m prevent some caps firing before the ones sith slightly less resistance, thus breaking the circuit without complete detonation The number of electric blasting caps per r-enes should be limited to about 50 so that adequate current flow will be obtainable irom the power line or blasting machine The blasting voltage required must be cal culated from the product of required cap current and blast circuit resistance in ohms. The series blast circuit permits the same current to how through all caps ami obtains the required blast current magnitude, as given by the manufacturer, usually 15 amjw.re*. The blast circuit resistance in ohms is the sum of the blasting conductors re sistance (obtained from any handbook lor iven wire sue and length) plus the resist ance of all the individual caps (obtained from the cap manufacturer). Caps of vari ous manufacturers have different character-, istics and should not be connected in series. The calculated value of the blast voltage should always be 90 per cent or less of the supply blast voltage, to eliminate misfire ii this cannot be accomplished then the blast circuit should be changed. If parallel or (laretlcl-series blast circuits are used, the blast circuit becomes more complex; store elaborate circuit calculations are required, using Ohm'* i.-aw. The power in watts re quired for detonation of a senes blasting circuit is PRT- where T, as previously men tioned, is about 1.5 amperes and StT is the total resistance. The connections of the blasting circuit wires should be with a twist method such as used by Western Union, and the bare ends should be scraped clean copper, to keep he joint resistance to a minimum. It is recommended that the connection be tape insulated, but if the joint is left bare, it iliould not be placed m water, on pipes, or touch the ground. Such arrangement* could provide alternate electrical circuits tor leak age currents and resulting misfires. A volt-ihmeter should be u*ed to cheek the blast circuit prior to firing. The voliohmeter should indicate the .aicubted blast circuit resistance, and, if not, the circuit should be examined. The soltohmeter should be frequently tested, and any battery' required replacement should be of the correct type to prevent accidental detonation of a cap while the circuit is being tested. Many sources of current are being used for electric blasting, but a properly installed :<nd maintained power line is the softest and most dependable arrangement. One recom mended system, with many safety features incorporated, utilizes a three unit assembly. The power line is brought in by rubber insulated conductors of sufficient wire size for the blast power requirements. Unit one terminates the incoming power line, and has the necessary disconnect switch and circuit fuse, ft is separated from unit two to provide a lightning gap. Units one and two are connected prior to blasting by cables. Unit two contains the blasting switch, which is kicked in the shorted position until ready {or firing and pilot signal lights. Unit three is a circuit sectionalizing switch used every 500 feet in the blast circuit. Units two and three are in sulated and have no ground connections to prevent possible premature detonation. Electric blasting caps require a minimum firing current of about 0.23 amperes. Any extraneous current oz more than CUM t~emetit, t)ihtr~v uiul Mineral .-hjarsi/dtet .Vili^i* amperes should be considered as a prema ture blast hazard. Extraneous electrical cur rents can enter electric blasting circuits from (he outside and cause premature detonation oi blasting explosives. The source* of the extraneous currents can be lightning, stray ground currents, transmission lines, radio frequency energy* and static electricity. Direct lightning strokes wilt cause de tonation; even nearbv strokes will induce sufficient electrical charge in tire blasting circuits to detonate electrical blasting caps. The detonation hazard is increased if a transmission line vt uther conducting medium, such as a fence, or a stream, exists between the stroke area and the blasting area. Blasung circuits in the ground may detonate electric blasting caps due to the Inference m ground potential that results tram nearby lightning strokes. It 1* practically impossible to render elec tric blasting caps insensitive to all possible lightning situations. Static shunts in the raps or grounding the circuit provides some degree of safety, but this is no absolutely certain. It w advocated that during periods ii electrical storm within five mile* of the blasting area, all operations erase, and per-finnel be removed. There are various methods for estimating the distance of a storm, for example, the time interval be tween the lightning flash and the sound of mundcr. titray clcctnc currents will always return to their source by whatever paths available. v'tray current* are frequent when electrically operated equipment is used in locations hav ing conductive grounds or continuous metal objects, like transmission lines and tracks. Premature detonation of an electric blasting vap by stray currents requires ihe two points to be of sufficient potential difference and current capabilities. The hazard of stray current detonation can be treatiy reduced by using good plant and eq upment ground ing practices. The blasting conductors should he checked frequently, shunts left on cap*, md lead wires short circuited until connec tions are made. Frequent instrument tests 'Iniuld be ma<lc hi determine existence of *iray current*. Potential >Ituck hazards exist when eU-ctric blasting metlnxls are uml near open wire transmission lines. It is possible for effects of the blast to throw the cap leg or leading wires into contact with the bs*e power con ductors. Particular care should be taken of lengths of leading and cap wires near open transmission lines There are possibilities of premature firing of electric caps by radio frequency energy from transmitters. Howeter, the probability is very unlikely, due to the various combination of factors that must occur under exceptional circumstances. All types of R F receivers are harmless. The jK.trtial possibly exists when the blasting cap wires are acting as an atenna .ind the cap 1* located at point of maximum induced current. Maximum current occur* when blasting wires are: t, raied a few fret above ground. 2. parallel to (he transmitting atcuna, y straight length equal to one-half of the wave length with cap in middle or multiples thereof, or 5 straight length equal to one-quarter uf the wave length with cap at one end and other rod erwunded or odd multiples thereof \mpiitude modulated MM) uenmerciat transmitters are the root hazardous, due to their low frequencies, high power and hori zontal xtennaj. Mobile quarry radio systems are potentially hazardous, although their high frequencies, lower power and vertical antennas offer very little chance for prema ture blast affect. RF energy decreases as the square of the distance from the transmitter, and also as the square of the frequency. Thus, it is possible to establish minimum distances from transmitters for safe opera tion under the worst possible conditions. If radio hazards are suspected in a blasting area, a precise field test should be made. Various handbooks hate recommended mini mum distances as a function of transmitter power. Transportation of electric blasting caps is not considered a hazard, due tn RF energy, as long as they are retained in a closed metal box with the interior line tn soft mate rial. Vehicle transmitters should be shut off when caps are liemg lran*terred in or out of the >>.itt:iiiicr. Sufficient >tulk energy can be ltt eloped t>> dcK'ii.itc bL-ting cap*. Atmosjdierc static cun be developed by lightning. lu*t storms and snow storms. It is recom mended that staticrcmtant caps can be 1962 Xatiumil Safety Congress tiMfd: il standard caps are u*ed, they should he placed on the ground and the long length tap wires straightened out along it. Mcchanitill static can be developed from moving belt cvuveyur*, V-bli drives and rubber tires: this also presents a blast hazard. All such equipment should be effectively grounded to neutralize the electrostatic charge. 24 OFFICERS OF THE CEMENT, QUARRY AND MINERAL AGGREGATES SECTION NATIONAL SAFETY COUNCIL 1962-63 t 'u.irw*-- *>hio. *. r*EXi*LC, Jk, Safety director, The Standard >l;tg L>., \ oHti-tuwn hirst 'ice t, hainnun--Arvio TiS^*s. Safety Director, Materia] Service l.'orp., L)wi, Illinois. Second Vice Cifairtnan--Leslie S. Volte, Safety Engineer, Vulcan Materials Co., Con sumers Co. Div, Hillside, III. Secretary--Walter A. Dearth, Jr., Supervisor, Employee Relation?, The General Crushed Stone Co, Easton, Pa. Xstrsletter Editor--Lyman E. Cunningham. Safety Director, The Georgia Marble Co. Tate, Ga. Associate XewsUtter Editor--Fvvncis W. Bush. Sr., Director Safety. M J. firovc Lime Co, Frederick. Maryland. Program Committee Chairman--Asvu? Tiensox, Safety Director, Material Service Corp, Lyons, Illinois; Ralph M. Richie, Director of Safety and Community Relation#. Medusa Portland Cement Ca. Qeveland, Ohio; G. E. Midycttx, Safety Director. Superior Stone Company, Division of Martin Marietta Corporation, Raleigh, North Carolina; Kenneth Fucker, Safety Director and Eastern Division Labor Relation* Manager, Marquette Cement Mfg. Co., Chicago, Illinois. Membership Committee Chairman--J. R. Treadaway, Safety Director, Vulcan Material* Con Birmingham, Ala.; Gilbert E. Archer, Sic, Safety Director. Tltc Marble ClilT Quarries Co^ Columbus, Ohio; G. E, Williams, Safety Director, American Aggregates Corporation, Greenville; Ohio; R. R. Foley, Manager-Engineer, The France Stone Co., Toledo, Ohio. Statistics and Contests Committee Chairman--John C. Michiaak, Cliief, Accident Analysis Branch, U. S. Bureau of Mines, Washington, D. C,; J. R, Boyd, Executive Director, National Crushed Stone Assil, Washington, D, C.; E, W. Bacmax, Managing Director-Secretary, National Slag Assn., Washington, D. C; Vincent P. Ahearx, Jr., Assistant to the Associate Managing Director, National Sand & Gravel Assn., Washing ton, D. C Kenxeth A. Gutschjck, Manager, Technical Service, National Lime Assn., Washington, D, C Engineering Committee Co-Chairman (ti'est)--Georoe J. Reynolds, Technical ManagerElectrical, U. S. Gypsum Co., Chicago. Illinois; Derrell M. Cornell, Safety Engineer, Portland Cement Assil, Oticago, Illinois; E. C. Bevthin, Manager, Safety, Li. S Gypsum Co- Oticago, Illinois; Leslie S. Volte, Safety Engineer, Vulcan Materials Co Consumers Co. Division, Hillside, Illinois; Arvid Tiensox. Safety Director, Material Service Corporation, Lyons, Illinois. Co-Chairman (East)--Roy G, Stott, Mining Health and Safer)* Engineer, U. S. Bureau of Mines, Washington, D. C.; Francis W. Bush, Other Volumes in this (19629 Series Users of this volume will find much value in its companion volumes, which offer the complete record of the both National batety Gongra ssl Here is the list: VoL No, Title 1 to 9 10 or Copies more Stoclr No. i General Sessions and Inde* f* ell Volumes $ bS 5 55 922.22--J 2 Aero-space: Air Transport 6S SI 022.32--2 i Automotive and Machine Shop; Power Press and Forging 65 ,55 932.32--3 4 Cement, Quarry and Mineral Aggregates .49 .35 022.32--4 s Chemical and Fertiliser 64 ,55 022.32--S 6 CMc leadership- Church. Home, Women, Youth Farm T Coat Minin* . , M M 10 *12.32--6 ss 022.32--7 t 4 10 ' tl Construction: Public Employee - btclricat Equipment need and leverage; Meat Packing, Tannin* and leather Products* Trades and Services , Glass and Ceramics: Rubber 45 40 ,65 ,45 55 022-32--1 55 022.32--f 55 022.32--10 55 022.32-- II 12 Industrial Subjects Sessions (ASSE) ,f0 .10 02242--12 11 lab. , bS 55 022.32--13 4 Marine . ... bS .55 022.32--14 IS Metals , . . _______ 65 ,55 02242--IS lb Minin* ,, ... ,65 55 022.32-- lb 1 Motor Transport; Transit ..... .. .TO .10 022J2--17 it Occupational Health Nursing 40 ,35 02242--11 If Petroleum ......... ,45 .95 022.32--If 10 Public Utilities . _____ M 022.32--20 21 Pulp and Paper; Printing end Publishing , , 65 55 02242--21 22 Railroad . . .40 ,25 02242--22 23 School end College............... , ,f0 .80 02242--23 24 Traffic -. -. ......... .... .45 ,il 02242--24 25 Wood Products; and Tattlla . , ......................45 55 02242--25 2b Early Morning Sessions^''Communication"......... . . ... .45 55 02242--24 2? Public Sofety............. . , ,, , , ... .61 ,55 02242--27 COMPLETE SETS (2? Voiumesj . .. $t 1.00 any Quantity 022.12 Atl prices shewn ere subject 1* a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 42$ NORTH MICHIGAN AVE. CHICAGO 11, ILL. .'MJOWJO* m'limtx OJJ.M--4 2H 1 9 6 2 Volume s National Safety Congress Transactions CHEMICAL and FERTILIZER INDUSTRIES Beginning tfio Golden Anra**nr? Toor NATIONAL SAFETY CQUNC5L 42S NOITH MJCMCa* AVtm. lt CHICAGO 11 .(* 50th NATIONAL SAFETY CONGRESS Papers delivered in the CHEMICAL SECTION CONTENTS CHEMICAL SECTION What is Expected of a Chemical Safety Engineer Recent Chemical Fires end Explosions Chemical Reaction Accidents and How Best to Prevent Recurrences Hazardous New Chemicals . Robert H. Albisset 3 Miles Woodworth 6 Floyd A. VonAtta 7 Charles W, Bahme 10 JOINT SESSION WITH OCCUPATIONAL HEALTH NURSING SECTION Cold Water Treatment of Bums ., .. Information on Serious Bum Cases.. The Occupational Nurse's Responsibility in the Treatment of Thermal and Chemical Bums Chemical Handling by Trucks The Tank Car...................... Chemical Handling by Barges. . Safe Air Shipment of Chemicals Alert G, Shulman, M.D. 18 J, A. Hou$hiaa 21 Etfeen Lindt, R.N. Louis Reinek T. C. George CDR Erie G. Grundy J. A O'Donnell 25 27 30 32 33 JOINT SESSION WITH SAFETY EDUCATION SECTION, CAMPUS SAFETY ASSN. An Effective Safety Program for Research Laboratories ./ A. Kelly Teaching Outline for Instruction of Non-feehnieai Lab. Personnel. .. . Mark M. Chamberlain Safe Storage of Laboratory Chemicals . David B. Hobbs Safety in the Chemical Laboratory......... Arthur H. Christian Nature and Incidence of Beryllium Associated Diseases John F, Zielinski, MD. The Red Target--- A Design for Safety R. G. Keim, Sr. 36 40 42 46 48 58 FERTILIZER SECTION Who's the Key Man .. .Emil Chanlett 63 Recent Developments in inoustrial F*re Fighting.....................George A, Brelie 65 Hazards in Handling and Storing Fertilizer in Bulk Storage Piles. .7. A, Bayley 68 OfF-the-Job Accidents Can Be Expensive JoAn f. Smith 71 Tomorrow's Challenge of Safety . John S. Mark 75 Oifieen of the Chemical Section 1962-63 , ,, 78 Officers of the Fertilizer Section 1962*63... Other Volumes in 1962 National Safety Congress Transactions .... 80 Sack Cover CHEMICAL SECTION WHAT IS EXPECTED OF A CHEMICAL SAFETY ENGINEER? By ROBERT H. ALBISSER Safety Manager, Merck Chemical Division-, Merck & Co., Inc., Rahway. N. j. This vs a question which can be answered in seven! different wa>*. depending upon who is doing the expecting. >mnc employers, when they hire . *iietv vtigmcer ex pert to forget ati n)<mt vtietv, but iortunately most are more rcali.u\ In the chemi* loI industry, as in other types of industrial operations, ti e dutie* and responsibilities of o.iety engineers vary widely, often within ti c same company. 1 am going to confine ir-'i remarks to what I expect of the chemi* , aj safety engineer, the basic qualities which I believe are e*ential and then discuss just i few of the possibly nnnrrettine things these t.-r>ple should do. Let's Utgm with the chenucal industry 1 don't believe that there is anything unusual about this industry that requires a -l>ccai kind of safety engineer. Hazards co untered in chemical operations and their prevention are essentially those common to moil industries. It is true, of course, that < Eiemicai safety engineers have to cope with the added hazards associated with the ma terials used in chemial operations- (n aJitnt every industry, however, some fiamnabte, reactive and often toxic material* are i milled nr processed. It we bwk at the chemical industry's atcry performance; we find that it has a remarkably good record. It rank* among the nip ten in tow injury frequency of the 40 industries listed in "Accident Facts." Of even greater significance, recent studies show hat over SO per cent of the injuries experi enced by chemical workers could have hap- l-etied almost anywhere. arge majority of the injuries in the chemical industry are not hie to hazards characteristic of the materiiH handled, but to falls, excessive or im proper lifting, and such things as hand tools. The occasional Ere and explosion that the industry experiences, makes the headlines; idmittedly, these accidents are of great eon'em to chemical safety engineers hut they saCtxiiilK account for >uh handful of the ii*undents. let's mote mi to nhat Lind of safett engineer is needed ior chemical njxralions, In niy opinion, am gr.l safety engineer can handle chemical safeu probkms. The satety engineer lias to hair at least three qualities He must first of all be dedicated to safety and bas e a true appreciation of the value of .vddent prevention. Secondly, he must be cooperative. He must avoid being super* cntiral and have a friendly approach. Last but not least, he should have a fairly good knowledge of chemical operations, the haz ards peculiar to the industry and a broad understanding *i accident prevention tech niques. Lei's take these one by une so you can .-ippredate why l believe these personal qual ities are important. A satety engineer must he dedicated to safety so be can convince other* in the organization of the true value c*e accident prevention. He has to have a -irtccrtty of purpose to motivate him m do ing thing* required to keep accidents at * minimum. He must never compromise hi* position whenever he feels additional safety mrasures are needed to avoid a potentially -crious accident. Without such enthusiasm and the realization that his i> an important t unction, he cannot effectively carry out bis responsibilities to management, supervision or employees. A cooperative and friendly approach is necessary because the safety engineer mut work with and through people. Obviously lie can't know as much about any operation or function as the people directly involved. He has to depend on others to uncover haz ards and take corrective measures. Unless the safety engineer conveys the feeling of trying to be of assistance to those within the organization, tt is very unlikely that he will secure their support. Saltanal Safely Congress A safety engineer's responsibilities and method of operation can be likened to those <> an architect It is a safety engineer's rc.pnnsibilttv to plan the program that his anplnycr need*. as Uic architect designs the building. A safety engineer, of course, must sell his employer on the recommended pro gram. It is then up to the operating depart ment to put the program into effect As in the case of an architect, it is the safety eng-tneer's responsibility to see that the plan agreed upon is earned out. If there are de viations. then the safety engineer must try to resolve the problem with the operating unit Only in those few instances when dif ferences between the operating unit and the safety engineer cannot be resolved, should the problem be referred to management tor a decision. There is sull another reason why a satety engineer should be cooperative, in accident prevention, you generally learn irorn your own experience and the experience of other*. Obviously it is better to profit by the ex perience of others, but you can't expect to aiwavs be on the receiving end without giv ing at least once m a while- Assisting other* outside of (he company whenever vou can, pays real dividends, You generally receive more than you give. N'ww let's move on to the third require ment-ability. 1 mentioned earlier that 1 don't believe chemical safety problems dif fered greatly from those of other industries. In my opinion, a chemical safety engineer doe* not nec*-*iriiy need a chemical engi neering background. 1 have known several good chemical engineers who've failed mis erably in the safety field, while I have known a number of men without any formal engi neering training who became top-notch chem ical safety engineers. This does not mean that a chemical engineering degree is not helpful. It can be a great asset but it can also be a deterrent. The technical specialist may become overly concerned with analyzing processes--the phase of the work he knows most about, and fail to pay sufficient atten tion to other important aspects of accident prevention. This is especially lrue if the man does not have the essential personal qualities that 1 previously mentioned. There are many disciplines involved in chemical operations. So one can be knowl edgeable in all of these fields of endeavor. so it is better to have the specialists analyze their respective field* for hazards and de velop the required safeguards. The safety engineer, of course, must have a knowledge of chemical terms and operating methods. He also must be resourceful because he will often encounter problems where the answer* cannot be found in handbooks or manuals. Up to this point we have beat discussing those personal qualities that t believe the chemical safety engineer must have to be successful. Let's now focus our attention on few of those thing* which I believe the chemical safety engineer should da I am going to skip oi cr those important but rou tine functions lltat are common to mot safety programs, such a* the preparation of manuals, safety standards and inspection routines so that we can more fultv discuss several functions which have not been gen erally accepted. At the head of the list I believe the safely engineer should develop the company's safely philosophy,. policy, goal, objectives, plans, programs, responsibilities and accountability, k safety engineer cannot do an effective job unless he and everyone else in the organiza tion know the parts they are to play in the over-all accident prevention program. A clear-cut policy, together with procedures, cc, will enable alt concerned to understand what management wants safety-wise, what they must do and w hat they can't do without !?i* approval of other*. ext, among the procedures that the *ty engineer must set up to routine!) take v.<rc of various safety considerations, and perhaps the most important of these, is the coordination of satety evaluations involving new processes. Whenever a new process is developed or there are significant proce?< revisions, a safety evaluation should be pre pared. The report should include an ap praisal of the principal hazards and the ad equacy of Ute safeguards provided, together with references to stability tests ard loxicitv studies upon which the evaluation is based. The acceptance of the evaluation by the op erating department requires that the cautions mentioned in the report must be observed and changes in the process should not be at tempted without daring with those who have prepared the evaluation. in my opinion, the safety consideration* for every' new process iron the lime u Chemical Industries leaves the laboratory, through iu pilot de velopment, interim production and engineer ing to the completed manufacturing facili ties, is a major responsibility of the safety engineer. Unless the safety requirement* are determined early and the safeguards prov ided before laboratory processes are scaled up, eriou accidents may develop, or at Sea*t it may not be economically feasible to provide optimum safety after a new process i on stream. The chemical safety engineer should keep iniormed or research developments. He should make it a point to meet with the pilot plant management at least monthly to re view new processes that are being scheduled tor development. If information is needed on the stability of reactions or toxicity, the oafety engineer should assemble the data or ee that necessarv tet< are performed- Sta bility testing may still be more of an art than a science, but a number of good indi cators have been developed. There are open and closed tube thermal stability, compres sion ignition and shock sensitivity gap test* that provide reasonably aecurale indications of dangers which may be encountered in production. Such tests should be performed on all potentially hazardous reaction mix ture* with variations due to improper opera tion or charging, which might be incurred during production. With the factual dais, on the potential dangers that may be encountered on a new process, the safety engineer is in a position to advi*e the design engineers of the safety feature: required- Safety can then be built into the plant at the minimum of expense mol hhnut changing even the preliminary plan*. Money for special safety facilities wilt also be in the original appropriation, elimi nating the need for obtaining additional iunds, The safety engineer slrould frequentU check with the design engineer* while the plans for the new project are being pre* Stared. Before the plan* are released for iv.mmiction, the safety engineer should re v iew them with insurance representatives ml ethers within the company, who may he ,iMc to suggest improved safely features or tlierwise should be familiar with the new `'anufaeturing facilities. As soon as possible, he should assist the production people in the preparation of butch sheet*- All tin? principal cautions and emer gency procedures should be made a part of the operating instructions. A follow through for safety of a new process from the devel opment to full scale manufacturing is time consuming but essential to safe and efficient operations. Last but not least, a safety engineer should always treat hazards uncovered as the resutt of accident investigation* or from other sources as vmp?oms. II the cause* of acci dents can be slotted, a* to unsafe plant con dition* or methods, it mean* that there are ome thing* we are not doing or not doing properly. We are not providing safe facili ties or they are not being utitfartorilv maintained, or the operators have not been adequately instructed or supervised. To be sure, obvious hazards and unsafe practice* must be corrected, hut more important, the underlving reasons why these hazards exist need attention. Only by pursuing such an approach can satety make real progress. To sum up. a chemical *afctv engineer mut he dedicated lo accident prevention. He mud be sold on the fact that accident pre vention is good business to order to sell oth er* in the organization He must be eo*v<*rative to work with and through others. Even if he had all ihe knowledge needed to i-pot hazards in every operation, lie could not possibly achieve results without working with others, A chemical safety engineer does not necessarily have to be a chemical engineer, but should have the ability to understand chemical operations, know where to obtain the information he needs and be resourceful. One of the things I think the safety engi neer should do is *ee that everyone under stands the company's nretv policy, goals, ob jectives, and his responsibilities. He should see that procedures are established to take care of routine safety considerations and carefully study the cause of accidents so measures can be undertaken to minimize the underlying weaknesses directly responsible, A chemical safety' engineer who has the aforesaid personal qualities and actively pur sues the items I've mentioned and his other duties houId achieve a truly fine safety record lor Ins company. 5 I9it3 'itsliunui Safety (.'--iiy/v.-i RECENT CHEMICAL FIRES AND EXPLOSIONS By MILES WOODWORTH Flammable Liquids Field Service, National Fire Protection Assn., Boston, Mass, Tlie National Fire Prevention Association annual!}' make* a midr t all large toss fires in the United Slates, that i any fire with a lo-*s ot over $230,000. In 1961 the chemical industry had 18 tire* where the loss exceeded 5-50,000 and in these 18 fires, 14 people were killed and 314 injured with a total loss of $8,404,000. However, in 1963 m only tour chemical industry fires have bath the loss of life and property damage exceeded that for all of 1961, Let in, discuss *ome of the*** recent fire*. In May of this >c.ir a <rh(-niiv,it plant in Toledo, Ohio, had an explosion winch hilled ten employees .md caused an estimated loss in excess of $850,000. A glazing compound was being processed in a 730-gallon steam tacketed vertical reactor. This compound involved a polymerization process of pri marily ethyl acrylate plus acrylic monomer*. The reactor was cooled by passing water through the jacket. Although this reactor was designed for 35*55 psig, it wux operat ing jt atmospheric pressure. The vapors from the reactor passed to a condenser and then through n two mch glass line to a krubber located on tlie twi with two inch j?!aw connection to the open, Tiie process operator noticed excessive temperatures developing within the process; when it could not h. controlled by turning on cooling water, the local alarm was founded, This af-irm resulted in tlie build* mgs being evacuated as had been practiced on regular occasion?. A* a pari or this evacuation plait the employees assembled in a lunch room m an adjacent building. Apparently, excessive temperatures frac tured a section of the two inch glass vent ilne which released liquid and vapor into the building. A violent explosion destroyed this building killing three men who had gone bock into tlie building to see what might be done to shut down the process. A steel distillation column located on an outside wall of the Iwalding was blown over and fell in to tin? lunch room killing five of the 16 mm congregated there. Two otficrs were (idled ra route to the assembly point. t>n April 3, 1962 in Norwich, Connecticut, a trailer lull ot approximately 20 tons ui organic peroxides exploded shortly atter a fire was discovered in the truck, The ex plosion killed four fire fighters and seriouslv injured four other person*. The truck was being unloaded when fire was discovered somewhere in the from end. The organic peroxides included benzoyl peroxide, methyl ethyl ketone peroxide, lauroyl peroxide and tert-butyl hydroperoxide. the warehouse employees had been alerted for the first time to the Itastrds of these peroxides approximately a month before the explosion; they warned the firemen upon their arrival. The firemen apparently felt they had taken adequate precautions bv lay ing their line bclund a reintorced concrete wail and directing n over the top into the truck. However, four m ilnrm were killed m the resultant fire and explosion. Miracu lously two firemen survived by covering themselves with a jMere >f -bext metal blown from the truck and u-mg water from a puddle to keep themselve* crv.l Fortunately a natural barricade was pro vided by a ftftp tank directly behind tiie plant; in the opjrv-he direction was a river beyond which wa* heated a town dump. However, buddings as tar away as 4506 feet were damaged by the violence of the explo sion. The State Fire Marshal of Connecti cut, Major Carroll Shaw, stated in his re port: "Placarding requirements of the ICC. m my opinion, are not only grossly inade quate but criminally inadequate." Major Shaw has given talks m various sections of the United States to fire department people as well as to NFPA meetings on the inadequacies of ICC placarding. Early this year m West Browmeh, Eng land, a truck caught fire carrying a mixed load including ethyl ketone peroxide. The driver tried to drive the truck as quickly at possible to open ground. However, lie was unable to completely clear nearby homes. A violent explosion occurred caused by the methyl ethyl ketone peroxide. In site maga zine, "Fire." tlie journal nf the British Fire Services, March-April issue, the following quote appeared *. "Must we wait until a 6 Cfutmeal Industry ' major disaster occurs before the appropriate Wvemmcnt flepartinuinTa rise Irons ibfwr lethargy to introduce legislation?" In April of this year another chemical plant in Ohio suffered as expiosioa which caused <ie death and three injuries and a loss of approximately $3,000,000. A benzene recycle pump in a phenol production unit kc"\me plusged with residues. Employee* were attempting to clear the plug, as was customary, with steam but when the cleaning operation took longer than normal, pressure built up in a stripper column causing a six inch relief vuive to operate, resulting in the mv:barge of benzene vapors. These vapors were ignited in an adjacent building at a qas-fired super heater. Flying debris from tlie resultant explosion ruptured piping, re leasing approximately 40,000 gallons of vari ous flammable liquids, which in turn were ignited. The fire was extinguished in about >ne hour's time. Also in April of this jt-ar in Kentucky, an explosion occurred tn a rlicnitcal plant which caused one death and 12 injuries. The prop erty damage ha* been estimated at approxi mately $4,000,000, The explosion occurred in an cthanolamine manufacturing area, which had been tn operation for several jesrs. The process involved ammonia and ethvlcne oxide Using fed into a horizontal tubular reactor u`in* pumps which were interlocked tn assure the desired proportion of reactant*. Prior to the explosion this process was having some trouble and wa* being hand controlled. Unreacted ammonia got back into tiie ethylene oxide process feed tank, malting a a chemical reaction which eoawd the mpkanoe, fn Chicago ust October, an explosion m. carred as a processing operation which killed une person and injured 250. Properly kiss u r excess of $800,000. It has been reported that an uncontrolled chemical rettfriim nit piaee inside a vessel involving vaiyl acetate, ethyl acetate and benzoyl per- >jide. The relief vent from this vessel dis charged inside the budding. When this ex othermic reaction went out of control, the relief valve discharged a large volume of flammable liquid vapor* into the interior at mosphere of the budding. These vapors were ignited and a violent explosion resulted, Not only was the budding ot the plant in volved destroyed but severe damage also KTurred in adjacent buddings where mod <ii the injured people were emploved. In summary, the chemical industry' must review MI of their processes, particularly new* processes which might affect existing plants built to handle other less hazardous operations. Special attention should be paid m emergency condition*; whether an uncon trolled chemical reaction can he safely vented outside and not inside the building. The affect of many of the new processes involv ing more reactive material* and their reac tion under elevated temperatures and pres sure* should also be carefully studied and reviewed. Finally, the transportation of re active Hazardous chemicals needs further -indy tor the protection ot the public and the Ate fighters who tnav he called upon to kindle the disaster* CHEMICAL REACTION ACCIDENTS AND HOW BEST TO PREVENT RECURRENCES By FLOYD A. VAN ATTA Industrial Hygienist, United Automobile, Aircraft and Agricultural Implement Workers of America, AFL-CIO, Detroit, Mich. E am not going to iittvmp! !> talk aUnit the whole gamut f fire- mid explosions, which certainly are .ill unfortunate chemical i-caction*. but will routine myself tn the more nr le** iimorr^een ;md certainty un expected mutts ot planned reactions, and "t tiie side reac!'t<ii whkh go with them irrxtv time to time. Ncvcrul momh ;y-i 1 wrote 19 letters t* i-eople who iiad. since 1937, had accident* if the p|*r<ipii;tte kind and of sufficient reverity to be picked up in tiie papers- 1 lave lad three repiie- one to say that the details ot die incident were still considered ft secret, one to say HiM the inquiry wa* directed to the wtouc division (the right ? /W(L? Xatiitnai Safety Congress division did not answer) and one giving tn detail an analysis of the event leading up to the incident and an outline o* the appropriate steps To prevent a recurrence. t conceive that the first item, then, in a program to crusade against this sort of ac cident, is to make the essential information more easily available. Naturally, I was able to get most of the fact* which 1 needed from secondary' sources, but working with information from secondary sources is much like depending upon abstract and digest MAirces lor your literature--ihe material has been strained through one more prolific source of errors and misinterpretations be fore it gets to you and sometimes it be come* virulent m (lie passage. From the information which I have been able to collect, most of these events seem to follow' upon one or more of a limited number of forms of inadequate design and, in an astonishing proportion of instance?, these examples of inadequate design are rather elementary, ai least in the ilhinimain,n of hindsight. 1 suspect that tliev really represent an attitude which has Iteen trained into our chemtts and engineers throughout their academic careers, it u an attitude which i* nicely epitcmiied in the college ialnimtory accident of two or three years <gu in which two students lost their lives hydrogen sulfide, After due investiga tion and deliberation the college authorities came to the conclusion--in essence---that this tvas an unfortunate incident but quite un foreseeable and unpreventable--In other words, an accident in the true sense of the uord--and they would rather not discuss it nny mote 1 am not concerned with the particular* of this specific incident except to nole that die experiment in hand was planned strictly wills the thought that it was going to work in a specific way. No one took the time or effort to do some mental gymnastics involv ing the question of what happens if things do not go precisely as predicted. This is not an unusual situation at all, I am sure. Wit had it when I was tn college and in graduate school a good many years ago, and 1 see no sign that the attitude, or the (niching, hits changed in the slightest in the interim. Our colleagues in Health Physics have developed a very useful concept of "the -everest credible incident" which we as. diemlilt or chemical engineers would do very well to learn tor ourselves and teach in our schools to keep ourselves out of a great deal of trouble. Although we might become somewhat more of an immediate capital expense to our employers, I sus pect that the long-run result would be that we would become les* expensive. This concept is really very simple. It involves simply considering the results, in turn, of the malfunction of each item in the particular reaction ystem and then the results of combined malfunctions, it is a simple war of arriving at a fair estimate of the w'-rt which U going to happen. 1 uv quite deliberate!*, "which is going to happen." Let us take a few "for in stances." To start with we have a series of incidents in which the precipitating cause of a runway reaction was the malfunction or non-function nf a thermostat Now everyone knows that an exothermic reac tion is generally going to speed up as a (tower function of increasing temperature and eieryone knows that a thermostat is a mechanical device which i- prone tn fail ure and (hat a failure is certain if it only <.>l>erates through a sufficient number oi cvele* even though it is a reliable instru ment, Hut huw many people put the two bits of knowledge together and arrange the se quence so that, if the thermostat fails, it lias an extremely high probability of fail ing in such a direction as to coot the re action mixture or even think to back-stop the thermostat with a separate limiting de vice which, by reason of not operating often, has a better probability of being operative at the critical moment. The plumbers think of putting them into household furnaces but we do not consider them desirable in chem ical plant installations. Sometimes these things can also happen because of reliability. 1 am reminded of one very disastrous incident which occurred in a continuous system--and it was a sim ple heater with no reaction involved--be cause a thermostat was installed down stream from the heater with no provision for separate control of the flow rate. When the flow stopped, the thermostat did just what it had been designed to do. it kept demanding more beat until the heater and its residual contents blew up. I do not k Chemieai Industnet think it is very necessary to dwelt un the half-dozen de*ign chances--anyone of which "cold have bad an extremely high proba bility of preventing this sort of thing. Another whole scries of incidents are those in which the reports indicate that a batch reaction was going along in the customary way. a* had been earned out many times before, when suddenly it started heating at a terrific rale and things started leaving in all directions--fast. Customarily m this -art of incident there U little or no evi dence teii on die spot To indicate much, except that an exothermic reaction should lie considered iinzerous even when it has I-ren prosen otherwise. I don't think that anyone could ever have p'rtten through a graduate school in chem istry without having been, introduced to this meaky sort of reaction sufficiently to not nerd much further evidence about what happens and what should be done. The pic- lure Is that you surt adding reactant to * hatch of solvent or ot other reactants. In either case nothing much happens. Know ing that common sense dictates waiting a while. >ou keep nn adding and presently -omethmg does happen ami, because vou have gotten concentration* and quantities all out of proportion, it all happens at once. So vou have a fire m the Iwod and some time later you sweep up the broken glass ,nd someone fixe* the hood and you repeat he thing without any further incidents. Now, 1 have no really strong objections *<* this sequence. It does not burn down many college buildings and ihe impromptu training tn fire-fighting may be useful. The nly thitiK which f-other* me very much .i!>ouc it is lhat we don't learn anything. We ma* speculate a little about whether tlie reaction is *uticawl> tic through one it its products, or whether the catalyst which we supplied that time may not have Wen a little different from the customary rim, but we don't really leant anything from die experience and the next time we ilo it it U in a 10,000 gallon flask, and what gets clobbered Is the building and contents and maybe Use surroundings. through the critical period of the induction of the reaction? f'erhaps mv notion* are utopian. I have noticed recently that there ha* been sporadic criticism nf ibe nuclear Industry- because uf the habit of trying to predict the mal functions and take precautions in the begin ning m the <ie*ign of plant and structure* to prevent the occurrence, or to minimize its effects when it doe* occur. It is a little hard to sell a dead horse and even harder to arouse any interest m the incident which hd not happen. But actually the amount of investment or of increased operating ex pense involved in the tvpe of thinking we are talking about here i* apt to be small .i compared to die savings it can produce from plant which is not destroyed. There is one other type of unexpected and undesirable reaction at which 1 sup pose I should give a bit of a nod since it occurs with some regularity. This is the situation where some one turns the wrong valve or does nos turn the right valve and produces mixtures which were totally un anticipated--the man who dumps a tank of sulfuric acid into a sewer already occu pied bv a strong alkali or the one who dump* a mixture of nitric and sulfuric acids into a tank with a residue ot tnulene--both iff those things have happened, to my knowl$*, and a ho*t of others just as obvious snd just as disastrous, f do not have any real thought that my voice crying in the wilderness--or any other --will have any great effect on tins nrt <ff activity, but I can make at least one suggestion. Most of on, when we have *et tip a process and decided how it is going in be done, reduce it to writing in the form *ti a Standard Operating Procedure or the luivalent--even if we don't pay much at tention to alternative possibilities. Having written that S OJ*. we also have a great tendency to heave a sigh and forget about it. At jum al-out the same instant the op erator* on the plant also tend to put it into a drawer, at the back, under a pile of daily log forms and forget about it In spite of the fact that tins i* a uni versal experience in the laboratory and a < omraon one in Industry how many batch reactors liave you seat which had a pro gram controlled by a rate-of-nse device Also, it would be helpful if the S.O.P, were kept up to date--including running change* in process and procedure and If the operators were kept continually familiamed with it. 1 am quite sure, from cursory ex- 9 /v>a,,' National Safety Congress ammatloa rather than from a survey, that in more instance* than not neither of these desirable things happen. I have not touched at all upon the things which one can do to minimize the damage after the event has taken place-most of >ou know what they are much better than 1 do, and if you follow your reactions eteseiy to be certain that it follows tite pre-set program it will not get out of con trol- 1 think anyhow that enough people in the past have emphasized the fact that our reaction vessels almost uniformly do not have adequate venting areas and we almost uniformly do not loww -A-here the energy is going if there is a blow. In closing I cannot re>t throwing in an other item which may be a little far afield l>ut may be is mL 1 want to rail vaur attention to two articles In probably not ac cidental juxtaposition in the July 1962 Quar terly of the National Fire Protection Asso ciation. On pages Si through 61 appears an article by Gordon if. Betz, Plant Engi neer of the Western Electric Company de railing the structures and procedures they have set up for handling of a maximum of ,>,000 lbs. of organic peroxides, including .i counterforted building. Following on page ; 63 through "0 is the description bv Miles Woodworth of the N.F.P.A. staff of the explosion of 20 ions of organic peroxide in a truck trailer at Nc. vich, Connecticut. There is the widest possible deviation be tween the precautions thought desirable by Western Electric and the total lack of prevautions by the shipping company in han dling four times the quantity. But the thing winch strikes me most forcibly is the fact that the load which exploded had to be heating for at least 30 minutes before the explosion and the pres ence uf a* simple a supervisory device as a thermometer might well have resulted in the abortion of the whole incident To summerize then, what I have tried to say in the Amplest terms is that most of the runaway reactions which 1 have been able to locate are predictable by any com petent chemist or chemical engineer, if he will momentarily detach his attention from the desired and predurtec r-vsrse of the process and <-r.nider trr oilier possible courses; the l<est possible "-av to cope w ith such undesirable events is io insist that the chemists and chemical erp'ieert do consider these possible alternative* at *omc early point in the design proce>* The most desirable wav to cet them to momentarily detach their attention from the direct epur*e nt event* and consider the -ide-madx is to incorporate nxne of tin* thinking into our schools--especially gradu ate schools. If that can b done the prob lem wit! soon solve itself It ts not possible to do anything about controlling a reaction units* vnu have the instrumentation to tell you what is going on in detail. And, final!**, it would be a lot easier to d/. something about specific cases if we would worry more about solutions and less about saving the corporate image. Almost everyone suspects that something is wrong when the pieces vtart coming over the fence. HAZARDOUS NEW CHEMICALS By CHARLES W. BAHME Deputy Chief, Bureau of Fire Suppression and Rescue. Lot Angeles Fire Department I believe most of our problems today stem from the new of expanded use of old chem icals, rather than from chemicals recently discovered or compounded. When I refer to "hazardous chemicals," i mean the kind listed by the National Fire Protection Association in its Fire Proteclion Handltonk,* a* well a* in its pamphlet W 49M. Up until a year or so ago, tlus pamphlet was called the "Table of Com mon Hazardous Chemicals,'* although this was really a misnomer, for many of the chemicals listed in the table were neither limmtit, nor hazardous. We corrected this -ituation last year, by deleting a few labo ratory curiosities, along with Chinese wax. Ml Chemical /</./><> Horncot, Colophony, aspirin, etc, and we changed the format from a table to hs present form; it is now called "Hazardous Chemicals Data."' proceed to *otne o the chemicals wind, are currently proposed for inclusion in the Hazardous Chemicals Data, and finally, men tion a few other chemical*, which are giv I have been a member of the NFl'.V* ing ri*< to *eriou* problems--not because Hazardous Chemicals and Explosive* Com thev arc new, hut Iwcauie they are, like mittee more than 15 years, and during that the new auto*, comui^ out in great abun period not a single chemical has been added, dance in the "compact" form. although we made many needed revisionrelative to life hazards and 6re lighting The chemical* recently added are a* fob procedure*, with a complete revision |at vear. Thank pwo-dne**. we are finally going some place in this matter of publicizing the haz ards of various chemicals; for ar our annual meeting of the N'atinnal Fire Protection Association in May oi this >ear, our com mittee report, recommending the addition of 20 chemicals to the list, was adopted. These chemicals are certainly not "new,-* as we shall see in a moment, but they are unqueslicnabiv "hazardous," Thus our Hazardous Chemicals Data pamphlet now jets forth the properties, usual shipping container.*, fire and explosion hazards, life hazard, storage precautions, hre fighting phases and miscellaneous re marks about a total of ^8 chemicals. The fact that the name of any given chemical does not appear m die I5*t doe* nr>t mean (hat it is ttat hazardous, Acetaldehyde is a high))- reactive, (lamruble liquid, with a very low flash point f-36*F) and rather wide flammable lim it* (4 and 37 per centl; h >*i-iiv under polymerization. a reaetum mat can be indent. Us vapors oxidize readily with . ir ami may form highly explosive and tm t-vhie peroxides: it * aluv an eve, skin, .*nd respiratory irritant (MAC 200 ppm)` capable of producing serfmt* eye burn*. . f.vhV Anhydride, i* another chemical which has been around a long time and al though moderately flammable < flash point 123*), its principal hazard is its irritating effect on eye*, skin and respiration (MAC * ppm). Incidentally, it was this chemical which was added to perchloric acid In the elcctropoirihinj hath which blew up in Ln* Angeles, and to which I alluded earlier Acetylene ha* been in u*e for year*-- Mthough long proposed for inclusion, you won't find iuunmnium nitrate for example, which i* now being widely used as the principal ingredient in "do-it-yourself' ex plosives, and which ha* exploded to wipe ut firemen in both Texas City, Texas, and Ro*eburg, Oregon. Nor perehtorie and, which blew up tn Los Angeles, killing 1? f*eop!e, "bile being used in an <sletropoIi*hing solution. Incidentally, it was this explosion which started my year* of research into danger ous chemical*. I responded to the scene and helped pick up the pieces of people-- (when we got a gunny sack half full, we considered it a body) and later was as signed the task of preparing the detailed regulations for the city, which culminated in the publication of our Dangerous Chem icals Code,* and which t* now incorporated \n our Fire Prevention Code* even in the days of the carbide headlights, xrd although we have always known that it i* a flammable ga* with very wide flam mable limits (23 and 82 per cent) not everyone knows that when it is not dis-clved tn acetone it is unstable and can violently decompose into carbon and hy drogen. After the first acetylene generating plant Mew op in my neighborhood, splitting and hurling cylinder* 1009 feet over a nearby lumber yard, I thereafter carelessly referred to this endothermic compound a* an '`ex plosive"; f was told by an international association that acetylene doesn't "explode": it "decomposes." Of course when the sec ond big generating plant blew up in Lo* Angeles, I began to wonder if there I* any real distinction 1 To me, an "explosive" i "umething that produces an erphsinn. ami everybody knows wliat that t*--it's the Mid den going away of thing- from where Tn proceed more fogimllv with this sub iliey've been, accompanied by a hind m.Le1 ject, let me first briefly discuss the recent addition* to the NFPA** publication, then So let's not quibble about terms*, if you have a soft plug Mow out on a acetylene ti&2 'iafrly C-ltf}*fSS c> Under, and flames erupt thereirtxn, if it'*. ut at doors. let it burn, H it's inside a building, put out the dime? betore the> pro jugate back into the c> Under and get it outside as quiddy as posable. If >tw bear a hissing, frying mxsc an invisible hydro gen runse is isstxng irorn that soft plug hole, watch out ` The paint on (be cylinder mil start bunung and it mil heat up, and if not kept cvA by fog streams, it can explode--or. pardon me; 'droniposc"'-^k>tailly; it may do to anvwav, *o I adwe my firemen to tie that fog nozzles down, with the spray directed upon the cylinder, and get away. Enough on that chenueai--t` o<* arw and I can't understand why it boa taken co long for it to get into the fisting; eer* ta'urJy it was cocsnon and very haxardoas; it you want more details oo its bussds .iisd how to rope with them, see esse of several reference works.* Acetyl Peroxide < 25 per cent ftokatoa) is an extremely shock sensitive hqmd s the pure form, but when diluted to a 25 per cent solution tn dimethyl phthalate. is shipped in bottles and carboys with special venting caps. It i# not only sensitive to hmt (keep under and cold (keep above 17'F), but it is poisonous and an irnum to skin and eye*. It U one of the organic peroxides, which are oxidizers. flammable, and as a group, shock and heat sensitive explosive. The higher the temperature the easier it Is to detonate them. A recent explosion in Norwich, Coon, involved a tnulerlnad (20 tons) of organic peroxides, including methyl ethyl ketone per oxide, iauroyl peroxide, and tert-butyl hy droperoxide. Firemen called to the fire which broke out inside, tried to direct a hoSe stream into the truck from behind a concrete wall, and when the explosion occurred three of them burned to death, and another, in the open, struggled ?5 feet before he died. Two oth er*. burned and injured, coveted themsdvt* with mud and hid under a tin shield, mi raculously surviving behind that wall, al though it took 50 minutes to rescue then Both fire engine? and mo*t of the buildings were destroyed, incidentally, they were told the truck had a dangerous cargo, bait a fireman's natural insbnet is to attack a fire and take a chance, without regard to his personal safety. Over 10 million pounds of these organic peroxides were `hipped fan year, and since they are used extensively at the plastics industry, the prospects of an increasing aatotag on the read ire ever expanding. Be careful when haadhrgi these chemicals; they may be ciassed W the I CC as "oxi- thong matmaly* bts dee't forget that they are really dangerem* exploMees, Dca't, for example, dtxnp taueyl peroxide out of its jWyetirykac bag or we cream carton and put it is a screw top jar--<m chemist did and he's a hand today, as a result of a few ery-esais getting rs the threads. A'rrirm is a highly ficmblt (i. pt. - IS) mw* highly piKaaiw fcqmd (MAC 0J ppm) wfaurh east be readily coaverted hv oxygen to hazordouc peroxides and adds. More over. extremely riofent polvTwmmtion re mits abcB m comet wnh alkaline miserais a*eh at cmsoc* ml ammonia. AcryBe Add is a nedeniely flammable <f. pt U0*F) tiqaid whidh has to be in hibited or rise r wiB sdf-poiymcrize at aa scctkjatrd me vhh explosive violence. It is also posKwros aid cose of the most serious eye mjwry chemicals, as well as being a vide and respiratory irritant. AcrylrtmSriir a highly flammable liquid (f. pt 32*F) and is highly poisonous by (MAC 20 pj*si Violent polymerisation oc- cstrj in the presence of camrie alkali, and even ro a very pore state, may polymerize s^oetseeoasly wish evaJutkas of heat, es pecially cm exposure to light, but is asa,h Islubtted against that ,-tifiliww is a highly flammable liquid (i. pc. ; k is also poisonous and an Cjf a*d f.h4m nmtt ntSpiratOfy UTTtanl Jtgnsme is imrlhi a anssiiar fiaaomable ttQrid (f. ft. t?*F) that a hardy seeds men- tsuanc. though there are attsy persons who bdt a fall appraanpoa ef its taxkaay (MAC 2* ppm). Like crincr oiumoik hydrucarboBs. tafacne serf xylene, it is a syuuue poison; brotthfflg high r....... mwiwiwnmx names death and repeated unhalstaaB of krw coocrntratkxts can rente at fatal anemia. Many firemen have bees scrkwsly affected by beniny vapors daring the coarse of fighting fires where fc**i.w*M* ypTb have been involved. Chemical Industries Brrylium dutt or powders have been the subject of considerable warning owing to the fact that they form an explosive mix ture in air and are extremely toxic as a rcipiramrv fMton ;md eve irritant; also tAUSc* >tuw<lsealing ulcer- it introduced un der the skin through tuts or puncture*. Butadiene's hazard tie* principally in its flammability as a gas and the fact that tt has to be inhibited tn prevent self-poly merization, Elhyi Acetate is luted mainly because it is a highly flammable liquid (r. pt. 24*), although it is irritating to eyes and respira tion (MAC 400 ppm). Ethyl Chloride is a highly flammable ami volatile liquid, commonly used a* an an aesthetic. (f. pt.-Jfl*F). (MAC 1000 ppm). Ethylene Dichloride is a flammable liquid (f. pt j6*F), and toxic by inhalation, skin contact or oral intake. Also, an eye irri tant and can cause serious damage (MAC 100 ppm). Fluorine is about the most reactive chem ical there is. This gas is extremely poison ous (MAC 0.1 ppm) irritating, and reacts with hydrogen and many organic materials with explosive violence, it wasn't much of a problem for many >ears because there was no container which would hold it, and hence it wasn't shipped. Now it come* into Los Angeles in special tank trucks, destine! for the missile test stands where it pro vide* one of the most powerful oxidizers available today. Alt!tough classed by the I.CC as a flammable gas, it isn't really; it only seems flammable because it cause* almost everything it touches, including brick and steel, to bum. In one spill of 1500 pound*, toxic concentration* were detected five mile* sway. Methyl Acetate is included because it is a highly flammable liquid (i pt. 14*F) and ait eye, sltin, and respiratory irritant (MAC 200 ppm). The Methyl Amines (mono-, di-, and in-) are flammable gases at ordinary tem perature, although they are often put in water solution* <23 to 40 per cent) to form flammable liquid* They are also eye, skin, and respiratory irritants. Vinyl Chloride is a flammable gas at or dinary temperatures, subject to polymeriza tion in the presence ef air, oxygen, sun light, or beat; usually inhibited with phenoL Proposed Additions In die next addition of the XFPA Haz ardous Chemicals Data, we hope to include data on Annncnitt, now being used ,i* fuel for the X-13 super-omc plane, .-IminoniNMi Xitrate, the fertilizer which turned out to ie a high explosive when involved in fire in the cargo hold of the Grand Camp and the High Over ships in Texas City; some flammable liquid oxidizers: Butyl Hydro peroxide, Butyl Perbenooale, and Cumene Hyttroperoxide; from what I have told you about the Norwich explosion, you cm readily appreciate the Hazard of these chem icals; the advice given to fire fighters in the forthcoming data reads: "apply water spray or dry chemical from as far a dis tance as passible . ., etc." Also, proposed for inclusion is Cyclehexane, a --Kl`F flash point liquid; Ethyl Alcohol, the hazard* of which are well known to many; they say it is somewhat hazardous with crystals of dihvdrogen mon oxide and a little tonic water or vermouth, but then I'm not here to repeat hearsay evidence Hydrazine is a highly flammable and explorive liquid, with flammable limits of 4.? and IDO per cent, although the flash point i- 126* Ft it can spontaneously ignite in con tact with iron rust at ?4*F. It is corrosive to thin and eyes and poisonous by skin absorption (MAC I ppm). (Do vou realize what t ppm means? If you let the "l" stand for on* inch, the next nearest port would be 15 miles away!) Incidentally, a semi-tank truck, loaded with 4,500 gallons of anhydrous hydrazine de veloped a leak near a little town on a major highway', about 20 mile* north of my home, and the driver plugged it with a compatible metal foil, which held it temporarily untit the County Fire Department and others ar rived. Since it was not believed sale to allow the truck to continue on through the populous areas, it was given a more sub stantial patch, using polyethylene and alu minum tape, and escorted to the nearest military base. Hydrogen as n gas is highly flammable, with flammable limits of 4 and 73 per cent, but in liquid form, which is common in the missile industry where it provides an excellent fuel, it creates an even more seri ous problem. In January of this year a U I'M} .Vd/Mnai Safely ( iiiureri tevhmctaii w.is seriously burned when a iij^h prewirc gaiiqe ruptured and the * .(ping ss ignited- The tailurc of the Bour- (ttlw wi proUahly due to hydrogen embrittlement. ami reaping hydrogen un der prenre ha* long l*tn known to be capable of spontaneous ignition. Hydrogen Peroxide, 52 per rem by weight >r greater, needs to he included, for it is l>eing used in the 100 \<t cent tons now. A* a matter of fact it makes a very good propellant all by itself when ejected through a catalytic screen; the jet thrust so obtained operates the guidance system foe the X-lS f'W&et plane, and i* also used to power Miiatl engines on helicopter rotor tips (ior emergency use), as well as "space belt*," which enable men to jump over building*. This liquid is a very powerful oxidizing agent, subject to an exothermic reaction leading to explosion. Contaminated, it can decompose at a rate (liat will exceed the renting capacity of (he container, and since the decomposition is self-accelerating, an explosion of the container t* to he expected. While preparing this talk, an explosion of a contaminated 30 per cent hydrogen peroxide solution in one of our local uni versity laboratories resulted in 14 of my firemen having 1o obtain medical attention, fortunately, most of these men were able to resume their duties very quickly. S'itromeihane is a flammable liquid which mn b* detonated by heat or shock or a combination of both. The flash point is 112*F, and under fire conditions it becomes more dangerous since the heat produced in creases its susceptibility to detonation by shock. This change in sensitivity can oc cur at temperatures as low as 120*F. It is also toxic by inhalation and inges tion (MAC 100 ppm) and so art its de composition products. At least two rail* rond tank cars of nitromethane that 1 know >t, have detonated tor some reason or an other, and I understand Ihe I.C.C. is now considering the possibility of listing it as i dangerous chemical. Perchloric Acid is proposed for inclusion. 1-ecause at 70*F the anhydrous form will evplode spontaneously, or at reduced tem perature when in contact with organic or rvmbustible materials. In the common 72 per cent form, it forms with organic ma terials an impart and heat sensitive explo -ive, of about the same sensitivity as mer cury fulminate, and of the same order <>i violence as TNT. This is I lie chemical which caused our Los .Angeles explosion in tlie clectmpolishmg bath (which ! mentioned before), wherein 200 gallons of this solution of per chloric acid and acetic anhydride detonated because of a rise in temperature and leveled a city block- That was in 1947, so it is about time that this chemical got national recognition a* being hazardous. There are other chemicals proposed for inclusion in the NFP,\ Hazardous Chem icals Data, but I'll not have time to re view them now; suffice to say, they too are not new, but the recognition of their haz ard may be new to some people. No discussion of new hazardous chemi cals would be complete without at least mentioning the e/itmiruim alkyl compounds, such as trielhyl aluminum (TEA), diethyl ulttmimttm hydride (DEAH), trimeikyl alu minum (TMA), triisobutyt aluminum iTIBA), and the alkyl aluminum hydrides. Many* uses are being found for these pyro phoric liquids, including their use in rocket igniter systems, and an> leak or spill i* almost sure to burst into flame; these com. pounds are not only air reactive (with spon taneous ignition) but also violently react with water.* Rrigniiion is the big problem in all alu minum alkyl fires. Successful methods of extinguishment lie in the ability of agents (dry powder) not only to extinguish the flame but to absorb the remaining fuel.1 The hazard* of tedium, used extensively as a heat transfer agent, are fairly well known, but other alkali metals, such as crritiM and rubidium are now cooling into use in the electronics industry and their reaction with respect to water and spon taneous ignition require comparable safe guarding. In addition to the increasing use of the radioactive thorium-magnesium alloy, a soralled "middle-weight champ.'* titanium, is finding a good reception in the aircraft and missile industry, owing to its advantages in strength-to-weight ratio. Its fire hazard, however, is in a class with magnesium, in sofar as turnings and lathe chips are con cerned. and its dust, like zirconium, spon taneously ignites when dispersed in air. it (. hemicat ItuIttUrtit Because 1 personally had (he problem of '-mdling a leaking cylinder of chlorine tnftuendr, l can testify that its hazard* have not been overstated in the rocket litera ture,* Because of u* extreme toxicity (MAC A! ppm> and corrosives, great care had f* be u*ed to protect the men while re ring the cylinder from the university .reroom and disposing of the remaining "sotenis. This oxidizing vapor is hyper bolic with most fuels, and on a more re cent occasion, when it got contaminated, the bottom wa Mown right off (hr cvhnder. Labels 1 have tried to explain to my fellow- fire men that you cant trust labels. The Inter state Commerce Commission may assign a green label,** the same that goes on a cylin der of compressed air, to a potion gas such as chlorine and sulfur dioxide or even to a gas that is urd as a rocket fuel, such as ammonia (both flammable and toxic). An f-C.C. yellow label doesn't tell you whether a chemical is a flammable solid, or an oxidizer, or an explosive, and all three can carry these labels, and even be found piled in the same loading dock, though no safety engineer would ier allow them to be stored together. Moreover, safety engineer- arc not fooled hv labels; the organic peroxides for ex ample, though ctas-ed a "o.xodizing ntaenals," are bring stored tn the same kind of magazines as arc provided for explosives Unfortunately, however, these chemicals can be hauled at quantities up to 300 pounds in tracks and boxcars with no pla card whatever, and if over that ameunt. only a "Dangerous'* (not an "explosive") placard `is required. We firemen have not only the problem of learning which chemicals are hazardous, but we need to know why--axe they toxic, corrosive, flammable, oxidizers, unstable or explosive? Or perhaps do they combine sev eral of these hazards-* Do we need to safeguard them from 'hock, heat, light, air, moisture? Do they have to be in special containers? vented*, inhibited*, or refrigerated? You know, people are funny--some ob ject to fan dancers and others object to the fans! .And there are some shippers who jcct to dangerous ciu-mLuis and oilier* vfin Abject to the dangerous placard' Vt one of our public bearings -n chem ical regulations 1 asked a chemical disintmior why he was so bitterly opposed to our requirement that containers tor * certain refrigerant be labeled as toxic ga<. since in fact it was aetuaiJv x poison ga,md very lethal. Snd he replied, very logically, that the f,CC didn't require it, and if a local city were to require such a label on a tank truck, for instance, some enger-beaver fire vhief might stop the truck from going through the renter of town? (So these trucks still go through the center of many towns--with no label- at all. except "anhydrous ammonia," which most people would never suspect as being both toxic and flammable.) Procedures Even if we know what the hazards are. and the chemical is labeled so that we can identity it, we also need to know wnat we "f.n do about it in (he event it becomes involved in a fire, spill, or collision. Take ethylene oxide, for example; (this i the chemical which was involved in an A million del. tr loss at a large chemical plant in Kentucky, earlier this year) ; we know* that it is hazardous from the stand;xint of health, flammability and instability; having flammable limits of 3-aiuMOO per vent, we know that it doesn't require any air for it tn burn, and could he 'hocked `hermally. What are firemen exj-ected to do if they respond to a burning installation where targe quantities of ethylene oxide are stored? It reminds me of the time when one of my assistant thief* asked me about . large chlorine cylinder installation. If this building catches fire should we be primarily worried about the cylinders shattering (be cause poison gas cylinders are riot permitted to hare soft plugs) or should we be con cerned about being "knocked over" by the ?as escaping through blown soft plugs? Weil, chlorine is a poison gas, but it is shipped with a green label in cylinders that do not qualify for poison gas, and there fore. da have soft plugs which will allow the chlorine to evape when involved tn IS i National Sofftv Cmtqress irc. At one tire we had 16 firemen hos pitalized from this very cause. Then sfpun it i* one thing to have to take action inside a plant having a well informed staff and special safeguards, and o utfce another thing to lx confronted with tour problem in the middle of heavy traffic in the center of town, as my men were recently when a 4000 gallon truck of liquid txygen overturned on a highway, causing Us contents to start flowing across the asphalt pavement: our know ledge of a local experience of having an oxygen soaked asphalt street detonate w-a* enough back ground to v.ujs* our men to keep the road flushed until the liquid could he safely transirrred to another truck. With full protective clothing to avoid direct contact with the minus .300*F liquid and under cover of hose sprays, a wad of polyethylene plastic sheeting was pushed into the two-incli relief pipe opening to reduce the rate of liquid flow; with the careful application of a fine spray of water over tl*e pipe's end, a solid cone of ice was built up, successfully shutting off the leak. C cmclusiotts The foregoing incident serves to corroh. orate my initial allegation, that it is not the new chemicals which arc giving rise to >>ur major hazards today. When I started my research on dangerous chemicals IS vears ago, liquid oxygen was so scarce that [ actually tad a representative from a large producer eomc into my office and start pour ing it around the floor to *how me howsafe it was. but when he tried to tell me that we had nothing to worry about--that n was so cold it would "freeze out" a fire. ! questioned his sanity and had him thrown ontIn that 15 years we have gone from test tubes to tank cars. Chemicals that were formerly laboratory curiosities are now in quantity production. One company, alone, near my home used 2S million gallons of liquid oxygen last year. One rocket now being tested at a nearby installation use* ten tank cars of fuel in one shot. Mo won der the windows in my home rattle like crazy sometimes, when the cloud forma tions are just right to bounce ot? the shock wave vibrations originating five miles away. Not only liquid oxygen, but other chemi cals such at hydrogen peroxide and am- rmmta are also being produced in high concentration and large volumes. Can you remember when hydrogen peroxide was merely an antiseptic you poured on a rut, or n bleach used by blondes? Or when ammonia was merely a refrigerant which the early literature erroneously described a* 'not in flammable"? Today the latter is not only a rocket fuel, but ironically creamery and dairy plants are still blowing up every* now and then irom ruptured ammonia lines in thdr refrigeration systems. (I have responded to two large fires of this origin in ray own city). The chemical industry is growing three times faster than industry in general and by 197$ it Is anticipated that it wall be four tunes greater that it is today. As in every safety problem, the need for getting the information to the people who need it is especially true with respect to chemicals. The National Fire Protection Association has been stepping up its activity along this line. Not only is progress being made m bringing our Hazardous Chemicals Data up to date, but more and more articles are appearing on the subject in its "Firemen" magazine. The August 1962 issue Had a splendid one called "Watch out--Chemi- cals" which I recommend for your study. In my own department, we have issued x malf pocket guide, which covers, in con- .Sensed tooelea form for field use, the chemicals which we believe are really dan- tferous; moreover, we have included in the 100 general subjects cover'd, cocsdse pro- cedures for handling spills, acetylene fires, chemical fires, chto - ieala, trichlor- ethviene degreaser fires, * ~rtroplating fires, explosives, film vault fires, flammable llq- uid spill.* and fire*, fumigation emergencies, gas cylinder emergencies, guided missile and rocket fuels, heat treating plant fires, high energy fuels, hydrides, LPG fires, nuclear weapons, and radioactive emergencies, to name just a few. We also have included in the appendix. pictures of the I,CC labels, typical markings for portable compressed gas containtff, a Table of Common Refrigerants, a Table of Common Fumigants, and a Table of Hazardous Chemicals which gives the hazardous properties concerning 300 chemicnls in hand;* reference form. It is called I ( f j j j j | j j ' ] 1 j j j j j J J | I I 1 1 ] j | | | t j [ j j j a ? 3 j J j ,' ;j Chemical Jndiutrwt tiie hire Otneers Guide," and we have tried to include ia it, some condensed informa tion from our previous book. Fire Protec tion tor Chemicals,41 which lu been re- jinmt*. in it* second edition by the National Fire Protection Association, ard is sooti to be (rtibtished in a Spanish translation for use ir. Mexico, Central and South Ameri can countries. Itt et-nclusioft, I have tried to outline the itazurdw* nature of some of the chemicals winch are coming into greater use. Al though there are some new substances of umtable and lethal diameter continually be ing developed, my main thesi* here today hr.- been the proposition that most ot our concern, tn the fire service at least, is not with trert' chemicals, but with the larger 'valium* and higher concentrations of old chemicals which are now being tmn'portcd through our streets. However. I truly believe that there ha* !m C(<nstderable improvement in the fire protection for dangerous chemicals in the pa-t deende. We are not nearly so con cerned over the fart that new chemicals may t< produced which are highly unstable or toxic, or over the apparent reluctance to label them in meh a way that we can readily ascertain their dangerous properties. Wc are almost tn the same position a was tittle Lucy in the Peanuts Comic Strip --you know she one, where she i* stand ing in tall grass way over her head, and >n to herself, "1 really don't mind play ing left field if they would just tell me winch way to race!" it's the same with u* firemen. We really don't mind rolling up to a burning building loaded with chemicals if we "know which woy m t'acel'' Thu*, while some of the chemicals com ing into use today are more lethal and less Kab; than ever before, members of the fire -trncc are becoming better informed, hi the I> * Angeles Fire Department, for example. c have our own laboratory, our v. vs engineering Mad, with officers who are chemist* and graduate engineers, and our >ira technical library; and I am sure flat this is true ot oilier municipal hre dejwrtmentj throughout the world. Thus, with more knowledge, increased training, handy references, and experts from nearby industrial and military establishment*. who arc available for consultation, the lire protection oflker today is no longer grop ing in the dark, but i< in a much better position to recommend safeguards to per son* who handle these substances, and equally important, he is tn a nutrit better position to successfully handle emergencies where these chemicals may l*c involved. references 1. FIRE PROTECTION HANDBOOK. 19 National Fire Protection Association. iW flstterymanji Street. Boston 19. M.is* ($17.80) 2 HAZARDOUS CHEMICALS DATA. ifoi National Ptre Protection Association. No. Hit. <4I.00> 3. DANGEROUS CHEMICALS CODE. 1931. Le Angeles PIre Department. iPsrtter A Company. 241 Cut irn street, Los Angeles 13. Calif.) ($18.00) 4. FIRE CODE, City ot Lon Angeles Parker ft Company. ($1400) 5. .MAC Values adopted by the American Con ference or industrial Hygienist* for maxi mum acceptable to which workers (mavaeyrabgee)excpoonsecednftroartioann $ hour working day without injury to health. 8 Manufacturing Chemists Association, Inc., (Chemical Safety Data Sheets). bD-7: 1s-`2,F.P.A. --No. 51: and reference* it and 1 Technical Information on Aluminum Al iev 1* and Alkyl Aluminum Halides, Kiltyl Corporation. Business Research Dirisinn, Haton Rouge. Louisiana. February IMS. 8. Technical Bulletin No. 38. Ansul Chemical Company. Jlsrinette. Wisconsin. i 23. D. C. 14 Interstate Commerce Commission Regula tions (or Transportation of Explosives and uther Dangerous Articles. 1L FIRE OFFICER S GUIDE. Los Angeles Fir* Department. 1S39. Available from Parker ft Company. 241 East 4th Street, Los Angela 13. calif. ($3.00 plus tie sales tax for California residents). 12, FIRE PROTECTION rOR CHEMICALS. Bahme, 2nd edition. 1ML National Fir* Protection Association, SO Battsrymarch Street. Boston 10. Mss*. ($3.00) 17 JOINT SESSION WITH OCCUPATIONAL HEALTH NURSING SECTION COLD WATER TREATMENT OF BURNS By ALEX, u, SHULMAN. M D. Los Angeles. Calif. The X.itioo;*! Paiety (Nunn! in cclcfirnting its MHh \nnivcfarv fart look Kick with qrcnt pritlr "ii the advance* and progre it h.-i* nude in those 50 tears. l*n fortunately. the same cannot be said itt titer field m bum treatment, where the mnrtahtv rate for the *everrh- burned patime ha* not cK-inscd sicrutieamly in the }.i*t 50 years. I have eme a Inn? way tndav to Hhcuu a concept of burn treatment which has proven *e> far to be nf crent help in the first aid management of lc**er hums and which, we impe. may ultimately prove to be part nf the answer to the <Iima1 problem ot the severe bum. It is generally admitted by inn*t doctors that they feel mo*t helpless when called upon to treat a burned patient If this Is true tor the doctor, I am sure it must also be true for the firt-aid man. To be able to re lieve the pain and anxiety of the burned patient without drugs and even over the telephone should be a mo*t desirable atm. Our experience with several hundred hum eases has shown that the imple im mersion oi the burned Te* in rtdd water or the application of cold. moi<f towel com presses using iced tap water, provide* im mediate relief of pain and *eem$ to hral the burned area faster. Let us compare this simple form of treat ment with what is customarily done. The usual first-aid management neither relieves the pain nor does it help to heal the bum. In fact, in many instances it is actually Harmful. Most people with a email bum hurriedly apply the nearest available butter. This is usually followed by adding some form of hum ointment. Thi* done, the pa tient feel* he ha* now given him*eif proper firt aid and he must naturally just continue to suffer, since jwtin i* the natural comeqttenee of a bum. If he considers the bum severe enough, he calls his phvtirian who, since he is beip- lc- over the pi.one, u.r'Us to ee the patient ,n once. The doctor then painfully cleanses the bum of the previously applied trre.i*e by tiding a solvent and then applies Hie own hum ointment, which is usually identical with that of the patient, but under u differ ent trade name. tar. nothing lias been done to relieve the patient's pain and *o e deetor pre- -eribes *orrte medicatiM* ' a- purt-- The patient is then sent home with either hcavv bulky dressings, light gauze dressing's or no dressings at all, depending on the physician** personal preference c the sub ject. While all this may sound facetious, it is rue that there is very little uniformity tor treatment of bums even amceg doctor\t a general rule in medicine, where there arc many different kinds of treatment :or one problem, it means that they are all equally poor. Let us take ,n look for a moment a! the commercially available bum ointments which are in almost everyone's medicine cabinet l-ccmise this is the usual form of treatment They usually contain variable amounts ot oils of wintergreen, spearmint, bay, mercuric a, phenol, tannic acid, bute*m picrate and many other chemicals often up to 10 or 12 of these mixed together. What about these chemicals? To answer this we must briefly consider the history of bum treatment for the past 200 years. Two distinct periods of treatment have been described. The earlier period was before, 186B when bacteria were unknown, .mil the period after that date when bum treatment became a matter of using cheaui~it* to try to kill germs. Before 1868, simple >he--ine* were applied without the use of chemicals. After this time, t.e. after Liner diMfovercd antisepsis, drugs like phenol, mer curic Cl, picric add, tannic acid and stiver titrate were tried out on burns, cadi in its turn up to 1932 nnd even later. IR Chemical Industries The amazing result of all this chemical treatment was that the mortality rate in ever* bums after 1868 was 214 or 3 times a grat as before 1868, comparing simitar groups of cases. Thus we see that what is contained in many of our modem commercial bum oint ments are many of these same harmful chemicals which produced such bad results in the past 100 years. Many e the drugs mentioned were tiowh- abandoned as it be came obvious that they were interfering with healing of the burned *kin or actually were mi toxic as to cause deaths themselves. Phenol, icdoiorm, picric add and boric acid have all been known to cause deaths. Vet for some mysterious reason they are still used today to apply to delicate damaged burned skin cells, (which are pleading for help rather than to be futher insulted by these poisons). Indeed, one very popular film ointment has advertised that it is `harmless to normal skin". Mote that it does r.ot say that it is harmless to bunted skin. Mow--I would like to tell you of two in cidents that got us started on the fee water treatment for bums. About eight years ago, I accidentally spilled some boiling grease on the back of my hand. In the following agonizing few moments it teemed logical to plunge the hind into a basin of cold water. The immediate relief of pain was so im pressive that I kept the hud immersed for over one hour, because the momentary re moval of the hand from the water caused the return of the original intense pam After an hour or so, I was able to take the hand out of the water with no return of the pain and from then on, not only was there no pain but the bum seemed to hoi more rapidly than I expected. A few weeks later, a three-year-old child who had grasped the hot water pipes lead ing to a shower roocr. was brought in creaming with the intense pain *! her hands. When the hands were pot m ice water the child immediately showed relief and refused to take the hands out ot the water until some time later- Once she was able to remove the hands without pain the pain did r.ot return and no further treatment was necessary*. These two initial -rases demonstrate a itnple fact whfeh was known to the ancients hut seems to have been ignored by most doctors. Indeed, most physician* would say, "It isn't done"--but no one quite knows ,vhv. Since these first experiences we slowly tried out this treatment on many minor burns gradually working up to the more severe bums. Whereas most of the bums were of thermal origin, chemical and elec trical burns have been treated in the same manner. The treatment was begun originally an emergency measure to provide immediate relief of pam but the effect on the bum seems in most cases to have lessened the damaging results expected. It therefore seems that harmful body responses like local swelling and interference with circulation are stopped or altered. The actual treatment of the burned patient consists of immersing the burned limbs into a large basin of cold water as soon as pos sible following the bum. The desirable tem perature of the water should be that which is for the patient comfortably cold. This is usually under "0*F f22*C), Ice cubes are frequently added since the heat from the burned part raise* the temperature of the water. Where it is impractical to immerse the burned part, a* in die ease of head, neck, shoulders, chest, abdominal wall or backmoist cold towels kept constantly cold by re peated transfer from ice water to the in jured part are applied instead. In the begin ning these towels must be changed almost constantly to keep the patient comfortable. It seems that the best results follow the earliest treatment after the bum and for this reason it U advocated a* a first aid treatment to be tarried out by the patient himself or by his first aid attendant For the same reason it can be advised over the telephone quickly. Placing a sensitive bum under a cold tap if shower U not advised since the painful pressure stimuli of the stream of water may iffset the relief obtained by the cold water. The patient himself helps determine the length of treatment In minor bums using permanent absence of pain and swelling as Ins guide If the burned part i* removed from the water too soon the pain will return and the pauem mil ak to go back into the water again. 19 /<W Sational Safety Congress The treatment may last from 30 minutes to several day*, continuously or intermit tently, depending on the depth ol the bum and the degree of pain caused by it and the amount of welling present. Where there U more than one arm burned, some will be free of pain before others and these will not need further treatment. To offset the patient's feeling of chilliness winch may arise, we have given hot coffee or even vodka to drink--with enthusiastic re ception by the patient in most instance*. Sometime, healing pads and blankets have been used in the hum free areas to help keep the patient warm. Once the burned part can be kept out of the water with no return of pain, many bums will require no further treatment. If the surfaces are raw a single layer of vaseline gnure covered with a light dry dres sing can be applied. Many cases will require hnlc else. Severe bums will of course need the highly skilled services of a team of doctors in a general hospital. We have treated patients with bums of up to 20 per cent of the body surface and we have found that whatever the subsequent rare may be. those cases treated initially with cold water do much better than those that were not There have been many similar observations reported in the past Following the publication of mv article in the Journal of the .American Medical Asso ciation, I received letters from all over the world, many oi them telling of similar forms of treatment. For example, -in English doctor report* the use of cold milk for bums; a Florida doctor says he uses old water with tea in it for sunburns; in Scotland, when a blacksmith burr.* himself he puts the burned part on the cold anvil iron; in Iceland the people have traditionally used cold water for bums; during World War II. when the aircraft carrier WASP was sunk by a Japanese torpedo when re fueling, the doctors in the N'avy Hospital in Aukland. New Zealand received about 75 bum a*es and they noted that those patients who were in the cold ocean water did far better than tho<c who were not. The one thing common to all these ob servations is the COLD, and cold water is the simplest, cheapest and most accessible means of achieving this effect We have a photo ot the hand and arm of a 46-year-old woman scalded by boiling milk at the age of 3 and whose forearm only was immersed in cold water. Noticeable is the severe scarring above the elbow and the absence of scarring below the elbow. Another photo shows the underside of the skin of rats who were burned and compares the result of the enld water immersion with those treated by simple exposure nnlv. The beneficial effect of the cold water is dearly demonstrated. And another photo shows the hind limb of rabbits which were scalded. One ttmb was treated with cold water immersion and the other served as a control This demonstrated the marked suppression of swelling which can be achieved by the cold. This same effect of reducing swelling has been re peatedly shown m human beings. At the most recent convention ot the American Medical Association in 1962, the results of work done at the University of Kansas were tap ted, showing graphically that rapid brief ct hng with cold water of dogs severely scalded greatly improved their riiances for survival In the control groups-- those not treated--all of the animals died within 28 hours. In the group treated for only one-half hour with cold water immer sion. approximately half of the dogs were alive at the end of this same period and one-half of the remaining dogs continued to survive. This and other studies in animals hare demonstrated what we have seen lake place in extensive human boms in the few case* where we have had the opportunity to apply this treatment. Since the mortality rate in severe bums is almost 100 per cent, even under the best conditions, we arc hoping that this form of treatment, or some variation of it, may help save lives that would otherwise be lost. In the meantime, however, this treatment has proven to be so effective and gratifying to both patient and doctor alike that it is r(.commended for use in most bums without hesitation. 20 INFORMATION ON SERIOUS BURN CASES By J. A. HOUGHTON Supervisor, Industrial Chemical Service Liberty Mutual Insurance Co. Boston, Massachusetts A review of I "J elected Workmen's Compensation cue* involving serious bums, 16 of them iatal indicated that many of these could have been prevented by the uce of a little common seas*. A frequent cry after the incident is "Why didn't someone id! us ? We didn't know.'' Just idling isn't enough, for many similar incident* have been described before, Where a potential buns hoard exist*, it is neces sary to reach and inform proper people, to sell them on the need for using preventive measures and to sell them on the need of assuming responsibility for continuous tol* low-up to keep the pcxmnal hazard under control. Materials that are inherently hazardous Are essential in many industries, and em ployees must be taught how to handle them safdy for there is always a continuous flow of new employees who do not recog nise the hazards, and some older employees who need reminders. Tlie cases reviewed Included chemical, thermal and electrical bum* where the to tal cost of disability benefits and medical payments of each ease wa* above $2,300. Deaths from electrocution and other inju ries from electrical shock were not included. These serious bums occurred in 160 differ ent plants and included about 75 industries. Only 10 of these cases occurred m the basic chemical industry, but the other cases se lected were ones which occurred at oper ations which are common to the baste chem ical industry as well as the other industries. The average cost was $10,450, and in 60 per cent of them the medial costs were at least half of the compensation payments. It would help to emphasize the seriousness of these cases if a breakdown could be made classifying the extent and area* burned, the degree of the bums, the time spent ia the hospital, the degree of permanent disfigure ment and the like, but this information is not available and is necessary to rely on cost*. But, even with the present high cost* of medial arc it doesn't take much imagination to realize what these individuals went through to run up radical bills of $3,000 to $4,000 and sometimes mghcr. And many of these accidents could have been predicted, and prevented by methods. Chemical Burnt--There were 41 cases oi hum* from chemicals at an average cost oi about $$.$00 per ea*. '.mly 10 of these cases occurred in the manufacture of basic chemicals; the other 31 cavri occurred in other industries, such as metal working where the chemicals were iwidenm! to the other manufacturing operation*. tn eight cases, there were explosions dur ing manufacturing operations which would be difficult to predict. These included man ufacture of unstable chemical* and pressur ized reactions but in tome of these there has been no satisfactory explanation oi the cause. These cases required luahlv tech nical investigations and util be classed as ones which could be prevented by sim ple means. tn 13 case*, work was i-crt'ormed on equipment under pressure without adequate ly blanking off pressurized tines- Pumps were opened for repair, blocked lines were unplugged by ramming with a rod and an acid line was opened to replace a valve, and the sudden release of pressure sprayed the chemical on employee* Correct oper ating procedures had been written in sev eral cases, but it required a little extra ef fort to blank off the line prr perly and the operators had taken the <nort cut method treviously without mishap, and without cor rection. In one case, flaked sodium hvdroxide was added to a tank to make up a cleaning solu tion. The caustic was just dumped in, in stead of being added slowly, and the heat iterated caused the tank of water to erupt suddenly covering the employee with hot caustic solution. .Although this type of ac cident is infrequent, it is invariably serious, `"hie or two accidents of this type show up every year, and it is general!' from ignor- 21 1962 National Safety Congress Chemuat Industries ante, for the employee was not instructed properly. Working with hot caustic solution caused one serious injury when the solution spat tered, ;uid three serious eye injuries oc N'me caves occurred in attempting to start up standby or stalled gasoline motors by pouring gasoline into the carburetor from pen cans. There is no substitute for gas oline for this purpose and an empty tin Thermal Bunts--Stecun and Hot ll'ater-- separate. Supervisors should have known i Twenty-ocas cases were caused by steam or about a number of the conditioos which hot water and the average cost per ease were the immediate causes of some of these . was about $35,300. accidents, such as: curred when chips of solid caustic entered can is a convenient container to handle Improperly blanked steam tines caused 1, Short-cutting standard operating pro the eye* during removal of solid deposits. the gas. But the same sequence occurs-- three accidents, even though the standard cedures, Employees neglected to blank off Xo eye protection was used in these four (he gasoline spilled on the motor flashes operating procedures in the plant called for ftram lines, chemical lines or cut off elec eases. The average cost of these eye case* and (he individual knock* mtr or drops I blanking. It would have required a little tric current and to properly label or lock was $5,300 per case. the open can of gasoline on himself; the gas extra time and eflort to perform this chore out these lines. There may be a few in In one case, an employee was working above a hot caustic tank cleaning a super structure, slipped and fell into the 190*F v>lution; he had not used a satety belt nor w* the tank covered m any way. Two '..ij.es fx-curred when arid bottles were dropped and spattered the employees.. Sud den breaks m acid lines caused three of oline on his clothing ignite* and he starts to run. Seven cases occurred when gas or oil burners and driers were restarted without an initial purge of the combustion cham ber. Most of these came frees maUunction of the purging equipment, and in two cases it was definitely known Uiat the purging t and similar operations had been performed stances where the accident occurred the first . before without blanking the lines. time that the short-cut was med, but the { Insufficient time for cooling hot solutions reports indicate that the poor practices were ( in dosed equipment caused two acadents, common and since accidents had not oc j for when the equipmait was opened the curred previously the practices were con sudden release of pressure caused the hot tinued. [ solution to flash into steam which burned 2, Using flammable solvents where they die individuals opening the vessels. are not needed or handling flammable sol these accidents. The other miscellaneous ac equipment was not operating properly. cidents occurred when handling propellant mixtures and from splattering of chemicals during handling. Thermal Burnt -- Fire and Expiation -- Tins is the most frequent cause of serious burns, and there were 101 cases in this group with an average cost of $10,300 per case. fn 10 of these cases, open cans or buckets f.is flammable solvents were used when clean ing equipment and t in a couple of cases) floor.!. In each case the solvent flashed oo ihe equipment, the open can was kicked or knocked over onto (he individual and he was soon a flaming torch. In most cases, the individual starts to run and fellow em ployees have difficulty putting out the blare. In 10 other cases the flammable solvents The use of flammable solvents, generally gasoline, to bum trash caused five serious hums. Open containers of solvent were used in three cases, and In all five cases the flammable solvent was added to the burning material to get it going faster. Using a cutting torch to remove the top of an empty solvent drum caused two ac cidents. Pouring a flammable solvent with out grounding the drum and container caused one accident. The use of a cutting torch inside of tanks, caused five serious bums; the tanks were "vapor free" when the men entered but the heat of the torch n the tank was enough to heat petroleum residues to the ignition point or to volatxlice sufficient material to cause a fire. were in closed containers when cleaning Spills of solvent on clothing from sloppy equipment, but the solvent was used near handling caused seven serious bums. In two open flames, or in partially enclosed areas cases the men lit cigarettes and ignited their where solvent vapors had a chance to build clothing and in the other cases came near up to explosive limits, and in one case an a source of ignition. Employee* do not al unprotected extension lamp broke while the ways realize the extreme hazard of solvent men were underneath the machine and ig spilled on clothing even from high flash nited the vapors. solvents for the combustibility is increased A detergent solution would have been ef greatly. fective for cleaning m many of these in Dust explosions caused three; solvent leaks stances although a little more elbow grease from pipes and tanks mused five; escape might be required, and a solvent with a of gas in enclosed area* caused five; fight higher flash point would certainly be ef ing of fires by inexperienced men caused fective. Supervisors were certainly at fault right. The accidental use of compressed in permitting the continued use of open oxygen instead of nitrogen oo as hydraul containers for this purpose, and quite a ic oil reservoir caused two deaths. Other few safety can* could liave been purchased miscellaneous burns were caused by solvent from the cost of a single one of these used cleaning products, fires in open quench eases, tanks, oven fires, and the like. In one case, the employee walked along the rim of a hot water tank (160*F) in order to reach a valve and slipped into the tank. The valve was relocated after the accident. Electneal ur*tr--There were 10 serious electrical bums with an average cost of $7,900 per case. In five of these, the elecmaan was working at terminal boxes with the power on and grounded a live wire to the edge ot the box. In each case, the pro cedure had called for cutting off the power before working on the lines and supervisors lad known that the proper procedure was not followed: m one case it was the su pervisor who was burned because he did not lutlow the procedure he had set up. Inexperienced employees working around tramtermer* were burned in three eases when they accidentally made contact, and in each case there a* no supervision of the hazardous work. Contact with a fallen wire and bums when splicing a cable ae- cKumcd for the other two cases. Prevention--This is a long catalogue of accidents and many of them have been de scribed before. Seme of these were unusual ind no one can riaim that all of these Accident* could have been anticipated be forehand and therefore prevented. But a targe proportion of them could have been Anticipated ar 1 "revolted if a little thought had been giveu to the potential hazards of the operation or if safety procedures had been enforced, 5'.*pfr.iwr( murt be sold on the reed for considering safe practices as part of pro duction procedures and not as something vent* or corrosive chemicals in open con tainers. Ignorance of the hazards of com bustible solvents can be claimed, but in too many instances gasoline had bera used for cleaning and any reasonably intelligent in dividual should know of the inherent flam mable hazard from gasoline. In every in stance where the open containers were used, it had been common practice in the plant and the supervisor should have been aware of the unsafe practice. 3, The use of "jury-rigs" a* temporary measures can't be eliminated, but the super visor should watch such operations closely and take added precaution*- Too frequently the "iury-rig" or "temporary procedure" goes on for too long a period and finally fails. The immediate supervisor is a (rained individual who knows tr.e operations in his tteparenent and who should be well ac quainted with potential hazards. It is his responsibility to see that safe practices are followed and to instruct new employees, but he also needs a sympathetic ear from the higher echelons cf management and fre quently they must be sold on (he need, ior safety equipment will require the expend iture of money. Safety Equipment--The use of safety or protective equipment could have prevented or alleviated the seriousness of many of these cases. Standard operating procedures generally include safety rules, but the equip ment must be available and used and the proper procedures must be followed con sistently. Also, clianges in operations mav require changes in safety procedures and n 23 X-tUiJtutf Safety Cfiprtit periodic reviews at standard operating pro cedures may be required. \ large proportion of these rases occurred when infrequent operations Here performed, *uch as start up of standby gasoline mo tors, cleaning of shutdown equipment, re placing pumps and the like. It appears that many of th*e operations were poorly planned, and insufficient thought was given to safety. Standard operating procedures are seldom written up for the*e infrequent operations, tut plans have lo be made to accomplish the job contemplated and these plans should include sate operating prac tices and the need for afety equipment. MedUat .Utenlien--Information was not available to evaluate (he first aid and promptness cf medical attention, but the impression i* that it was prompt and in general quite good. Hie attention given m the hospital* appeared to be excellent, nnd from jvmc of the medical reports it was quite apparent ilmt the doctors more than earned the fee* ihev received in these rases for they were difficult to handle. Several oi these accidents occurred on week-ends when maintenance crews were working and the regular medical care was not available A drop of molten metal from a cutting torch tlropj^d into the man's shoe and no medical attention was given to the relatively slight bam until the follow ing Monday, by which time the bum had become infected and resulted in an $8,000 cot. Delays in obtaining medical care oc curred in several other week-end cases. It is difficult to evaluate any damage >iau.d by the delays, but the burned in dividuals suffered unneeded pain during the delay. Specific instructions for obtaining prompt medical attention should be given to supervisors of crews working m off l>r>ur* for other types of accident* as well .is these bum cases. specific instructions should also be ob tained, from the physician who will attend the accident cases, on the handling of bums. \'o attempt should be made to apply patent or home remedies or other treatment for .my bums without specific instructions from the attending physician. Improper first aid ciui cause -complications even with tfie best ot attention, for it may be necessary for the doctor to correct the misapplied first aid treatment before attempting to give the treatment which he considers is the best. Dtrcurno**; Hindsight is said to be better than foresight, but if the hindsight of pre vious similar cases had been utilized, many ..I these and oilier burn cases could have been prevented. Carelessness on the part of the employee may have contributed to these accidents, but they* can't be passed over be cause "he should have known better." This hindsight review shows tiiat m too many of these incidents, that the employee was not properly instructed and supervised and that short cuts of safety procedures were permitted. Potentially hazardous materials must be used in industry and potentially hazardous operations performed in order to produce jAtiifactory products. Potential trouble spot* require periodic review and follow-up to be certain that new employees are properly instructed, not only on the mechanics of operation but why the safe procedures should be followed. The need for proper indoctrination ap plies to new employees and particularly to upcrvi*ors who are new to a drpartment. 24 ii THE OCCUPATIONAL NURSE'S RESPONSIBILITY IN THE TREATMENT OF THERMAL AND CHEMICAL BURNS Br EILEEN LENDT, R.N. Supervising Dispensary Nurse, Medical Dept. Kodak Park Works, Eastman Kodak Co., Rochester, N. Y. 'An ounce of prevention t* worth a pound of cure.1 This ii certainly true in the prob lem of thermal and chemical bums. The treatment, you might say, begins before the tniury is sustained. On** ot the nure's first responsibilities is me need tor her to know me industry m which she is working. She should have an overall impression of occupational injury .md disease, its scope, its major signs and symptoms and methods of control. She sitould be aware of what substances are well known to be harmful and causes of injury and the potential hazards titat exist m her plant. One of the ways she can do this is bv inquiring from the various divisions in the plant, what chemicals and physical agent* workers are exposed to. She can then turn to her doctor, insurance company, safety representative, and state and rederal agen cies for specific information regarding the naxard of these agents. This is particularly true for the nurse working in a small plant, where she may be the only nurx with a part tune physician. Many larger industries have their own industrial hygienists, full time physicians and safety engineers, who have this infor mation at their fingertips, and are aware of the hazards. However, this is no reason why the nurse in the larger plant need not know the same btioimitiee. In ease of in jury. regardless of the *i*e oi the industry, the nurse is usually the first person to treat the injured employee; the knowledge of what to do first, and just as important, what not to do, is of prime importance to her- The nurse has anotlicr role in prevention, and that is adequate safety protection, in the form of protective equipment. It may not be her function to provide the neces sary* protection, but h is her responsibility that the employee understand how to use it ai*l the nrreijity tor it* u*c. This is opccuitly true with *atdv srla.*jt, Manv limes an employee teel* that wearing safetv glasses is a nuisance; it is up to the nurse to demonstrate by fact*, figures and her past experience m treating mmrie*. that this U of prime importance o hi* safely, The nurse should check to make sure that aiety showers and eye baths that provide copious amounts of low pressure water should be available at potentially hazardous areas. These should be located just out side the area of possible grow contamina tion. and the employees must be constantlv instructed in their use and location. All too frequently, the burned worker will panic and rush past several showers and eye bath* to reach the more familiar sources of water in wash sinks and locker room facilities. f might also mention having showers in the medical-department. This may not be practical in a small plant, but in the larger industries it tnay be advisable. If the nurse can make suggestions regarding a shower, we have found rrom experience, that in providing a shower it should be large enough to accommodate two people. If the burned employee is in, shock, or needs assistance, the nurse or attendant may have to help and a small shower may be a hindcrance. It is also advisable to have the shower con trols in a position that the nurse may reach without difficulty. You may not think some of the thing* I have mentioned are a nurse's responsibility. We have found, however, that the nurse can do an excellent job in teaching and in structing the employee in good safety habit* and may* also make many sound suggestions which could prevent serious injury. Having discussed prevention. I should now iike to consider the nurse's responsibility in treatment. The prime consideration m treatment of chemical bums U the prompt removal of 23 Xational Safety Congress the chemical from the skin, for the chemical will usually continue to cause damage as long as there is unreacted chemical in con tact wiih the body. Therefore, e:opious amounts of water are used. If there is a shower outside of the area, the employee should be put under it immediately. Upon arriving at the medical department, he should again oe washed with water to make sure the chemical has been removed. employee need not be interrupted to look up the treatment in a bock Therefore, I will not attempt to cover the treatment at chemical bums since each medical depart ment has tt* own procedure. It is up to the nurse, to efficiently follow the procedure which has been set up for her, and still be reassuring to the employee. In thermal bums her responsibility is much the same, although the treatment may be If the chemical is in his eyes, they should somewhat different When an employee be treated Ant with large amounts of water. comes to the medical department with a We use a syringe which gives a steady severe thermal burn, which ts often the re gentle stream of water into the eye. Other sult of a chemical explosion or dah fire, methods might be: large chemical ftask* or he or she may be frightened, apprehensive, bottles with rubber tubing and plain sterile and in great pain The attitude of the num water, which also will provide a gentle flow when she first approaches this employee i* ot water across the e>c. Irrigation should of great importance. She -houhf make the continue for at least 10 to minutes by employee teei that she krv.ws what the i the dock. doing and that his appearance is not a great The geoeraJ rendition of the patient should shock to her--since disfigurement often ts n>t be overlooked while tlte chemical ts be the first thing the employee worry* about- ing removed- The nurse must be alert for The bum should be evaluated quickly. The symptoms of shock. Analgesics or narcotics nurse must be alert for shock because this may be indicated for pain. Naturally nar may be the first treatment needed. The cotic* cannot be given by the nurse; unless burned clothing should be gently removed she ha* an order or standing order from and if stuck, should be cut away, aot pulled her physician. Were again, standing orders for analgesic* When the chemical has been removed by washing, and the general condition of the patimt is satisfactory, the burn itself must he evaluated At this point if the nurse know* the chemical, its effect or potential hazard, she may be better able to aid in the treatment. Many times the chemical re* action tv toxic and may effect the individ ual internally, causing changes in the blood or lung involvonatt. and the nurse should be aware that this is another problem to be dealt with. Certain chemicals mat* not appear to cause it bum of the skin, but absorption of the chemical thru the skin could cause far more serious problems. Frequently the bums will be primarily thermal. Once the chemi cal has been removed the treatment is the same as for any thermal burn of similar degree. f believe all medical departments have or narcotics would probably be given im mediately. After the immediate treatment ha* been given, the patient may be covered with a sterile sheet and, depending on the routine procedures, may be transferred to the hospital for further treatment. It ts wise to have a supply of sterile sheets and towelreadily available in the medical department tor such emergencies. Here again die treatment, disposition and orders depend, to a great extent, on the size of the medical department and the staff. Nevertheless, whatever the size, the nurse U usually the first person to care for the miured employee and her prompt care and knowledge of what to do is of the upmost importance. She may have orders to send someone who is severely burned directly to the hospital. She does, however, see the employee first, and she will have to give him emergency treatment before hU condition warrants moving, certain standing orders for what to do in f cannot stress enough the nurse's need the case of most routine emergencies, es to know her industry, the potentially haz pecially if a physician is not present. If the nur*e does not have standing orders, she should have them. She should know these orders well enough, so that her care of the ardous chemicals that are being used, and the potential toxicity of the product they are working with. For instance; in our com pany if Potassium Cyanide is going to be 26 Chemuat Industries used anywhere in the plant, the medical de partment is informed and we are on the alert in the evett of an accident. We have cyanide kit* set up in several areas in the plant, and (lie nurses are instructed how to use there and what to do until the doctor takes over. In summary l would say that the nurse should: 1, Know her company, the stupe of the occupational health field, and be well aware of harmful substance* and potential hazards, 2 Have a working knowledge or pro tective equipment and encourage and instruct employees m it* use. 5 Know her job--the proper treatments, rare and professional responsibilities. CHEMICAL HANDLING BY TRUCKS By LOUIS REZNEK Director of Engineering & Safety, National Tank Truck Carriers. Inc. There arc several general observations that can be made relative to chemical han dling by truck* First, it's a big business and getting bigger. Second, us a compli cated business and its intricacies increase daily. Third, it's a safe method of trans portation and getting safer. Fourth, it's a regulated industry' and becoming increasingly so. Fifth, it's an informed industry and i* becoming better educated daily. While my duties are primarily related to the tank truck business, this talk will deal with transportation ot chemicals by dry freight earners as well as liquid transports. Complete statistics relative to the amount ot cherrucals transported by* truck are non existent. The ICC ha* published, since 19>6, t rright cunmudity statistics covering very large tor-hire motor carriers engaged in in terstate commerce. In uch statistics, they list, out of several hundred commodity groups, three chemical groups which I have selected for comparison purposes, ft is impossible to select groups covering all chemicals and only chemicals. The three groups I selected are "chemicals, aoj.," "sulphuric arid," and "adds, itas." 1 believe the experience with respect to these three groups is fairly typical of that for all chemicals. Comparing 1956 with I960, the tonnage of these three groups increased from 3.5 mil lion tons to &! million. Just these three groups represented 245 per cent of the 1956 and 3,63 per cent or the 1966 total truck tonnage. Of course, many other types of chemicals are transported. In fact, one of tiic ditticuitie* in tlit? field it in deciding just tvliat a chemical is. There Stave been some involved ICC proceeding* deriding what this w>'ird encompass!. The main point to em phasize here is that m five years there ha* been a 4fi per cent increase in tonnage ior these three ela**e of commodities. This considerably exceed* the percentage tncreaw ior alt tonnage which amounted to 13 per cent for all motor carriers Getting closer to my own field --tank trucks-- according to the census of the Na tional Petroleum Council, we find that in 1956 there were in service 1,967 ta ge overthe-road corrosive liquid trucks and 5,063 compressed gas trucks. Preliminary figures, for 19c., show 3.420 corrosive tank* and ;i,?03 coampressed gas tanks. In addition, the average tanker size increased approxi mately 13.2 per cent during the period Even with this admittedly slight back ground of statistical data available, it is readily apparent that the movement of chem icals by motor vehicles is--to put it mildly-- substantial and increasing rapidly. The trucking industry ha* a tlogan that, if you've got an article, a truck moved it In consequence it follow** that there is no chemical that doesn't move by highway. The range varies from a pinhead of radioaevve isotope to a tank truck full of arid. It also follows, in view of the extreme range of products of the chemical industry, that there are thousands of chemicals moving over the highway. In the tank truck industry alone, we know of over 1,000 commodities moving in this 27 M.-.` rtii/Viv manner Over half would probably be classi fied a* chemicals. They would range from liquefied gases at temperatures down to minus 423F to plasticizers at over S00F. The range of container types is also di verse. Fiber drums, steel cylinders, glass carboys, plastic bag*, rubber bins, and alumi num tanks are only a few of the available types of containers. The possible combina tions of types of containers and types ot chemicals is such as to make the word "di versity" in this field almost the equivalent of simplicity. Despite the difficulties of diversity and danger, we believe the record speaks well for the safety record of the trucking industry. It is difficult to determine exactly the safetv experience of motor carriers in trans porting chemicals. There are plenty of data on the accident experience of truckers but since a vehicle may carry canned dog food today and drums of solvent tomorrow or at the same time--it is impossible to deter mine how many accidents involve vehicles transporting chemicals or how many miles Mich vehicles operate each year. The records of the ICC show, on the avenge, for all for-hire motor carriers of property only about one reportable accident tor every 400.000 miles of operation. A re portable accident is one resulting in Injury, death, or property damage in excess of $250. 1 he two classes of carriers of primarily dangerous articles are the tank truck earn ers and the explosive transporters. The rate tor tank truck carriers has slipped somewhat m recent years 3nd is now slightly above the average for all reporting carriers The explosive transporter's rate is about the same as that for all carriers. It should be noted in passing that the ICC. at present, requires accident reports only from for-hire carriers so we have no definite knowledge with respect to the accident experience of private earners. Private carriers are persons carrying their own commodities. We, m NTTC, follow the accident ex perience at tank truck earners very caretully. We have, through special ICC per mission, card records on about 13,000 accidents reported by such carriers to the ICC during the past eight years. We also have records bacd on the safety contests we con duct. We prepare analyses every six months ui; the TCC-based data. The<* data indicate that in less than 2 per cent of the accidentdid the tact that the cargo was dangerous have any effect either in causing or in the results of the accident. Included in this 2 per cent would he injuries through spray irom ruptured hose or leaking waives, fire* involving cargo, or spillage resulting in loss of over $250 worth of cargo. The for-hire motor carrier* oi munition* know of no deaths in at least 20 years re sulting from explosion of cargo and, to ms knowledge, it has been over 10 years since there has been a fatality resulting from the explosion of any type of explosives trans ported by a for-hire motor carrier. This is not to say that there aren't haz ards in the transportation of chemicals. The carriers recognize the hazards and do not object to reasonable regulations and require ments which tend to promote safety. The keys to safety are: 1. To recognize danger. 2. To. formulate plan* to minimize the danger. i. To carry out the plans. There is one aspect of chemical transpor tation which, especially recently, has given motor earners seme concern, in the attempt to minimize packaging and transportation costs, there has been some tendency to lighten drums, go to lightweight plastic packaging, and extend the exemptions relating to small containers. The tank truck carriers also face this problem in the form of some shipper* not insisting that tank equipment meet regu latory requirements. We would be the last to oppose change* in transportation methods if efficiency can be achieved without sacrifice in safety, but we do not feel that the transportation agency ---be it motor carrier or railroad--sliould be tendered containers which have not definitely proven themselves as safe methods. As ex amples, the tank truck carriers have opposed the transportation of acids and caustics in large rubber containers approximating tank trucks in size, and the dry freight carrier* experienced considerable cargo damage from electrolyte packed in plastic bugs for use in storage batteries. In general, however, the transportation in dustry feels that the regulations of the ICC covering the transportation of explosives and other dangerous articles have been fair, comprehensive, and sufficiently protective of 2A t /t.-imr.if imiuflrii't i(m- jtiiblh <4i tin? whole, luue liven conservative in iltor recommendation* the ICC and scnipulmi* in obeying pack* iv-ing requirement*. We favor the continua tion of such regulations and their adoption In* die states. Suite ihe ICC regulations are tin* mo*t comprehensive ami since they cover more transportatitw than any other regulations, i will discuss briefly those requirements a* re lated to chemical transportation by truck. Firsi-- These regulations. is*ucd under au thority oi the Interstate Commerce Act and the Transportation of Explosives Act, apply tn all interstate and foreign commerce and .iiv the intrastate commerce of such inter -late carriers. SWoW--The requirements with respect to riaificatioa of commodities, packaging, bill ing, marking, and certification by shippers .ire essentially the same tor all modes ot transportation. These regulations include the design of shipping containers *tich a* boxes drums and cylinders. Third--The regulations insofar a danger ous articles are concerned, specify the de*ign, construction and maintenance required uf tank motor vehicles. Tank trucks can handle commodities coming under all classes of dangerous articles--as examples: Explo- -ivw sudi as benzene or pyrofocic materials; flammable solids and oxydizing materials inch as nitrites and phosphorous; acids such is sulphuric and nitric; compressed gases -uch as ammonia and sulfur dioxide; and poisons such as phmni and potassium cy anide For these purposes the ICC ha* tank truck -.pedficxlions ot three general type*--flam mable liquid tanks, corrosive liquid tank* md compressed gas tanks. i:ourlk--American industry, and especially the chemical industry*, is developing daily new chemical#, and new containers. The ICC must keep abreast of such develop ments bv modifying its regulations to pro vide proper packing for new commodities; by revising its packaging requirements, and by giving consideration to new methods of transportation. Every three months, the ICC puts out a public notice indicating proposed changes in its regulations. Each notice in volves dozens of proposed changes. The public is invited to give the Commission the benefit of its view on these proposals. The (riiposaj*. prior b< imldii-atim. imu- w-m orally been suggested by hi|>|>er "r trail- (xirtation groups or by personnel of the Com mission. Quite frequently they have been tested under controlled conditions of special permits. In addition to the ICC regulations, there re. state ami local regulations. Few state* <*r cities have comprehensive chemical regu lations unipas they have adopted the ICC requirements. Most states have regulations i the transportation of flammable liquid* by tank truck. These, generally, are similar ><r identical with the ICC or National Fire Protection Association Standards. These two national standards are quite similar. All trucking associations, in the interest of the tree flow of commerce, are interred in uniformity of requirement*. They fee! that the ICC regulation* should he the standard. There is no dearth of information relative to the safe handling of chemicals by truck and the trucking industry u fairly well edu cated in this field. Pamphlets and data sheets covering a wide range of chemicals are issued by such organizations as the National Safety Council, Manufacturing Chemists' Association. Compressed Gas Association, and NTTC. The regulations of the ICC arc voluminous and cover most of the point* which should be covered in any safety pro gram. All major chemical companies issue lata covering the characteristics of and safe handling methods for their products. Books *ueh as The Condensed Chemical Dictionary, Sax's Handbook of Dangerous Material*, and the Handbook of Chemistry and Physics are all excellent sources of data. In general, the trucking industry has taken advantage of sudi material. The various trucking as*octations have attempted to keep their memtar* advised on this subject. Cnfortunately there has been little formal type schooling available for persons inter ested in learning more on this subject. NTTC has, for eight year*, conducted a school on tank truck transportation and this, tn our knowledge, is the only such school at tempting to educate a part of the transpor tation industry in the safe handling of chem ical*. In addition, there are a few motion picture* available covering different aspects of the problem. It is also unfortunate that even the fire department* have not, to a large extent, been trained in the properties of chemicals es- 29 V262 S'alionai Safely Congreti peciallv will) rr`pcn to their transportation hazard*. Thi* uU well h* a project of the NFP.V In conclusion, e find--and the country finds--that there is a Urge, necessary, and rapidly growing industry--tJw transporta tion by highway of chemical* The industry has had--and has every pro*pen of continu ing to have--a good safety record. The in dustry needs uniiorm regulations, it needs up-to-date regulalions, it needs reasonable regulations. It definitely does not want or need puni tive regulations based on malice or misin formation or theoretical regulations which are neither practical nor necessary. Unfor tunately it has been and is continuously be ing faced with regulations of these types. Sume of these attempts are aimed at strangu lation and not regulation of the industry-. THE TANK CAR By T. C. GEORGE Chief Inspector, Bureau of Explosives, Association of American Railroads Mew York, N. Y. The Bureau of Explosives v;s organised h> a group ot railroads during the scars 1906 and 1907 for the purpose of resolving problems they were encountering in the handling of high explosives and more par ticularly commercial dynamite. While there were regulations m existence prior to that time, these regulations were so impractical 4* U make compliance impossible As an outgrowth of this early activity, the Association of American Railroads has seen fit to expand the activities of the Bu reau of Explosives and in cooperation with the Interstate Commerce Commission regula tions have teen developed to provide rea sonably safe transportation of such other dangerous articles as flammable liquids, flammable solids, oxidizing materials, cor rosive liquids, nonflammable compressed gases flammable compressed gases, poisonous liquids or solids, radioactive materials and etiological substances. Most ladings described as dangerous in accordance with these classifications may be transported in bulk in tank cars fabricated and levied in compliance with Interstate Commerce Commission Specifications and regulations, heedless to say, all of these specifications and regulations have been de veloped only after careful and diligent study of all the pertinent circumstances. .Ml tank ear*, including sank* and appur tenance.-, whether they be de-tfined for the tn>asportation of dangerous or nondangerous ladings, must be approved for their particu- tar use or uses by the Tank Car Committee of the Association of American Railroads. This Committee consists of fourteen railroad and snippers' representative* and a member uf the Bureau of Explosives who functions m an advisory- capacity. The authority to approve new design and new fabrication as well as conversion and repairs to existing tank cars is delegated to this Committee under sections 78256 through 78JS&1 of the 1 CC Regulations. These regulations specifically prescribe the extent to which tank cars used for the trans portation of dangerous commodities must be tested, examined, and inspected prior to shipping. While shippers must certify on bills of lading or other shipping papers that tank cars are in proper condition for trans portation, the regulations also require that a qualified representative of the tail carrier inspect tank cars ot dangerous articles at originating stations and certain other points to determine that thev are not leaking and that they are uv proper mechanical condition. All tank car tanks, safety valves and equip ment devices are required to be retested at specified intervals, and it is contrary* to the regulations to load and transport tank ears which have not been retested in accordance with these regulations. Regardless of the class of dangerous lad ing loaded into a tank car, the shipper must i'jd so that a liquid full condition wtJI not occur during normal transportation. There fore, the regulations specify either the amount of outage, that is, empty space. 30 Chemical fndwtnrr which must exist in a tank car, or the maxi mum filling density for the particular com modity loaded into the car. Insofar as liquefied compressed gases are concerned!, tn addition to specifying a maxi mum filling density which will prevent a liquid full condition at a temperature de pendent upon the design of the tank, the regulations limit the pressure of the lading to three-fourths of the prescribed retest pres sure of the tank, at specific temperatures, which are `termmed on the basis of the tank design, and are the maximum tempera tures which wilt be encountered under other than fire conditions. Tank cars of dangerous articles must carry lour standard placards, one cm each side, and one on each end, which are marked to indicate the nature or proper name of the content*. In addition to mil carrier's papers covering the handling of these tank cars, the placards assist the earners in the proper placement of the ears in trams- It is not permissible for a rail carrier to place a placarded tank car at random in a train and the regulation* *peciiy position in relation to the locomotive, eaboo*e, occupied passenger car. and other placarded cars. For example, in a through freight train, a dangerous placarded tank car must not be placed nearer than the sixth ear from the locomotive or occupied caboose and in no instance may it be handled next to a ear placarded "explosive*," "flammable poison gas," or "poison gas." The development of the space and missile program has altered the rail transportation of extra hazardous chemicals in bulk quanti ties considerably in recent years. Only a tew years ago,* certain class A poisonous liquids and hydrocyanic acid, which is a flammable liquid in addition to being cla*$ \ poison, were only authorized for transportation m containers having a maximum water capacity ot approximately 1600 pounds. Today these ladings are being successfully transported in pressure type cork insulated single-unit tank ears. The development of such tanks is the result of a joint cflort involving shipper*, tank car fabricators, and the Bureau of Explosives. Recently liquefied hydrogen has been transported in specialty designed vacuum-insulated single-unit tank cars under the terms of special permits recommended by the Bureau of Explosives and issued by the Interstate Commerce Com mission. Not too long ago, a single-unit tank car having a water capacity of 20,000 gallons was considered a* being immense. These tanks were all insulated with an approved material, the thickness of which was depend ent upon the thermal conductance qualities, and were used mainly for the transportation of anhydrous ammonia and liquefied petro leum gas which have desirable tpecific gravi ties. Even though anhydrous ammonia is classed as a nonflammable compressed gas and liquefied petroleum pis i* classed a* flam mable, the customers' demands for large quantities in a single shipment and the cost of transporting them in existing equipment became factors of vital importance. There fore, an uninsulated tank car tank having a water capacity of 50.000 gallons, commonly referred to as a "jumbo" or "hot dog" tank, was developed and has been used satisfac torily to handle these gases in transportation during the past two years. While insulation was considered an abso lute necessity at one time tn insure against excessive temperature? nt the lading*, through extensive storage test* it ha* been determined that while the ladings in unin sulated tank car tanks will reach tempera tures in excess of those occurring m in sulated tanks, both the pressures and the temperatures in the uninsulated tanks de crease rapidly after daylight Ivours, whereas elevated temperatures and pressure m insu lated tanks tend to remain somewhat con stant Furtiter, the results of the storage tests were utilized in determining proper filling densities for the uninsulated tanks. There can be no douht that n* tunc goes on larger tank ear* will be built and new and different kinds of dangerous articles will have to be transported in them. The rigid program to make certain that only suitable containers are used and that all reasonable precautions arc taken to assure r-afe handling in transport will continue. These efforts coupled with the constant efforts of the railroad* l*> improve car jour nals and utlier feature* >>f design*, which arc contributors cutisc* ut derailment, will. 1 predict, create a favorable safe Handling picture during the years ahead without de priving the publie of the benefits which result from transporting these dangerous articles. 31 I9&2 A utunuii v (i icl x `I ir.'S* CHEMICAL HANDLING BY BARGES By COMMANDER ERIC O. GRUNDY Chief, Chemical Engineering, Merchant Marine Technical Div., U. S. Coast Guard Washington, D. C. The complexion ol barge shipments of hulk chemicals i> rq*dly changing. As many ,t` the newer chemicals find their demand increasing beyond carload lot*, they turn toward the water tor a means ot bulk transportation. Out of the old standby oil tank targe, a new specie* is developing. The newer chemical carriers liave ltule m com mon with a petroleum barge, except that their cargo is a liquid shippeti in bulk in tanks. The difference between the hazardous properties of the newer and the elder cargoes lias required many changes m dexign of the hull -tructurr. the tanks, and the associated equipment. These newer type* of barge* are intended for carriage or chemical* of different or greater hazard than the paraffin hydrocar bons of the past. They siwuld be designated ''chemical*' barges to prevent confusion with the "tank barge*" designed f*r |*etroIeum, which are often not mitahle tor contain ment of other chemicals. Since the hazards are becoming more diverse, it would appear more desirable to liave the barges designed for the carriage of commodities by groups, such as amines, ketones, alcohols, etc. In some instances materials may be haz ardous in several way*: for example ethylme oxide is a flammable, explosive, poly merizing. toxic and highly reactive material, corrosive to human tissue and susceptible to autoignition. Such a problem item can i*e best controlled by endorsement on an in dividual commodity basis for transportation in vessels specifically designed for its prop erties. Different physical and chemical properties require differences in barge design.' As a *pccirfc example, let us consider the density of the product. Most of the older materials had a specific gravity of one or less, with the majority running about 0,7 to 08. These Ate relatively tight cargoc*. Comparing these densities with examples -itch as liquid ``lilorinc 1,56, carbon dii-ulftde 126, and .itlfuric acid IfU, it is apparent that for carriage of tliese material* structural modi(irations are necessary1. The tanks luve to be stronger to resist the stresses due to increased weight amt increased dynamic toads. There must also he a stronger barge structure to support the tanks and prevent buckling of die barge due to uneven loading or compression stress when under tow. Store dotation is required to preserve freeboard under heavier lading and more subdivision to enhance stability when these heavier commodities surge or shift and bring about free surface effect*. Requirements of product purity have at*** had their effect. To prevent contamination, independent tanks or double skinned barges are often employed. AH tank stiffeners on the outside or the use of strong pressuretype tanks with smooth interior walls makeproper cleaning easy and rapid. L*e ui materials such as stainless steel, nickel clad ding or aluminum for tanks tus also proved advantageous to prevent contamination ot wme products. Contamination is not merely a product purity consideration. Smalt amounts of contamination can cause serious effects in some of the newer chemicals of fered fnr bulk shipments. In s*nne petrochemicals, a small amount of acetylene impurity can react with copper, brass, bronze and other metals to produce acetyiides--highly explosive compounds Unit certainly should not be in dose contact with inflammables. Ammonia, a common cargo today, reacts with unsaturate*, such as bu tadiene and tsoprene, to produce highlv toxic vapors. In addition, enough heat may be released to cause polymerization, fire or explosion. To eliminate some of tlte more hazardous possibilities of contamination, tanks used for certain materials are net authorized to be used for alternate cargoes without being approved for cleanliness and safely. If contamination becomes groat enough, the end result is the same as mixing. Mix ing chemicals is a dangerous practice under any conditions, and when htghly-reactive ma terials are mixed, it can result in catastro phe. To prevent inadvertent mixing, the trend is toward separate self-contained sys 52 Cit< niWtfl imlmtrwt tems, Tank* for mghly-reacttve commodities are being required to have their own sepa rate filling and discharge lines, isolated vent piping, independent pumps and, when appro priate, a dosed system for gas inerting and refrigerating cycle piping, pumps, and asso ciated vessels. Segregation of cargo* is the countering device for accidental mixing. Bv controlling the other cargos that can be loaded aboard .t barge when it is carrying certain highlyreactive compounds, many dangerous com binations are eliminated. This control can not be exercised unless there if a complete knowledge of the intended cargos of the barge. In practice it work* out rather well, however, since the trend of targe shipments fta* always been toward 'ingle enromndiiv diipmcnt# and tlie increase in ebcrmcal <liipment* follow* thi* trend. Many of the more recent and wxuv of the future chemicals that are candidates lor bulk shipment are gases at ordinary tempera tures. Jn an effort to conserve shipping space and to promote more economical transporta tion. these material* are. or will be, trans ported in a liquefied *tate. Some movements will be in pre*-urtzed tanks, tome in refrig erated tank*, and *--rne in a cc-mbinaticn of pressure and refrigeration In order to re- 'luce boil-off kisses of rcfriscratcd carbon, the following designs are being employed reliquefaction of the vapors, increased in sulation, sub-cooling of the liquid cargo, and higher pressure settings on the cargo tank relief valve* Reliquefaction of the vapors will necessi tate a continuous, or at least intermittent, operation of the necessary pumps for the compressors and condensers. Standby ma chinery is alo required to take over in cac of pump failure in the refrigeration cycle when a combination pressure and refrigera tion system is u-ed. In thi* manner, ma chinery in operation during tranrit is be coming a trt of he barring situation, ii he plant Itccnme* too complicated and dcmami*, too inin-h aiimtn-Ti, manning <-f rcri,*in Iiargcs may become neee*ary. Many other changes are being made m venting, inerting, inhibiting, sampling cnroute. fire protection and fire fighting, gaug ing. pumping and filling and discharging, just to name a few. A* the new material* offered for shipment bring on new problems, advancement of knowledge in other fields it providing the technology tor their solution. Chemical transportation is in a state of flux, and the carriers of the future could !c quite different from those of today. SAFE AIR SHIPMENT OF CHEMICALS By J. A. O'DONNELL Manager Ground Safety, American Airlines, Inc. Tfie term "clwmicai*" cover* a lug area, ft includes things that are as safe and easy to handle as sugar or mineral oil and other* that require extreme caution and care such as carbon disulfide or ammonium nitrate. In the air transport industry we use the term "restricted articles'* to cover materials that have restrictions on acceptance or spe cial requirements tor packaging or labeling for air shipment The first regulation.* governing the trans portation of explosives by air were issued in 1942. in 1944 they were extended to in clude *yhcr dangerous articles. Tn 1949 Civil Air Regulations Part 49 was adopted. Under the new rule* airlines were allowed b* carry a greater variety of these mate rials since experience had demonstrated that tiny safely could do this. Previous ?n the adoption of Part 49, there were certain things that you could not carry by air but here was a great deal of confusion about what you could carry <afely. There is still *ome confusion, but at least it is better or ganized. Civil Air Regulation* are the law gov erning air shipment of explosives, flam mable liquids, flammable solids, oxidizing materials, corrosive liquids, compressed gases, poisonous article* and ether danger ous materials in the United States. In gen eral, they require that shipments of these 33 !7&2 National Safety Congress materials be packaged and marked in ac cordance with ICC wjuirements tor rail express. For a shipment to be acceptable on passen ger aircraft, it must be of a type and quan tity that '* exempt from the specification jacking, marking and labeling requirements applicable to rail express. On cargo air craft, articles acceptable tor rail express may be carried. The administrator of the Federal Aviation Agency_ may grant exemptions from the Civil Air Regulations subject to such terms, condition* and limitations as he may deem necessary m the interest of safety. Tart 49 is based on the safety standards established ior rail express. These stand ards ate vers* conservative and provide a greater degree of safety than required for rail, sea or truck transportation. They do Have some limitations as you can readily im agine when the environment in which the transporting \ ehide operates varies from summer heat to arctic cold, Iran sea levei to higher than Mt Everest and at speeds (hat approach that of sound. To enable this law to be administered in a practical war, the airlines have hied a Restricted Article* Tariff with the Civil Aeronautics Board. This tariff goes into great detail on packaging and labeling re quirements and on quantity restrictions for several thousand different item*. Besides tiie normal ICC classifications, several groups of olher restricted articles are in cluded. These are materials, which, although not dangerous articles under ICC rules, are tiot entirely suitable for transportation by air without special packing. There are three such groups: ORA A, Materials not otherwise restricted which have noxious, toxic or irritating chararteristics which could cause annoyance or discomfort in the event oi leakage in flight For example, bone oh. methyl ehtoro- form and carbon tetrachloride. ORA B. Material* not otherwise restrict ed which could cause damage to aircraft structures. For example, metallic mercury and ammonium sulfite, ORA C, Materials such as etiologic agents, brewers yeast and pohmerirable ma terials which require special packaging and handling for air shipment. Because of problems created bv different interpretations of the law and of tan# prc-> virions the Air Transport Aam. has set up a Restricted Article* Policy Advisory Group, of which 1 am chairman. We fonod that many problems are caused by da&mi- tics in properly classifying materials. The law requires the tfuppc* to properly classify a shipment- He knows hi* product and it* characteristics. When >uu realist that Amer ican tndunrv produce* hundred* of nor chemical products each year >t* tan ap preciate some of the difficulties faced in any attempt to keep current in a rapidly chang ing industry. As a further help to the shipper, we have taken out an associate membership in the Bureau of Explosive*. Any shipper who wants to nave a product cUssifted for air shipment now- can get this informaboo from the bureau- In most cases there is no charge far this service. If it is an entirely new product, laboratory tests may be needed. Foe this a fee is charged. This arrangement ha* helped to clear up a gray aiea that ha* ex isted, Formerly, u a shipper asked the bu reau to classify a product, they might tell turn that it na* not regulated, because it was not restricted under ICC rules. Now they uke into consideration whether It might be an ORA item and so restricted for air shipment. The record of safety in the shipment a{ restricted article* has been excellent. It speak* well for the taw-, for the tariff and for compliance with them. We have found (hat most problems we have had with these shipments have ictuited frum failure to com ply With tariff requirements. For example, not long ago we had an aircraft out of service for several day* because someone inadvertently shipped a wet storage battery on it and the batter*- got tipped over, in another instance four one gallon bottle* of a cleaning solution were shipped in a card board carton. One of the bottle* broke and we had another cleanup job. Spillage of mercury is another problem. Mercury and aluminum art completely in compatible. There is no way you can neu tralise mercury's galvanic reaction once it starts. You must take the aluminum out and replace it. This is a costly job, as you can imagine. The airlines considered em bargoing mercury shipments entirely after several sad experience* but they decided that this would not cure the problem. So tar J4 Chemical Industries S know, we have never bad any prob lem with mercury that is packed In accord ance with tariff requirement*. It is Uke Ireks. Lock* only keep out honest people. No rule you can make will protect you from the rule violator. Fortunately, violations of mercury packaging rules do not affect flight safety. They cause costly damage but it takes time for the damage to occur. One of the big problem* in tiring the restricted articles tariff is that created by carrier exception*. Most oi these exceptions stem from a sad experience with a shipment that was in violation of the tariff in the tirst place. Someone pushes the panic but ton and the airline refuses to carry Use article. Other airlines hejr of tin* and they get on the bandwagon. If the problem was caused bv improper labeling and packaging thev haven't cured the trouble. Another mis labeled shipment m be offered and they have the problem all over again. The real wav to be sure of safety in the shipment of restricted articles by air is education and training. If we can educate shipper* to comply with tariff requirements :md train our people in proper acceptance procedures, we will have the battle half won. The other half i in proper handling oi the shipment after we get it. This poses prob lems. too, but it would take more time than 1 am allotted to go into them. W62 X'nttonal Safety Conprsu JOINT SESSION WITH SAFETY EDUCATION SECTION, CAMPUS SAFETY ASSN. AN EFFECTIVE SAFETY PROGRAM FOR RESEARCH LABORATORIES By J. A, KELLY Director, Chemical Engineering Laboratory, The Dow Chemical Co., Midland, Mich, This paper is concerned with the safety program practiced .it the Chemical Engi neering Laboratory of The Dow Chemical Company. \Se will discuss who we ate, what we do, and describe some of the safety tools we use. We can say that research laboratories foment change in the plants and processes they serve. Similarly, laboratories them selves undergo change, and it is this very factor of change that often gives rue to accidents m research laboratories. As new research programs are added and new pitot plants arc started the total number of peo ple in a laboratory increases. Likewise, as programs are completed the laboratory popu lation 4reases as many of these people move with the new production plants they have helped to build or to ollter activities. Mot only does Ilie total population change. $o does the ratio of technical personnel to liourly personnel rhamte. As these factor* .iiauyc Ac the :.cet`lcm experience rhanpe. The accident experience (minor in juries.!, ranges from about one per person per >ar to 0J7 per peron per year. What i* the spectrum tf interest for such a laboratory? What chemicals do laboratory personnel have to work with? Figure t il lustrates some of the chemicals about which considerable knowledge of toxicity and safe practices is required Mote, chemicals on the reagent shelves are not included. \ brtci look at Figure ] illustrate* the many chemicals and forms of thec chemi cals that one laboratory sees over a period of vt-ars. The list i* not K-o much different from one you would compile for your own hboratories. Some new chemicals would aji(<enr in >our lists but it is doubtful if in the aggregate they would pose any more of a hazard. At any rate, they do ctange ffn year to rear. in addition to the tiazards of chemicals. 36 8V-aiurttofoun.' Conceit* ntions trot RVftaluritoinunsa Ci-ncen* rnttrins Physical Form* .11 luJUitn,-.. 'W asb.-: MgCOHlt .... '?. " : Wi liv ............................ a"h CPseNnU^PhOio* ro...p..h..e..o...o..l......... 2.t, S-T1',*'. '.T",.' 4. S-TF* .................. NDaTuCpAon* ........................................ Sulfur ........................ PMatnlatthtololonn ................................ TKKOORULSANNB* *ins.e..c..t.i.c..id..e... Methyl Bromide ...... CCelS.ltsarkhorrhtybmsltooeoonenrcnehTHploreCmortoHrpmapbrcfarolohdepml*oatrnd..i.e.ed..e...... Petroleum Naphtha* . AAlrcoomhaotli*cs .......................... Butylese ................... HBuydtarnoegen...... .... A itrogen ., iO, . i......, * Acid and !nU., Figure 1- CHEMICALS USED I.V HUNDRED POUND L'.*Tt! we also have mechanical hazards tn consider hat are associated with unit operation*. What operations do we do? Figure 2 illus- rate* the common unit operation* carried tt ir the Chemical Fjtameering Laboratory, ePvraecpiopriatatitoionn FDirlptrlantyion Mixing"* <?rv*uiUxaUt,n Pelletising Extruding sGiUreivnd&ifnKgirullMfi Material* Hari'lllnx Figure 5 TYPICAL UNIT OPERATIONS These and oilier miscellaneous o;<r:iiioiial .irtiiitie* are a fundamental part of laUira. >r*ry life and contribute to the mechanical hazards in a laboratory. Although, roost of thee operations go on day in and dav out. the operators of the cqaipment are not neces sarily using the same equipment dav in awl lav cut, nor are they usually working with the same chemicals. Again, we see where tiie inherent changcablenes* of laboratory w*-rk is prominent. *111 effective safety program tor a research laboratory must then be flexible enough to 37 }96? National Safety Congress '.cccimmodatc the varying problems and sit seem to be too important. Groups have uations arising tn a dynamic organization. ranged from six people lo sixty with ef It must reach and motivate Ph D. level peo fective results. Over the long term, it does ple as well as the new operator just arriving seem desirable to introduce some variety by on the job. using several small groups to obtain cov How can this be accomplished* Possibly the first requirement is an attitude on the part of management that safety is importnnt that all understand that safety is wanted erage for a year or so and then move to a single large group for a period. A sort of general safety tone can be established through the larger group. everywhere in the plant, not just in the lab Location ot the safety meeting in a quiet, oratories or shops or other spots where per comfortable off-thejob area seems best as it haps safety might he more easily attained. reinforce* the idea that safety is important N'cxt, we need some *ool$ with which to work, borne ot the more useful tools are: 1. Safety meetings a. group b personal contact .2, Key point cards and that it is worth leaving the job to Seam more about t Personal contact, or individ ual meetings, are a poor substitute for a group meeting for two reasons: 1, They frequently are not held. ? When held, they are usually on the , 3 lob hazard surveys j(k> site and the message is diluted by l, Records proximity to the operation, ? Gimmick* to perk up safety interest ft is worth paving meeting "call-inTM pay to 6. Organization momentum a. Safety Department b Safety Standards Safety Procedures d. Supervisory inspections Each of these tools is worth some exami avoid tftit. Monthly meetings are desirable and oar goal is to have every man attend a safety meeting each month. Format and tone of safety meetings should be carefully consid ered m the light of the ediwatiocsal spectrum nation to see how it applies. presented by the audience. The message has Safety meetings are an old and familiar to be gotten to everyone! Therefore; we tool, but in spite of their age there's lots of life left tn them. Safety meetings are one of the best tools for getting the safety mes sage across to people effectively and cheaply, have found some value in assigning parts of the meeting program to people of differing educational background so that there tends to be something for everybody. provided they are well planned and executed. Key point cards represent a tool in wide Each meeting should have a chairman re use throughout Dow plants and laboratories. sponsible for planning and organizing it so These cards are readily available throughout that when the meeting is over, the people who attended realize that they have learned something about safety and can recall what it was. Long recitations of safety statistics should be avoided like the plague; the group orator, who can manage to break up any the plant and are made out for each job before starting work. They may be made out by the supervisor, by the man, or by both together. The latter course seem* more effective. When completed, the card may be placed on the machine or operating unit in meeting by beating some trivalitv to death, a dear protective jacket where it is avail 'hnuld be anticipated and a defense estab able for easy reference. Duplicate copies can lished, he made and notation of employee's names fn order to avoid overexposing one per (placed on the reverse side) with whom the son, rotation of chairmanship is advisable, key points were reviewed at least among those men in the group who ran handle this sort of thing. Unthinking rotation of the cluunnamhip can he deadly if it falls on a person who ju.*t can't face a group, Save him fur some other activity where he ran work alone or in a small group. The key point card is particularly useful for the laboratory situation where new jobs new equipment and new people are fre quently ap)>cartng on the scene. Since the employe* ran participate in analyzing the key points of his job, it offers a route by which he can fed greater participative re Group size, in our experience, docs not sponsibility for his own safety. Also, it 38 Chemieat Industries permits supervision to Up We practical know-how of experienced operators for the benefit of the new or less experienced op erators- Key point card* take time to fill out prop erly. They take time to read. They -Jo as sist in stimulating thoughts about safety on the job and accordingly are a powerful toot in accident prevention if u*-ed, They do no good in * tiling cabinet Another useful tool is die mb hazard survey. Whereas the key point card i* di rected largely toward education of the em ployee on the hazards of the job be is about to undertake, the tob hazard survey is used to study the job while it is being done. The study is accomplished by a fellow employee or a supervisor simply following the man around on the job and noting on the sheet the operation being performed and the unsafe acls or conditions associated with each step. All connotation of time study or spying is kept our ot this procedure by restricting the record comments to safety and restrict ing the use to safety improvements. Also, rt is best utilized as "jut another lordTM that baa been prcviottdv dcscriird in safety meet ings as being available at the man's request After the form it completed by the particu lar observer involved, it i reviewed by the man and the observer and safely violations or oversight* are noted. Usually, this procedure requires some posi tive effort on the part of supervision. The men generally tail to see me usefulness of the procedure until they have actually un dergone a job hazard survey and have par ticipated as an oberver. The greatest value of the job hazard survey lies in the fact that it never fails to uncover at least one i^mificant hazard on a job. Many times these hazards are of the hid- <kn or "booby-trap" variety. For example, the key point card may read, "Vent fan on for loading, blending and draw-off." How ever, in action the observer sees that in turn ing the fan the operator climbs up on some ieverpaks to reach it because a storage area ts intruding into an operating area. A tripping or falling hazard that nobody thought about is now seen to exist Hence forth. Mange areas are planned more care fully; the operator thinks about how inse cure a leverpak can be as a temporary platform, and the observer goes back to his job of wondering how many foolish things he might do in a day because of habit or expediency. Records are important tn satety m re- nrch laboratories We need to know who has attended safety meetings, what was dis cussed, what was done about suggestions. We need records to help maintain a conx-tent program. Xot that research people ire any less human than any other super visors, but because they are so busy con tributing to the Hood of scientific informa tion and tackling today's lough research problems, that time passes quite rapidly. Rec ords and schedules heip to remind us (hat afety needs constant attention and action. Gimmicks have a usetui rote tn laboratory, safety to perk up jaded safety appetites. One such gimmick was a lately treasure hunt. A pile of debris was collected in twenty minutes during a safety meeting by limply sending everybody out with instruc tions to pick up all movable, misplaced items or junk that was obviously creating poor housekeeping. That meeting receives favor able comment a year and a half later! There's a place for innovation in laboratory safety provided it's not done too often or 'imply for the sake of bring cute or dif ferent. Laboratory* safety U a complex subject and the few items iUhistrnted here are not the only tools of safety. Thev ptav an im portant role in improving safety but oerhaps most important is that which we can call Organization Safety Momentum. Organization Safety Momentum is that driving force that ts generated bv a manigement intent on achieving improved safety. It is the sort of over all goal seeking in safety that an active safety department in mils tn a plant where thousands work. It t* reflected in issuance i-f up-to-date and workable lately standard* and procedures. Safety momentum ts maintained bv peri odic *aie!y inspections by the laboratory di rector and other laboratory' supervisors, Es pecially useful, is a safety inspection by the laborator director's supervisor. Tim rap idly illustrates to all that safety is an im portant goal. Safety momentum develops in people who are exposed to trood safety prac- ta-s and who participate in them. Tt u thU momentum that * the backbone of an ef fective safety program for research lab oratories. 39 i'-'hj W/MlMi MHVfv I A TEACHING OUTLINE FOR INSTRUCTION OF NON-TECHNICAL LABORATORY PERSONNEL By MARK M. CHAMBERLAIN Western Reserve University Each tall, thou-and-- 1*1 fre-imicu .ire tn rolled in college course* in chemi-tr* Whether these courses are titled "Colleac Chemistry." "General Chemistry,'' of "Fresh* man Chemistry," their purposes are identi cal: to introduce the student to the funtlamentAl concepts of chemistry, to prepare him in certain basic laboratory* skills, and io lay the groundwork tor later learning in chemistry. At best, the colleges can assume some high school training in science and a >b-ife to learn on the part of these student? industry hires new people to act as laborston- a*i*tant and is faced with prob lem* similar to the one* the college? face These new people must also be taught cer tain fundamental concepts ot chemistry, trained lo perform certain basic laboratory f.perations, and given the opportunity to grow in their jobs. At best, industry can .itume some high school training in science and a desire tn learn r*j the part of their new employees, Technique* for solving these problems are quite properly termed "the art of teaching' whether it be done formally through eollege cuurs or informally on the job. As with am* art, there are no fixed rules tn guarantee success in every* instance, nor will the art as practiced by one teacher necesarily be effective when practiced by another [t is the purpose of this discussion to prent an outline of one approach to the eiiccnve instruction of the* novice laboratory Murker*. Two general questions must be answered before specific details of the instructional program can be txititmxl: just what is to be taught, and what is the philosophy of inmiction r The material to be taught is dependent upon the Job the student i* expected to team to do, and may be divided into two areas: concepts and techniques -- the why -md the what. \ student being trained to lerforrn routine analytical determinations would require heavy emphasis rm technique, whereas ihc student being prepared to par in'tj-.itt i-i rr,,r,r.~ w-oM rc-jutrt* `in-nyir tmpha-i* w{: In neither c-,-e i it nmciem t- tmrh iu*t techniques or just I'oncept' The j.hilooj.hy u in*truciiun i dependent ujwm the personality oi the teacher and the maturity ot the student. It may be neeessry in ue a "hard sell" approach in which the -tudent is forced to learn, by rote memory it nceeturt, and is made lo reproduce thi* learning at intervals on oral or written ex.tmination.*. For *one, the ''sent sell** is bet ter; the student is first given the desire to learn--momaied--and the instructional ma terial--bonk*. lectures, personal conferences are then made available. As unobtrusively s possible, the teacher guides the student uid checks his progress. There is a third ipproadi, however, that contains the be*t features of the other two For want of a letter phrase, call it the "gentle sell." In this apprcach, the student is given a dear picture of what he is expected to ac complish and a reasonable time schedule ti follow. Reading assignments are made, a formalised schedule of lectures or seminar- arranged, and adequate opportunity gives the student to check his progress by seif-testing The teacher's work is neither that of tftc stern disciplinarian of the "hard self no.* the unseen hand of the "soft sdl" bon rather that of a sympathetic and knowledge- ,tWe guide. How does safety fit into all this? There is no argument that safety training ihotdd he a part of the program, but methods of incurporating this into the general ptaa vary. The "hard sell** treats saSety a* a separate mid distinct topic to be handled ia subtly the saihe way as any other topic of mstruc* lion. There are safety lectures, safety quit**, and safety seminars. The "*aiT seU" attempts to build simply a safety attitude. (t avoids too much attention to the hazards ut the laboratory. In the "gentle sell." the argument is this: there is a right way to do everything tn the laboratory and the right way chemically . 40 I j ! Chrmimi fnihutrus i- a|k the Mie wai Safety t* treated as an *-"Pergtmg parameter in the design of all ex periments cat the reasonable assumption that an unsafe operation is not efficient, repro ducible, nor as likely to lead to the proper results. Assuming, then, that ihe student has little formal chemical training but is interested in learning and that the "gentle sell" approach is to be used in the instruction, a reasonable leaching outline rollows. !. Fundamental concepts A- The periodic chart The most difficult task for both teacher and student if to organize the great body of facts about matter into an understandable pattern. The periodic classification of the elements provides a basis for such a pattern and the student should become familiar with the chart early in his training. The names and symbols ot the more common elements .should be teamed, the concepts of atomic number and atomic weight explained, and the breakdown of the chart into periods and families understood. E. Atomic structure and chemical binding The treatment ot atomic structure may be as simple as the statement that atoms contain protons and neutrons bound into a nucleus and a peripheral shell of electron;; the number of protons given by the atomic number of the element and the number ot electrons in the outer or valence shell indi cated by the family number on the periodic chart, A more sophisticated approach in which ihe electron is treated as a wave, electron distribution as a cloud of negative charge, and the electrons ordered into s, p, d, and orbitals may also be used. In either case, structure of the atom should be related to its position on the periodic chart. The choice At approach depends upon the purpose of (he training. Chemical binding may be approached from ihe same viewpoints. Bonds can be repre sented as hooks, as electron-pairs between atoms, or as the overlap of simple or hy bridized orbital?. The periodic table can be med to argue about ionic and covalent bind ing. C Chemical reactions With a background in atomic structure and chemical binding, treatment <? chemical reactions as processes in which bonds ait broken and made becomes reasonable. For convenience, reactions may U* classified a? redox (oxidation--reduction tn which there is a transfer of electrons) and nnn-redov The electromotive series can he explained and used to predict possible redox reaction* Here also can the topic of safety be in troduced. For example, on the basis uf tin- periodic chart and the electromotive senes, the strong oxidizers and reducers can be delineated and such reactions as those of aluminum and sulfur or sodium and water used to illustrate vigorous redos stems. Kinetic theory can be u*cd t> explain the varying factors which influence the rates ot chemical reactions and a bit ot eicmentary thermodynamics to explain the heat effect* that accompany them. This is an ideal place to talk about combustion processes ami the effects of catalyst?, temperature, concentra tion of reactants, and state of *ubdimior upon reaction rate- Again, wteiy is taught ,is the teacher points out those factors which make foe vigorous reaction and the tech niques that can be used to content reaction rates. P, States oi matter Rather briefly, the general prupertie* < oitids liquids, and gases on be mentioned with particular emphasis upon the pressurevolume-temperature relationships of ideal gate*, fiafe equipment design on he ,rrquemly discussed here. E. Solutions, adds, and bases A final and quite practical topic for an introductory course deals with the prepara tion and properties of solutions. The term* "salute and solvent,** "saturated and unaturated solutions," "concentration.'' and "solu bility" should be explained qualitatively .mil the student taught how to handle concen tration problems quantitatively. Acids, bases, and the pH scale are taught as port of this section. The Arrhenius con cept--an add as a proton donor, a lose as a hydroxide donor in water--is probably adequate. Add and base strength can be mentioned and the hazards associated with both the proton and the hydrozitle ton ex plained, It will probably be necessary to show that add strength alone is not a sulftcent criterion of hazard--witness HF and HCN*. both hazardous but weak arid*. 41 li IQ6? S'ohonai Safety Congress It- Baric foloratory skills Here -a* m Ilip dicit*ion of fundamental cticieept*, wuety i interwoven into (lip en ure program V Manipulation oi glassware and apparatus instruction The proper techniques for cutting, polish ing bending, and inserting glass tubing must lie taught early and thoroughly. Attention m dm detail alone will prevent a great many Laboratory accidents. B. L'ntt operations The student should next be taught the proper and safe techniques for generating and handling gases, preparing solutions col lecting and washing precipitates, and han dling volumetric equipment and the analyti cal balance. Distillation procedures and rffcrvttaUuation techniques come next. The discussion of laboratory techniques is admittedly brief. There are, really, only a limited number of basic laboratory skills for ihe novice to master. The more sophisti cated techniques involving high vacuums or pressures. High or low temperatures, speci rnvopv, chromatography, etc., can be learned * needed as the student matures. Here, chemistry becomes more nearly an art than a science and the novice learns primarily from the expert by observation and imita tion. The safety problem then becomes one educating not the novice but the experi enced researcher. There has been no mention made concern ing emergency procedures for the novice-- arid deliberately so. His major emergency equipment is a stout pair of lungs tn use to summon aid and an understanding of the communication procedures used to get out side help. Until he matures in his study, he wilt not be working alone. He should be taught how to use the safety shower and eyewash fountain and, by example, the par ticular protective devices needed for each laboratory* operation, but he is not vet ready to assume responsibility tor administering first aid or fighting a fire. To summarize.* A procedure has been out lined for teaching the notice laboratory worker fundamental chemical concepts and laboratory procedures. The emphasis through out has been upon the chemurry and not upon safety f>er sc, In the laboratory, only proper techniques are to be t.iught and only safe techniques can be ennridered proper. Safety is treated as one of the reasons why a specific-operation is handled as it is. The discussion of fundamental chemical concepts also emphasizes the cnemistry-- afety is interwoven naturally into the argu ments, hazards are explained in terms of their basic cause* and procedures to control the hazards are discussed tn terms of gen eral methods to control chemical reactions. The student should finish the course with i reasonable proficiency in chemistry and thinking of safety as a perfectly natural and logical part of the prnctire of chemistry. SAFE STORAGE OF LABORATORY CHEMICALS By DAVID B. HOBBS Safety Engineer, American Cyanamid Company, Lederle Laboratories Division Pearl River, N. Y. In tuv T-inn4i. iite rv<t<>tt*iiiitttv ir rateiv m the iahortiturv in college and in indus try. rests with the supervisory jxrsonnel in charge. Let me stress this respumihilitv a little further. 1 will use myself as an Illus tration. One of my assignments is to pro tide staff services to the filling and packing departments, consisting of about 250 people; utilities, about 50 people; and research which employs about 750 people, composed of the follow mg groups r organic chemical research, liti^elK'micaj research, experimental therapeu tics research and viral and rickettsial re search, I also have various other duties with other groups which help to keep me hu-y. The big question which now can be a-ked is `If he carries out his assignments, how does he do it?" The answer to this Munti'n i*. I help, "they do." Let me give '.mi a "tliev do" illustration: U Chemical Industries Ottr plant informational bulletin So. 64 (us for its subject: Plant Accident /Vfsvufwe* Program 1.0 Policy 14 It is the {they of the company to conduct its operations in such a way so as to prevent injury to personnel, damage to plant property and toss of product This policy must be implemented by proper plan ning, training, supervision and control of hazards. \2 The safety of personnel comes before sit the demands of production. It is each section manager's responsibility to see that this policy is carried out in the areas of his jurisdiction. 13 Where special safety equipment or apparel is needed ro protect Krsonnei in given exposures, such equipment will be furnished, and its use wilt he required. 2.0 Genera! Z! Each lupervitor is responsible within his jurisdiction for* .V Any condition which may* or docs re sult ui injury to employees, damage to facil ities, or loss of product. B. Training his employees in safe work practices, use of safety equipment and proper action in case of fire or other emergencies. C. Mainta rung his equipment in a safe working condition and providing necessary protective clothing ior employees. Our research group has established a re* search accident prevention committee. Each of the (our research sections is represented by the manager of research services, who answers directly to the section manager. The plant hygienist and 1 arc also members of this committee. Tin* committee's pur pose is to oversee the development and ex* eeution of accident prevention policy throughout all research sections. Each man ager of research services has the responsi bility- tor seeing tiiat within his section, plant accident prevention policy is properly carried out. This is accomplished hy section acci dent prevention committees, who create and administer accident prevention policy for ihelr own section. The purpose o: the section accident pre vention committee is to carry out plant policy, and to develop and administer a sec tion program and audit same. The functions ot this committee are to: I) meet at re^lar intervals, 2) conduct periodic inspec tions. 3) investigate accidents and recom mend corrective action, and 4) audit programs of departmental ami work group committees. The one in authority in each laboratory takes due precautions to safeguard from mtury all personnel under his direction. Providing the proper appliances with which to safelv perform their work is a moral and legal obligation of the one in authority. Failure to do thi* is negligence, Our labo ratory groups are the "thev do" personnel. Safety in the laboratory is up to them, and they must do the job. For years a safety philosophy of accident prevention has been advocated, based op what is commonly termed the three "\" engineering, education and enforcement. This has sounded wonderful to many an accident preventioaist. When it comes to practical application, however, which t* the higgct of them all ? Engineering i< essential. Today, however, more tlian e*cr before, it is "built in' by law and by demand. Education ri the ''soft" cell--it has many advocates. Enforcement t* the "haril"* sell--very effec tive when properly applied. Summing tip, it ts ''soft" sell vs. "hard" tell, but in actuality, we compromise and uc elements of both. Education is a convincing thing--once convinced a person will voluntarily--habitu ally cooperate- When a habit is formed--it sticks. This applies to both good Itsbits and bad habits. Good habits mtit replace bad habits. The development of this good habit is easier through education, than through enforcement. Through education, people can be per suaded to change their point nf view so that the safe way becomes the logical and accepted way of doing. Subsequent follow up will reveal any misunderstandings which can be corrected through discussion and/or enforcement, if necessary. "celling" the prevention of accidents in volves repetition and more repetition. Repeti tion. however, u most desirable iwcause all learning is based on repetition. Variation must accompany repetition to maintain ap peal. 43 V>'`` .Stiffly Coiigrcst In -trder I* r ;im satcly niiu.iit-etjl pro- stored in a lire resistant vault as far awav -iram tc be *'i:c-*fnl, supervisory personnel i possible from the exits of the laboratory must 1-c well grounded in good accident Containers should he examined frequently prevention principle* and in how to pis* for rusting. these along effectively to the work farce Compressed gas cylinders should always In the chemical industry the expression l*e chained or secured by other approved "on stream" is used to indicate that a plam or facility is in operation. Safety education which can be given "on stream" is the most effective type. By '`on stream" safety edu cation I mean safety education in the class room, and continuance of this satety educa means in an upright position, to prevent toppling over or rolling. There are numerous ways to safdv store cylinders of various 'izcs. Wherever possible. lecture bottles of toxic or flammable gases should be used in preference to the larger sixes. Large and tion tn the laboratory. Laboratory safety small bottles should t* kept from heat or training must commence the very first day flumes. the student enters the laboratory, and must continue until the student completes his edu cation. It must be an everyday affair. Bad habits can be CHcrrninc and replaced with good habits. The nature oi tin- rocarch underway in laboratories makes it imperative that ail bottle* and containers be carefully labeled with date; name of investigator, identity 01 material, and any special warning notice. Cnlabeled container* should be turned over to the supervisor for destruction. It has been found both unsafe and in convenient to stare heavy glass articles on high shelves. Climbing on chairs or bench tops to retrieve such equipment should be forbidden. Both practices are to be avoided. Wherever practicable, polyethylene bottles should be substituted for glass bottles. Whenever possible, large bottles should be .tored on floor level. When not possible, The cylinders should never be used a* roller*. If the ga* is not to be used for a period of time, the reducing valve assem bly should be disconnected and the protective cap replaced. In no case should gas cyl inders be kept on hand longer than three months. Empty cylinders should be returned o the stockroom supplier without delay. Leaking cylinders should be disposed of in accordance with established procedures. When size permits they should be placed tn (he hood and slowly bled out until they are empty. If too iarge for the hood, they should be taken outdoors and bled out `lowly in a safe manner and at a point far irom surrounding buildings. Sate storage oi laboratory chemicals dej*ends upon anyone who is in any way con nected with the laboratory. Each person mint accept his responsibility. they1 must be suitably secured. Flammable In a commercially built laboratory type liquids should be stored at floor level away we have a small-quantities flammable liquids irom possible sources of heat. Solvents storage cabinet of fire resistant construction must be kept m safety cans away from radi (18 gauge steel with riveted and spot welded ators of direct sunlight 'earns). It has a steel double-wait construc No more than a pint of any one type tion with \XA inch air-space between inner flammable liquid should be kept on the and outer walls. The door sill is raised 2 laboratory shelf. Ether should be stored only in the original container, and not more than one can of ether should be on the (tench top at any one time. inches above the bottom of the cabinet and the cabinet is liquid tight to this point It is provided with vapor venting provisions. Two vent openings of 2-inch standard pipe It is unwise to store acids near alkalies or oxidizers near organic materials in the stockroom or on laboratory shelves. Cyan ides should be kept away from acids. site are located near the top of one wail and close lo the bottom of the other wail. Each opening is equipped with a removable screw cap and covered by a perforated mend Are baffle. If necessary to have metallic sodium, potassium, or lithium and their hydrides in laboratories, the amounts of each should be kept at an absolute minimum, preferably This cabinet can al*o ( utilized for stor age of variou* types of chemicals. It can alto U equipped with a sprinkler head to the day's requirement*. These should be Material in the cabinet i* plainly identified. 44 Chcmital /ui/iMlrtvt Important adjuncts to the laboratory safely *hcme arc properly designed containers for solvent*, broken gla*s and flammable reagents or njlvem*. The all metal waste receptacle cover U equipped with a fusible link. A modified household type refrigerator is used for cold Mn of small quantities of flammable liquid* in the tab. All of the electrical element* have been removed from the box--door switch, thermostatic element and lamp holder. In m*t cases, w limit all containers M ether to the sue of on* pound nr equivalent White some laboratory uses demand relatively large quantities oi rther, we have iourd that this imposes no particular hardship It is much better, we have* round, to u-< several ox the smaller -ixe containers of ether, instead of having partially-filled large containers in storage tor a long period u\ time. There also are available commercially, explosion-proof refrigerators. One laboratory houd arrangement has smalt lecture type cylinders held in place inside of the hood. Shelves are provided for storage of chemicals whose nature de mands that they be kept under a hood. There are no electrical receptacle? or switches in die hood. They are 'rt ihc outside. A bench type storage cabinet is utilized m wr labs for storage of small amounts of hazardous chemicals. This is a part of the lab bench. It is made of steel and the ituide is lined with tmmite. Ventilation is provided by means at louvres in the door. These bench cabinets are cheeked on a daily basis by laboratory personnel. It is planned, in the future, to connect these labineu to the exhaust system servicing the hoods ur the laboratories. A dolly method of storing and transport ing cylinders ts not fancy or expensive, ft k easily moved and serve* ns an excellent -forage facility. A basement storage area for catalogued chemicals was cleaned up, shelves installed and converted into a very good storage facility. This i$ an example of what can (<? done with limited facilities. Neatness of arrangement and labelling on all containers t- noted. \ flammable liquids dispensing location which is relatively simple, but satisfies all the needs of safe storage and dispensing, is m il m an an a 44V i neti taker build- bill-, but IXit tint l.tr 4U.it .l-it-lUaU-it l-naiflc nccc**ary di-.|-n-inq wrvuv. All drums are grounded. \nother example of outdc storage is a -bed compartmenlized into two separate sec- iK`ii In one compartment there are two drums of alcohol The other compartment i..ii!.uns ga* cylinders. Tins storage area i* .iiliaecnt to the building which it services. I (rums and cylinder* are grounded. 'l aments of some shelve* in a central ai.n.Toom servicing many laboratories in `-sic building indicates one of (he important v---cntials foe safe operation of a laboratory t* an adequate, efficiently planned storage runm. Poor storage invite* accidents. , t '.irncrs used to transport and store bottles .uni containers of various types are among many commercial type carriers available. Each container has an important place m every laboratory, and their routine use wilt a long way in preventing many common (rodents. To have "safe storage ot laboratory chcmi Tils' we must educate and be educated Education tor accident prevention is the biygest and most important "E" in the liphabct. We, you and 1, must keep accident prevention ever prominent in the thoughts ut tlie student aiul worker- This applies to iff-tlie-job" as well as "on-tlie-job." Through its power for convincing, educa tion for accident prevention will help people to develop habits of safetv and acceptance of responsibility which will make them not merely sate workers, but also safe indi viduals--and this will make tor a vafer world tor us in which to live, to work, and to play. StBLlQGKAPBY Ftammobl* Liquid* Prom Container /nto Procoat, &af<r and Looa-PTavenUoa Depart ment. American cyanuud Company, Wayne. New Jersey UM1> Handbook / Canoeroue Material*. S, Irving Sox. JUinheta Publishing Corporation, New York. New York (I9&1I .Vanaai of Laboratory Safety, Bulletin r* Ml. Ftehcr Scientific. New tone. New York itasty Safety Manual. Reeaarvh Accident Preven tion Committee. American Craaamid Com pany, Dcderte Laboratories omaion. pearl Hirer. New York <1M3> Storage and BtmdUn* of Shook and impact Santilivt Material*, Safety Guide SO-?, Menvifa-turiag Chemists' Association. In-?.. Wuhtngtow. I>. C. (INI) /W ,\aiiomt( Safety Congress SAFETY SN THE CHEMICAL LABORATORY By ARTHUR H. CHRISTIAN Corporate Safety Engineer, American Viscose Corporation. Philadelphia, P. Moikrn dai iluim-try li*s j*r><f}reed jar \\\y\ on nviuv i'tmiu 'nce the d,iv* of the Alchemist*, included in tlie advances, cut *1 nece>>'>|v, are a.-culvm prevention tech niques. Their effectiveness is attested to fay the over-all excellent safety performance of the chemical industry and the especially outMrtiuitnjf safetv records of many chemical i--.mpanic -\s with most worthwhile achievements, careful thought, planning, and hard work have been necessary, industry ha* accepted the responsibility for providing a safe work ing environment for today'* chemists, for providing him education and training in chemical safety fundamentals, and for ade fiw-e h:I! be listed on accident prevention techniques rurce--fully used in industry. O'od amtukv toward chemical safety must be started a* early in academic training as possible, it is highly desirable that both good attitude* and specific knowledge be acquired early and carried throughout a career. In view of the large number of schools, colleges, and universities with chem istry and chemical engineering courses, a movie dealing with chemical safety at the undergraduate level wemed desirable. Among those who contributed significantly to the film, which was filmed at Villanova University, we hvt the following: quate supervision to help him insure hi* Manufacturing Chemists" A rsociation `wn safety by mine tin* accident prevention Movie Subcommittee--R. H, Albisser, Merck knowledge always. & Company, Inc., Rahway, -S'. J.; S. M. Opinion* have been expressed that newly graduated rhemist* reporting for work in industrial chemistry laboratories often have little knowledge of chemical safety Worse MacCutcheon, The Dow Chemical Corporation. Midland, Mich., and A. H. Christian, American Viscose Corporation, Philadelphia, Pa. set, alt too often they have 3 most un Sfanufecturing Chemists" Association Edu desirable attitude--ranging from a blithe dis cation Activities Committee--Dr- Julian Hill, regard of the need for safety to deliberate E. i, duPoni de Nemours Sc Ccx, Wilminglurt-gard ot established safe practices. Ob- ton, Del. Mously not only student and college, but industry as well, would profit if colleges had higher level safety prottram*--if they not only provided the student with k work ing environment but also incorporated safety taming as an integral part of the curriculum. Consulting Committee--* Ot. Mark Oiam- heriain, Western Reserve University, Cleve land, Ohio; Oerhardt Jabs, Lutheran High School, Cleveland. Ohio; Dr. John Baxter, University of Florida, Gainesville, Fla.; W. S, Wood, Sun Oil Company, Marcus The Safety and Fire Protection Committee Hook, Pa,; Dr. B. ), Downey, Villanova formerly General Safety Committee) of University, Villanova, Pa., and Dr, G- N. ftie Manufacturing Chemists' Association has Qnam, Villanova University. Villanova, Pa. worked for many years in furthering safety m chemical industries They probably are l*?*t known for their Chemical Safety Data Tlje objectives of the film ire-- To help educators: Sheets. Safety Guides, and the book "Guide I. fulfill their accident prevention r*pon- for Safety in the Chemical Laboratory/* A* -ihiliiies in the teaching of chemistry n extension of their activities and in col laboration with the Manufacturing Chemr*iC Association Education Activities Com mittee, they have undertaken a long-range program to help better the chemical safety Z upgrade academic safety programs 1 improve the safety awareness and safety training of students. To give undergraduate chemistry students: <Nhiva:ton of students as well as offer sug 1, an understanding of the need for pre* gestions to school administrators for meth- cautions in hamllintr chemical* H to improve safety aspects of both chemi 2. increased knowledge of practical safe cal laboratory conditions and work practices. laboratory technique* W 1 3 1 | j '1 | J 3 1 j 9 a I l I : fl | 1 | fi | | | | | Chemical Industries ,3, stimulation to develop and practice safe work habits. To give new employees m industrial labo ratories : l. a review' of some safe practices in the laboratory ?, reinforced awareness of the need for caie working habits. ft t* hoped that the film will prove valu able m ail three areas, and will be 2 con structive first step in carrying out the long range program. The film U structured around two fairly typical laboratory procedure*--the distilla tion of benezer* and the preparation of sodium amide. A* actual manipulation* are sets. In the final analysis, however, each individual has a responsibility for the safetv ot himself, his co-workers and especially anyone he sup vises or instructs. U. Does modem industrv demand afc:v conscious employees? A. Definitely Safety training and rati*'. C'vniciousness often are taken ini', a-cm-?when hiring. Q. What are some ot the major harard- n chemicals? A Chemicals may be flammable, cotro. rive, toxic, ot extremely reactive m vary ing degree*. 0 Why is the benzene distillation shown in the hood? carried out. pertinent safety principles and A At benzene is both flammable and practices are illustrated and emphasized, toxic, ihe hoods exhausts any harmful va In the guide of suggestions for use. the maior points are as follows - Preview the film, noting part* you especi ally wish to stress, either because of appli cability or to explain alternatives in local practice. Allow at least one full period of approxi mately an hour for the film showing. To derive optimum benefit, it is most desirable that the film be properly introduced. Opening remark* should stress that safety is as much pors and prevents accumulation of flammable or toxie concentration. Q. What arc the advantages of metal safety cans to- ing and handling sol vents? A. Not only are metal can* safer than glass because they are unbreakable, hut tlu flash arrestor prevent* ignition f the flam mable vapors from outride source* and the spring cap controls the rciw*e **i pref-ure Q. What are the hazard* of solvent* in a part of chemical learning a* formulas and sewer drams? techniques. A student will carry his safety A. They may cause di*a*trr>u- sewer ex training with him throughout hi* career plosion*. just as he does other knowledge. In some research the degree of safety training is often one of the point* considered by indus try when hiring. After the film showing and discussion, the 0 When should eye protect!* n l>e w*.m in laboratories ? A. Minimum eye protection mch a* spec tacles should be worn at all times to guard ;igainit the unexpected, and additional pro extent of understanding well might be as certained by a quiz. It wilt usually be help ful lo foJlow-uj> by sitowing it again later in the semester, comparing student discus sion and comprehension. Questions like these might be asked: Q, Can any chemiol be safety handled? tection such as a face shield or goggle* dtculd be worn when carrying out known hazardous work. Q, What should be done if chemicals get in the eye*? A, Wash immediately and thoroughly with lots of water tor at least 15 minutes before A. Yes, provided their hazardous proper peeking medical attention, ties are fuliv understood and necessary pre Q, What !* wme of the important emer cautions taken gency equipment for laboratories m ca*e the Q, Who i> re*ponsiblc for +niVtv in chem imv\|tcctcJ happen*? ical laboratories1 -V Safety diowers, eye wah fountain, A. Whether in industry- or the academic appropriate fire extinguishers, gas mask. world, the responsible administrator or man ager must provide a safe environment and safety training m the prevention of unsafe Q Why is pipetting by mouth undesirable ? A. Not only is there the obvious hazard 47 />>,' A'ufmW Safety Conor,-** '/{ vjciting :m unexpected mouthful oi cor rosive or toxic chemical, some chemical* like benezenc have a cumulative toxicity from the vapors alone 0- What are Wme at the important pre caution* in handling glassware? A. Dispose of cracked or damaged glass ware, protect the hands when assembling or lanmatme sla*ivare. C* What help* prevent eleetnc.il shock? V Insure equipment i* m good repair and .dway* grounded. n What ts Hanger of storing solvents in n ordinary retrtgerutor ? A- If jelvetit vapors corape and fill the refrigerator, the spark from it- operation ntav cause it t" explode kuch refrigerators can be explosion-proofed hy removing the sourer* of ignition, such as the light bulb .uid controls, Q. What is an important way to team of the hazardous individual characteristics of chemicals and iheir reactions? A. Checking available literature before Iwginning to work. 0- Why is a shield placed in front of the reaction? A To prevent injury in case of flash, *pla-h, or explosion. The him may be purclwsed from tlie Manufacturing Chemists* Association. Inc1825 Connecticut Avenue IVAV- Washington 9. D. C, for $100. It may be previewed for SIP, which will apply against the purchase "f the film if the order i* received within to dnv* NATURE AND INCIDENCE OF BERYLLIUM ASSOCIATED DISEASES By JOHN F. ZIELINSKI, M.D, Medical Director, The Brush Beryllium Co.. Cleveland, Ohio Certain physical -vul rhenun.t rt aracicrtitics of bervlhum are prevented us they, under current evidence' ute apparemlv <** nificam in the jK.ietmal t<\uuv evpre.-mn and incidence of Wrylhum ;<*-..ciated dt*ca -e Beryllium t- eD-dtied u*i fni.phc.u nc itruent but i* v 4 metal m >ts iiaraeteri'tiv*, l.iW ahmunum, u detrn-n- -Iralcs a jj.iiru.M- 1.1 hdity Ut..mi' <-f it* pre- tercmwl strung at unity f- chemically combine with ox-vgen, ;ilm<*r tn*iamnncou*ly fumung a protective film of Icryllium oxide. This hard film of ovule reo.-he* maximum thickness ot IQ 4 centimeter* (100 A* or 0.01 micron) in two hours and i* very rc-istant to further rom-don umlcr standard kinetic energies. The excellent corro^um resistance is attributed to the fact ihat the volume of (tide formed i* grenier tliati the volume of the metal c**i-nrmd m tie formation of the oxide. AIv>ve 815*C (laflfPF) this film i* di-rujitcd by the effect of cheated tempera- lure catt'inc hum-crystalline separation in the metnt, leading to further oxidation of it'S' *n lii'n.-. r>-f.,J!ine separation in pure UrvUmsu i aid *r, begin at 7QQ*C '1290`F) l<rn*e rapid at 1000*C IU304F1 It < the only light metal wuh a high melting point I2X?*C -- IQ'C (2345*F * 18*F). Its boiling point lias an extrapolated value of 2507*C f4540*F). It is interesting to note tint the melting point for the oxide -if bervlhum ha reported values of 23I0*C to 2568*C (4550*F to 4frtt*F> and a boiling ,xsint of 4260*C (77nO*F>. Chemically, bervlhum is quite closely re fated to aluminum and its complete separa tion from this element is difficult. Beryllium metals reacts readily with sul phuric acid and hydrochloric acids. Dilute nitric attacks the metal slowly, but concert, (rated nitric lias hut little effect. Boiling water and alkalies react with the evolution of hydrogen. The hydroxide, Be(OH)*, is amphoteric. The beryllates, unlike the ahaminates, are fairly easily hydroliied at boiling temperatures. 48 Cfiemical Industries Solutions oi water soluble beryllium nor <114 valuable in (he proper evaluation ot the ma] salts, such as beryllium sulphate, >pectfic problems. chloride, and the nitrate are all acidic m On the other hand, there are article; fraction and are charactenxtd by their wherein the use of simplifying assumption', ability to dissolve large amounts oi beryl possibly in an attempt 10 rapidly finalize the lium hydroxide. However, these water sol problem, has led to conclusions that arc nM uble salt* are not hydroUzed to the same compatible with the current eptdemiolugteal, extest as other corresponding salts, such as experimental. arid medical evidence. Within aluminum and iron. The exact reason for all the background ol contusion there doe- this unexpected behavior of the beryllium ton exist a definite orderly pattern of facts. lias not been defined. Fluorine gas reacts with beryllium at room temperature. Chlorine, bromine, iodine, hydro The author of this report on the current status of the beryllium associated diseases does not intend to imply that this report will gen sulphate and nitrogen peroxide gases finalize Jhe specific problem. It is his intent react with beryllium metal at elevated tem to apply knowledge gained during 20 years perature.* it experience in the ben Ilium industry against the evidence:- and thereby reach some \fcdicat -Ispcet* tenable conclusion, valid within the evi Recognition of the ituoc i't< ui medical dence* currently at hand. problems, encountered in the chemical and thermal refining of beryllium and bcryllt* from ore has existed in literature since 1953. The opinions of sundry nh-erver* that the acute reaction*, involving either the *htn and/or lh rrpirlor>' tract, %*r du nlirely to acid mists and acidic anion', were bolstered by an official report in 1943. ema nating from the United States Public Health Beryllium Associated Diseases: Acute Tyhr The eventual conclusions drawn by tins auffior stc ba'fd on the evidences of loth the dermal and the respiratory' adverse rexitwni miRiitsiMl amomr u>me beryllium workers. It it, therefore, c--emt.il that at least brier descriptions of all the<e reaction* be presented in order to -uh-tatUiAtc the Service, to the effect that beryllium, per *e ultimate conclusions. is not toxic. The basic error in this surtplWvtng assumption arose out oi the fact that the highly insoluble compound* did not evoke adverse acute response* in various experi mental animals. Unfortunately, this asser tion retarded the eventual full recognition of the role of the beryllium ion in the chronic phase of the beryllium associated diseases. Contact Dennattlis Causation is undue aud/ur prolonged con tact with the soluble salt* hcr> Ifium. Causal irequenev and severity are definitely a function of the type of salt. The nv,,r reactive salt a* to frequency and seventy, m the author'* expenenee*. 1* beryllium fluoride. Ammonium beryllium fluoride reacts less m frequency and severity. Beryllium sulphate Recognition vital die beryllium ion can ex arid beryllium chloride salts show x much press toxicity in the human being, predomi- lower frequency and severity rule. The gross nently in the form oi the chronic respiratory pathological expressions are influenced lv disability, did not attain arceptanrc until 1947. ThU recognition crime out ot .m epidemic-like onset of respiratory abnormali ties among employees of a fluorescent lamp manufacturer. the radical. Contact dermatitis h.is ik>( U-cn *vi in workers handling pure beryllium hydroxide. pure beryllium oxide, and the present-day vacuum cast beryllium metal. Prior to I9?u, This latter recognition oi a new occupa de so-called "high purity" metal contained tional disease entity, of major medical and tmwltece irosn 0.5 to & per cent ot im- legal importance, stimulated a great deal of rducctl soluble beryllium fluoride salt with research into the epidemiological, medical, in the structure of the metal mass, and as and experimental aspects of beryllium asso Sugh at 3 per cent in the '`technical" grade ciated diseases. "Literature oo these aspects grew steadily. The lists include observations on human and experimental evidences. In both categories, there are data that arc pcov- if metal. A dermatitis indemlral to that causd by brevlltum fluoride was *ccn among cm* /96? S'ahoHai Safely Congress ptoveca engaged in rewo-kuig this parent metal. This tact offer* a logical explanation for the very early reports of acute derma! and/or respiratory adverse reactions in people Working uith tint metal outside of lie basic refineries, ire raised, firm, relatively dense, wuh little >\ no inflammation The bulk of the lesion extends rather deeply, is well defined, with a fibrous resistance. Studies of excised speci mens have shown the lesion to be dommamfv a foreign bodv type of reaction but with ".Ultrffte" Dermatosis All the rases m the experience of the author have occurred within x to fifteen days after initial exposure to the fumes, mists, and/or dusts of beryllium fluoride. considerable central destruction of cells. In several specimens a few isolated small gran- tilomata had been discerned in the zonal section between the area of cellular destruc tion and the fibrous capsule. The frequency of attack is approximately I per cent nj the population so exposed Thu syndrome expresses itself in the rather sudden onset of intense inflammation of the skin with varying degrees of putficiess. usually only on the normally exjwsed areas >>< the face and neck, with superimposed discrete and confluent lesion*, flat, elevated, and/or blistered m type. Respiratory Atptcts: Immediate 0r "Acute" Occupational Disease Potential The acute respirator)' occupational disease potential ranges in expression trorn rhinitis to a pneumonitis, ue., inflammation of the membranecs ranging from the nose down to to the lung tissues, depending on the degree, duration, and compound type of exposure in the form of mists, fumes, and/or dusts to UilnteraJ pufiinest of the eyelids in varying the soluble compounds of beryllium. The degrees is a constant feature. Inflammation fluoride compounds are dominantly causal, >t `he conjunctiva, if present, is mimmai on although all'the soluble compounds utilized contrast. Itching is an intense subjective in the basic industry have been mertmmated -imfiiom. Attempts to re-enter the employee .it one time or another. m the fluoric phase of chemical production, ,1`er total rerrmsinn of the described syn.'-.-me invariably roulted in recurrence. Hus necessitated a permanent transfer to .in- titer ciirmical or miscellaneous operation, The rhino-pharyngitis. t,e.. the i)x-threat, phase usually resolves itself rapidly and spontaneously after temporary complete re moval from the exogenous factors. a I'p'-ui further ill effect, it ;n opportunity The iracheo-brtmfhiiis phase necessitates a 4. il-ltlt '"Mger period of temporary complete remoral from the exogenous factors. This industrial v iit uttkkM Ulcer respiratory complication was usually the re This lesion is usually the result of neg -cult of relatively high levels of exposure lected superficial cuts or scratches contami user a prolonged period of tune. Modern in* nated with the fluoric compounds of beryl dcisrriaJ /tvgiene practices in the beryllium lium. The sulphate compound can also be industry during the past 10 to 12 years have causal but incidence and severity are of practically wiped out the incidence of najo- iesser degree. It is an open lesion of the phyarvngitis and tracheobronchitis. .kin presenting a sloughing, irregular sur face and seamy thin serous discharge. The edges are well defined and slightly elevated, .flowing inflammation with peripheral exten-h/fi u varying degree. Pain is prominent uJjcjj the lesion it present over points of flexion, extension, or bony structure. OS major concern lo all Involved is the acute respiratory dica$e potential of acute beryllium chemical pneumonopathy. Histori cally, sue!) cases have been documented as being either of a fulminating or an insidious type, Basically, they are one and the same disease, being influenced by time-dosage fac ! `Irrraling Granuloma This lesion j usually the result of an implant nf beryllium sulphate salt under the skin surface. The lesion grossly re sembles a soft "com" It t* well defined with a smooin heating surface that occasionalls* presents a dimpled center. The edges tors. The fulminating type was usually due to relatively brief exposures to overwhelm ing levels of adrerse exposure, with a rela tively short latent period before expression of the lung tissue involvement. The insidiou* type Was the result of continual exposure t" relatively high levels over a relatively long fKnod of time. Chemical Indistinct Cases documented before the application, in 19o0, of current industrial hvgientc con trols, were dominantly of the insidious type. A rvptcal case of the insidious type can be generally described in the following mr nner L'suallv a relatively new employee would complain of a progressive non-producuve cough, croupy in character, and aggravated when the afflicted was in the supine position. filtration, followed by discrete andicr con fluent nodules, in the cases of recovery the resolution of these abnormal shadows to the individual's mutual would be rather slow, from four to six weeks in the severe cases, but would be complete prior to the subsi dence of the subjective symptom*. Complete recovery periods ranged from four to twelve weeks. This subjective symptom u jnvariablv a*, The fulminating type was basically simi related with a symmetrically progressive lar except that the latency period between burning type of pain under the breast bone, the known massive exposure incident and more or |e>s constant, plus shortness of `he onset of subjective and objective symp breath that was markedly aggravated on toms would be verv bnef, a* little a* six physical exertion- hours. The chest x-ray in -ueh c**cs would Due to Uie intensity and persistence of the described symptoms the individual was un able to obtain regularly proper physical rest and developed the associated symptoms of general lassitude, physical weakness and loss of appetite, plus some weight loss. Objec tively, the resting afflicted individual was invariably show the advance*! stages, a* de* scribed for the insidiou* t\pe, in a period a* short a* 72 hour* after the expox^re. The complete recovery period m the fulminating case*, though more dramatic in character, was unexpectedly *hrt by comparison, usually being complete in about iour wetk* noted to hate a definitely increased respira In the tenet ci 9J ra>e* or acute bervl- tory rate with diminished chest expansion. 1mm chemical pneumonopatli) documented in Kdanvely mild exertion would readily in the pre-1950 experiences m two bade re duce shortness of breath and a reflex spas fineries m Ohio, there were ten fatalities, modic cough. Some degree of blueness of six turning to autopsy. The pathological re* the nail beds and/or mucous membranes ports were essentially negative, except for would be apparent. The nose and throat f!e lung discs*e and for acuie cor pulmonale, mucosa would be inflamed. if, acute dilation of the right or pulmonary Methoscopic examination of the chest would reveal fine to medium abnormal rates, most noticeable in the lower lung fields. Occasionally the abnormal founds were prac tically identical to those heard during an side of the heart. The dominant abnormal cellular feature or the lungs was pronounced interalveolar interstitial edema, i.e, involve* ment of the irunework of the air sacs, with varying degrees or organization. attack of asthma. The heart beat rate would T he pathologist remarked on the non be markedly accelerated. The temperature specificity of the reaction and it* similarity was normal or very slightly elevated except to the traction discerned in fatal ca*c* due in the presence of a secondary infection. The to phosgene or the oxules of nitrogen. He clinical laboratory findings, in the uncompli further indicated a similarity to the reaction cated cases, were essentially within normal seen with virus pneumonitis or with the limits. pneumonitis associated with severe kidney Temporary increase of gamma globulin in the. blood had been noted in most cases. The chest x-ray* did not show any ap function block. It i* hi* documented opinion that the acute pneumonopathy js that of a chemical pneumonitis or peri-bronchtolar- preciable changes until from seven lo alveolitis. twenty-eight days after the initial onset oi The epidemiological, experimental and the subjective symptoms. These changes clinical evidence* indicated 1) the dose- varied with the stage and severity of the response curve in the acute type of occupa disease. tional disease potentials associated with the A typical ea<e would first show a diffuse, symmetrical bilateral Karines*. The very mild cases did not siiovv progression beycred this aspect. The progressive case would then show irregular patches of soft-appearing in soluble compounds of beryllium is the usual sigmoid seen with other toxic materials, and Zi the dose-response base line is different, both in frequency and seventy, for different compounds of beryllium. This differentia! is SI /'y. Ati/ivxit// Paiety t. impress usoeiated with the known and predictable difference* in the physico-chemical character istics of the involved compound. From ail these evidences it is reasonable to postulate that the acute types of disease are basically the result of the chemical activity oi the involved compound, modified in its action bv us bond with beryllium, and 'v4 due to the beryllium ion alone. Chronic Types Derma! Aspects; Latent or ` Chrome'' ^eeupational Disease Potentials Dermal Granuloma This tvpe of disease potential Mas highly publicized through fluorescent lamp breakage and implant incidents. All the evidences in dicate that only live very fowly soluble com pounds of bervllium. principally certain arms of the oxide, evoke the granular unit lesion ascribed to the bervllium ion. The gross skin lesion, limited to the area ><i implant, resemble* a keloid or soft "com " ft usually reaches maximum expreMon within 4 months after an implant incident The abnormal tissue expression i that of a localized foreign body reaction with a dif fuse, somewhat loosely arranged distribution of the granular unit lesion*. Rather simple surgical excision effects a cure. The incidence of the skin granuloma tn the basic industry has been much lower than one would expect. In fact, it it the excep tion instead of the rule. This mav be ex plained. at least in part, bv the fact that the industrial implant injuries- receive medi cal attention. There are, however, relatively large numbers of permanent skin implant case* where the granulomatous reaction ha* not occurred. Atopic Dermatosis There are two cases diagno*ed as recur rent eczema-like dermatosis at site* of pre viously prolonged irritation by the soluble salts of beryllium A polysensitization factor is ascribed. Rtspiralory Aspect Probably no other disease entity having an exogenous inorganic factor has provoked as much controverv as that associated with the beryllium ion. The term "berylliosis" was coined by F'nhrcni, in 10.15. to describe the reaction in 0 experimental "acute poisoning" in animals. With the subsequent recognition of the "chronic or delayed" form of reaction in humans, the term was simply expanded to identify the two classes of pulmonary dis ease a* cither "acute berylliosis" or "chronic berylliosis." This simplification unfortunately engen dered confusion because it did not indicate the different abnormal tissue response in the two entities and, furthermore, fostered an erroneous interpretation that a time element i- the sole point of difference. \ anOrdstrand and I are in agreement tliat the term "acute beryllium chemical pneumotiopathy" is probably the most basi cally descriptive, from an epidemksJogtcal ami clinical viewpoint, when discussing the acute type of pulmonary reaction. The term "t<eryJliosis" lias gradually become accrpted, m literature and law, to describe the syn drome associated with somewhat more speci fic, chronic abnormal tissue change* in the lung parenchyma along with variable sccond.in vvsiemic alterations. Berylliosis A satisfactory definition for tin* disease imy is currently virtually impossible. There are observers who prefer to classify the entity as a systemic disease or intoxication, ihr lung manifestations being only a part cf *he entire 5>ndrome. They postulate their opinion on the ustmec in an appreciable number of rases of associated specific type of aimnmial tissue reaction in oilier organs. However, there has been no documented case >howiiig clinical evidence of "v slemic beryl' liosW" without the lungs bang the critical organ involved. From the evidence in litera ture it can reasonably be asserted that beryl liosis may be considered a systemic reaction, induced by the beryllium ion, but consistently having its primary and major expression of disease in the lungs. All current epidemiological evidences in dicate-tliat the major causation tn the exist ing cases was beryllium oxide having certain physico-chemical characteristics. A refined experimental study, now in progress, sap{oris this philosophy. Sui'/ert Symptoms and Objective Findings The subjective symptoms in chronic beryl lium-associated pulmonary disease are non specific. The most prominent is that of Chemical lndlljtrir> diurutcss of breath on exertion and tn the severe cases, at rest Cough, ustally non productive, occurs in a t cry high majority if cases. A varying degree of weight loss has been determined in more than half of the cases, Subjective symptoms occurring hi the minority include fatigue, chest pains, (>* of appetite and wtataiess in descending i.nier of frequency. Anv or all of these subteeme symptoms may be present, ranging m intensity from a very minor order to a very jimfound State- Objective findings are relatively >{>a/*c, with less than half of the cases demon`inn ing abnormal breath sounds on stetboscoptc v lamination. Blueness of nail bed* and/or mieous membrane* is noted in about 40 per i cut of the cases, with dubbing of the huger* and/or toe* m about 39 per cent Liver enlargement has been detected in 5 l>cr rent and spleen enlargement in 3 per cent, Clinical Laboratory Routine blood studies are usually within accepted normal limits. The red corpuscle -edirnenfatkm rate is commonly increased A relative increase in red cell count, without increase in the white count nor appreciable alteration in the differential, has been noted in the more severe cases. A relative increase in the gamma globulin fraction oi the Mood -crum has frequently been reported Standard urinalysis is non-informative. Increased excretion of alertim m the erne has been reported to tiave been f>Hed tn an appreciable number at case*. ExtoiMve studies on active and inactive bcrydiom workers, both with and without evidences ut the disease, have shown the constant elimination of beryllium body burden via the urinary tract, without any correlation to the degree of exposure aor to the presence or absence of the specific disease. Respiratory Functional Abnormalities Only about 6 per cent of the total docu mented cases of berylliosis have had any significant studies on the associated respira tor}' physiological change*. Tlie only con stant findings, in all the cases studied, were those of a) decreased vital capacity, b) decreased A-a 0* gradient, and c) decreased diffusive capacity for oxygen. These were followed, in order of decreasing frequency, by findings of a) decreased resting oxygen saturation, b) increased physiological dead space, c) dccrased maximal breathmg ca pacity, d) data sogg&tzng obstructive em physema and e) polycythemia. The results indicated that the chronic pulmonary lesions associated with bervllium cnu.-ed an ''alveolar-capillary Week" yyn- dramd of rather profound degree. Radiological Patterns The x-ray changes sees tn bcr>tliou case* were initially considered to fait into three distinctive stages. The first stage is drsenbed a* a ditiuK. tine, uniform, distinctly particulate granula rity The second stage was characterized adiffuse, reticular pattern *upenmfwd **n the initial granularity. The third stage was characterized by the jtesenc* of uniformly distributed nudulanon*. At a later ibte. a fourth Mage, that of von-oltdatko, was described. This concept that there are stage* of the 'ktease has been questioned by some observ er*. They believe that although a progres sion pattern may exist, there are other evidences that these varioas x-ray changes represent types of disease rather thin -taxes. With the possible exception of ilwc finely granular pattens, there is nothmu in the > tber varieties that can be considered pathogmanonie, peculiar to the specific problem. Complications , Except for the development of cor pul monale, complicalions of berylliosis lave bum few. The occurrence of local or sec tional lung tissue collapse in aUxit 15 per cent of cases and of kidney Slones in about 10 per cent is considered a primary mani festation of the disease. The clinical evi dences in two geographical areas do not fully support the relationship of kidney -tones as a directly associated problem, as postulated by one group of observers. The compltcauoti of cor pulmonale i> prob ably of greater clinical significance than the primary disease entity itself. The evidences indicate that this complication i* probably the prime cause of fatality in the cases. Unlike silicosis, the occurrence of tiiK-r- 33 i96i National Safety Congress cuJosjs in beryllium cases has bee* corres pondingly rare, particularly since many of such cases had been institutionalized in sanatoria for the treatment of tuberculosis as a result of misdiagnosis. There are six documented cases, reported as having this complication. Lung cancer has been similarly rare The current case registry report indicates cnc ra*e among the chronic disease group and two cases in the acute disease group. There are no recorded cases of bone tumors in the case registry. lung x-ray pattern, accompanied by a vary ing degree oi evidences ot capillary-alveolar block, i.e., interference with diffusion of oxygen through the air sac membranes. It is a reasonably probable one when the x-ray abnormality is that of a diffuse, bilateral fine granularity. It becomes a rather firmly documented one only when the other entities causing capillary-alveolar bh<k are ruled oul Generally, the rnajwui ui these enuties offer little, if any, f.rotiem. Sn some in stance*, it is necessary rr^/rt to abnormal tissue identification by biopsy. Extreme anxiety and reactive depressive Positive chemical or f<crrograpbic assay stales were rather common m the earliest I or fieri Ilium in txxiy daid or tissue pro and most severely afflicted cases. These were vide# incontestable evidence of significant ex associated with the very gloomy prognosis posure to the element. However, the mere that existed in those days. presence of the element in body Adds or Complications associated with the use of tissues does not, in itself, indicate the exist steroid drugs, as a benefictating therapeutic ence of a specific disease process. agent, have been rare, occurring as stomach irritation, transient deration nf urinary vugar excretion level and p*\chologfcal dis Differential Diagnosis Any chrome diffuse pulmonary disease turbances. must be considered in the differential diag Therapy and Prognosis nosis oi berylliosis. The granular type of reaction, on x-ray, must be differentiated Prior to the advent of ACTH and the ad from rheumatic pneumonitis erythema renal steroids, the treatment of berylliosis nodosa, lupus and virus pneumoruu-. The was limited to the use of oxygen plus nodular type, from other pneumoconioses, various supportive drugs. Sulfonamides, pen sarcoidosis, miliary tuberculosis, mitoses, icillin and cytochrnmr-C were tried without miliary carcinomatosis, malignant hmphoma, success. Experimental systematic use ot var pulmonary adenomatous, alveolar proteinosis, ious beryllium chelating agents was similarly chronic interstitial fibrn-ng pneumonitis ineffective. Except for the very mild and apparently stabilized cases, the prognosis was, at the very best, very guarded. In cipient death from pulmonary or cardiac insufficiency, or at best, permanent major physical disability was ihe usual course. The current medical ev idences indicate that the routine therapeutic use of adrenal (Hamman-Rich), etc. The major diagnostic problem has been that associated with sarcoidosis. The x-ray changes and the histopathologieai paitcm tn the fairly recently described "farmer's lung" are currently considered as not distinguishable from berylliosis. steroid drugs are of definite benfit. In some cases the clinical improvement has been very dramatic. Some clinicians Indicate cases showing both "complete" clinical and roent genological reversions to normal. Whether this effect is permanent or merely a transient phenomenon is currently an equivocal ques tion. A symmetrically unproved prognostic attitude is currentlv the general rule Dunynosit Industrial Hygiene Aspects The prevention of undue exposure ot resrtrable beryllium to both workers and the general public is the prime function of the industrial hygiene engineer. What constitutes an undue level ot ex posure has never been unequivocally deter mined. In 1949, two consultants tor the United States Atomic Energy Commission were renticjted tr, make specific recommen The diagnosis is originally a reasonably dations for adequate industrial hygienic presumptive one when an individual, having controls of beryllium air pollution. known of reasonably possible exposure to Having some evidences that both acute ben'llmm, presents a diffuse alteration in the and chronic types of respiratory occupational 54 Chemical Industries response had occurred due to exposures at levels above 100 mtcrograms of beryllium content in one cubic meter of air, tltey assumed the 100 microgram dosage as issibly being the minimal toxic dose for the most reactive compounds in u*e. The first recommendation was intended for the prevention of any acute type of occupational respiratory disease. The first comprehensive survey on occupational opera tional levels of beryllium exposure were conducted by the A.E.C. at the Lorain, Ohio, beryllium refinery in 1947 and 1948, During this environmental survey, it was noted that there were no recorded cases at ,,nv type among employees in a specific area of die refinery. All the air pollution data showed results below 25 micrograms iM*. This observation fo-tered the initially re commended target of 23 microgram*/* peak value, without a time factor. Having absolutely no data that could be used at the target for the prevention of die chronic type of occupational respiratory re sponse, they resorted to an "educated" guess. They made the assumption tfiac beryllium was probably as toxic a the heavy metals, lead and mercury. They then rcaoe*l that an atom-ior-aiom extrapolation was logical, taking the atomic weights of 200 for mer cury and 207 for lead, they divided them by (), the atomic weight of beryllium. They rounded out Ihe results to the 'whole" mutther 23. This constituted the comparative atomic weight factor. They then divided this factor of 25 into the previously assumed minimal loxic Jose of 100 mierograms, yield ing a figure of 4 mierograms. After more debate, they decided to appiy an additional factor of safety and came up with the rec ommended target level, on a daily weighted average basis, of 2 micrograms of bery llium content per cubic meter of air. The third recommendation ts intended to prevent the occurrence oi the chronic type of beryllium-associated respiratory disease in the general public living within the air pollu tion influence of the beryllium producing or using plant. Extensive air sampling was con ducted in 1948 and 1949 in such an area of influence where non-occupational exposure cases oi the chronic disease had previously occurred. The weighted average of the re sults was 0.1 microgram bervllium per cubic meter of air. Reasoning that the residents were potentially exposed on a continual basis, the consultants decided to ajqily a safety factor of 10. The recommended target <>i 0.01 mierograms was established. At first sight this seems to represent a ! . -00 ratio on comparison with the recommended in plant target of 2.0 mierograms. The time factor of 40 hours/week us-plant exposure versus 164 hours/week outdoor exposures reduces this ratio to approximately 1 : 50. This ratio is actually not as morbid in its connotation as it may appear at first sight. Such ratios m outdoor to workroom recom mended maximum allowable concentrations e*it for other potentially toxic elements or compounds. A ratio of 1 : 100 exists tc*r inorganic arsenic, fluorides and HF\ \ : "Q for lead. 1 : 6/ for hydrogen sulfide. I ; 33 for manganese, and 1 : 30 tor mercury These recommendations governing beryl lium refinery operations became effective in 1949 Based on data and experiences gathered during the passage of rime, modifications have t<en made in these original rw'mmmilatiuns. involving both the concentration and the tune factors. The following brief compend describes the current A.K.C recom mendations. issued in 1957. In-Plant--tt'eighted Avenges 1. The daily weighted average in-plan at mospheric beryllium concentration should not exceed 2.0 micrograms/M4. 2. This daily weighted average is com puted on a quarterly experience basis. 3 A dally weighted average exceeding 2.0 mierograms/M* but not in excess of 5 0 mierograms I M* will not be permitted to exist for a period exceeding 60 days without A.E.C. specific approval 4, A daily weighted average exceeding 5.0 micrograms/M* calls for immediate correc tive action on the operation in question. Single Exposure* 1. -Any single air sample in excess of 23 mierograms/M\ within an operating area, but less than 100 mierograms/M*. must be reconfirmed within 10 days of the incident, if the condition is static, corrective action must be taken to reduce the level to below 2Ts mierograms/M*. 2, Concentrations above25 micrograms/M4, but less than 100 nucrogram$/M`, will not be permitted to exist for a period exceeding 60 days without A LC. specific approval. 55 I /'UiWiiiotuti Safety Congress .1. If the Jingle sample rgnvciitratHfi exveeds 100 imeroirram*/ M', the finding must be rmnihrmcti m 10 day*. If the condition it static, the operation m question i* hulled and corrective measures taken to reduce the level below 25 microgramsfif. nut-Pfonl I. I n the neighborhood oi the plant han dling beryllium compounds, the avenge at the breathing tone level should not exceed Ol)i micrograms/M*, calculated on a monthly basis. 21 A monthly average concentration in excess of 0.01 micrograms/M4 but not ex ceeding 0.05 micrograms/M* calls for cor- procedures. Such concentrations will not be permitted to exist for more than 60 days without A-ELC- specific approval. 3, Monthly average concentration in excess of 0,05 micfOgramv/M1 calls for cessation of operations until corrective measures are taken to reduce the level to at least Q()l micrograms/M*. Incidence: Statistical Reports A beryllium-associated disease case registry is sponsored by th* United Slates Atomic Energy Commission in order to coordinate and evaluate the statistical data generated throughout th* United States. The registry lias been managed by Dr. Harriet L. Hardy, currently associated with the Medical Delartment. Occupational Medical Service. Massachusetts Institute of Technology, Cam bridge, Massachusetts. The first published reports on the data came out in 1961 ui a monograph entitled "Toxicity of Beryllium Compounds,'* authored by Drs. Tepper and Hardy and Mr, Chamberlin, Some altera* irons in these data have been presented by Dr. Harriet Hardy in her article entitled, "Beryllium Case Registry Progress Report: 1062" in the "Archives oi Environmental Health" issue of September, 1962, The data in the monograph on the inci dence of the "acute" type of respiratory i*ryltium associated disease indicates a total *u 249 case*. Case incidence distribution by the type of industry' * documented as 214, '( 89.9 per cent in beryllium refuting, 18, or 8.4 per cent in metallurgy or metal work ing, 13, or 5-2 per cent in fluorescent phos phor use or production, 3, or 1.2 per cent in ceramics, and I, or 0 4 per rent in tnvirnlogical research. I he nMK>gr;ij>Ii dal* lurtiter indir.itrv ait \uutc disease" attack rale in the l-oram, Uhin, lienrlhum refinery from i'J-W to 1948 .tnsjiig 1830 personnel of 7.1 per cent in 1613 male employees, 39 per cent in 237 female employees, with an averaged attack rate of 6.9 per cent. These rather symmetrical in cidence data give support to the existence of a standard sigmoid dose-response curve in the acute type of disease. However, the attack rate for the chronic type, tn the <ame group show's an incidence of 18 case*, with a 0,6 per cent incidence in the mates, 2.9 p*r cent in the females, with a general incidence of 0.9 per tent. The ratio of 1 - 5 prevalence in the female vyramxtrieaUy paralleled by the css* in cidence of 15 females and 3 males u> the non-occupational group associated with the specific refinery. It is readily apparent that a dose-response curve will not apply. Dr. Lieben. currently doing an epidemiological study in the area of the major beryllium producer, has indicated an occupational in cidence of 025 per cent and also has noted a predilection for incidence m the female. The medical director for a fluorescent phos phor producer, whose experience has pro duced the largest single group of chrome rases, indicates tut over-all incidence of approximately I per cent. The predilection for female attack in the latter group would not be apparent because the labor force was predominantly female. The monograph data indicates an 83 per cent incidence in the female among the 46 non-occupational cases. The author of this report has observed another rather unexpected feature in the 22 definite, probable or possible chronic cases on The Brush Beryllium Company roster. Puasled by the absence of any evidence oi chronic case disease incidence in long-term employees, a complete study of the exposure time iactur was made on all employee-. This study indicated, in the cases of chrome disease, a minimum of 56 hours exposure m a maximum of 1054 hours exposure, all prior to the adoption of modem industrial livgicnc technology. Two eases occurred in personnel whoc job assignments were in non-production areas, but who had need or occasion to enter in or travel through high-level exposure areas. Although both were long-term em ployees, the study on their occupational ac tivities elicited the fact that their high-level CUcmitul induitru exposure time ex.-apolated to 320 and 313 hours. The case registry data indicate a chrome rase total incidence of 395. It is indicated mat 28 or these had prior incidence of the acute type. The refinery case group con tributed 8 of these. This would indicate that A> out ot the residual 35 cas* diagnosed as "acute" in industries other than beryllium refining had lapsed into the chronic type. This would represent a 57 per cent incidence. This ts in sharp contrast to the 4 per cent incidence in the Lorain refinery1 experience, n out of 169 acute rases. There are possibly two reasonable expla nations for such a marked discrepancy. First, me medical diagnosis rnuM lute Iwen wrong in any given number oi ca*e*. The second possibility i* rather provocative it embraces the philosophy that if the diagnosis of beryl lium associated re*pratr*e\ <h>ea*e was theoretically correct, the medical observer was actually seeing, not the acute type as described in this treatise, but rather an aprupt onset e* the chr'ene type of beryllium-associated re*psratur> ds-casc. This would be analagous to the murfioes and fulminating classtficatwei applwd to the acute beryllium cnemial pewim*** paths The rase distribution b> -ex i* 208 male and 195 female. The n< liianbutxn by type of industry is listed a 23* or S6J per rent in the Suorescent phwphnf pmfcictsoQ .ir use, 74 or 17.6 per coat hi metallurgy and metal working. 46 or II per cent ia the oon* occupational group, 36 *,r per cent tn beryllium refining. 25 or 6 per cent ia cera mics, and 5 or 0.7 per cent et toxsoofegicai research. Th* total of 4JD iMM agree ment with the total of hated m the bu*ic total incidence table. T&rrc is a footnote in reference to the indicated teal of 42D to the effect that "23 exposed m mure than **- industry". The case registry data oa the age-unset factor is neither informative one provocalive. The data on ethnic and racial incidence i< not informative nor provocative. There is considerable comment in litera ture regarding the rather unusual labile latency or "incubation" period between last known exposure and the overt clinical mani festation of the chrome disease. Analyses of the eariy results in a current experumut.il probe suggest that this feature could well H the function of varying physico-chemical cliaracteristics of the bery llium compound in volved in the exposure This factor could also give a reasonable explanation for the varying degrees of morbidity, sitNMiiafttm I The acute types of bery llium-n`iau~*t diwave* are apparently not specific. 2. Berylliosis, as experienced in the human, expresses itself primarily a* a -tittu-e di*rase of the lungs. i. Other vital organs may tin>w unn. degree* of primary ?>p* of irs<Jcenrr' 4. The clinical symlr'xwe * * -pevin. and is that associated with ".-$U-rv jive- - lar block'' 5. The che*t wwofee-m-icram sjecific for the pun*** * firm diagnosis, ** * 6. The hittoputhv,!, gw *: * pre. r granulomatosis offers a m-rr ?rifc*l.W !uk rum* enterko. bur i* i' r*v-n ".The detection <h Wry mum n it fluids or tissue o, irretutaW ! exposure but. in iwii, ** dwipw<>- P. Epkjermokgiral cvtdewrr nvjri'f *ha* berylliosis presents ccrram fe.irurev m** ifmdkative or suggestive *f *** 'ci'" These evidences taehsde a) a relatively low uwulnwe. *; t>f vosately l per ewt, ia three geographi cal areas where the exposure numberwere adequate fr v<mpararnr studies. b) a rararioile absence ui a duseresponse curve that would have to be present if the problem were simply that of an element or compound in toxication or poisoning. <rt a preferential incidence m the female sex. di a time-exposure factor as detected tn the study of cases eeaerated tn a refinery', and e) the reports of spontaneous rever-ion* Only the latter evidence could be equivocal on the basis that such instance* were erroneous diagnoses. /M* Sil/fty L'ontrrets THE RED TARGET--A DESIGN FOR SAFETY By 8. G. KEIM SR. Aerojet.General Corporation, Azusa, California All who arc assembled here, including nnself, have something vers much in common. We are aware oi the new problems arising everyday as the result of the new gimmicks and new chemicals never before heard of. We realize the importance for the need for more accurate imormation concerning the hazards associated with these chemicals and information is necessary to enable u* to pro* mote and to maintain an efficient and eitrctiie safeguard again?! hazardous chemi cals and materials. Independently we have bits ot information, you and 1, Collectively we have a reservoir of valuable information [fringing these hits iif information out into the open so that all cnay benefit can unlv result in accomplishing the high standard of safety programming we all strive to achieve 1 believe we all agree on this point of view. The research, development, testing and manufacture oi rocket engines and power plants mean that there must be a great amount of energy wrapped up in a very small package to pertorm the work tor which u is intended, to hurl vehicles into the upper stratosphere to record certain phenomena heretofore unavailable, to assist aircraft where runways are limited or when ever heavier p.iv loads are required. Although many item* are in production the atmosphere at Aerojet-General Corpora tion is chiefly one oi research. Its scientists are probing mm the field of tomorrow's power rockets, in the very near future it is intended that the United States will send man on missions to distant planets to collect valuable scientific data. He must have with him sufficient power to permit his safe re turn, Aerojet-General Corporation is proud to be among the leading participants in devel oping 'liable propellants that will enable man .j .speriencc tomorrow's ventures with complete safety. 'Continuing research, devel opment, testing and manufacture of rocket motors and power plants involves more ac tive and higher energy chemicals. Each time the potential is increased in a rocket, the <afety factor likewise must be increased. Development of rocket and missile power requires the use of many chemicals or * hazardous nature--dangerous chemicals. Any substance or mixture of chemical compounds which is volatile or unstable or which tends (o oxidize or decompose spontaneously, thus creating fire or explosion, or which may gen erate flammable or explosive gas and which is capable of creating hazard to life, limb or property are classified as dangerous chemi cals. The purchase of large amounts of chemi cals are necessary m plants where rocket?, missiles and component parts arc processed or manufactured -- chemicals of diversified characteristics; flammable, toxic, poisonou-. corrosive, reactive, radioactive and explosive. Dangerous chemicals are purchased in vary ing and continuing amounts. It has been said many times that "acci dents are caused, they don't just happen/* Only too often die innocent suffer because of their lack of knowledge of the potential haz ards associated with the material? they handle. Have ><xj ever received a telephone call from your stores and receiving department and the voice on the other end of the line went something like this? "Having a little trouble up here. Just re ceived a package that's damaged. Haven't opened it yet Label says: "`Danger! Causes severe bums. Vapor hazardous."' Or he may say, "A cargo just arrived on a truck with a leaker in the center of the load. Label reads: ** `Danger! Extremely flammable, may form explosive peroxides on exposure to air. Keep container closed."* It may be poisonous gas with a damaged valve or any number of dangerous chemicals that may have been received in a damaged condition with labels warning of danger. He always concludes with "What do you want me to do with it?" -- or -- "Better come tip and take care of it right away." This man does not know whether to sweep the material up, wash it down the drain, or 58 Clwttuai indmlnet evacuate the area and run for cover. He is groups for compatibility purposes. Separate worried and perhaps frightened, and he has data sheets are included with such informa every reason to be, because he does not know tion as: description, chemical formula, mole what to do. cular weight, boding point, melting point, ex Now let's suppose that this same incident plosive limits, hazardous properties and first occurs on a week-end when a member of aid treatment and antidote. die safety department is nor available or tn short the Red Target Handbook is a when the receiving department is closed and guide and reference for all who purchase the guard at the gate may be required to dangerous chemicals or hazardous material? accept the material He doesn't Imow what If the thermal is not listed in the Red to do with it either. If the chemical in the Target Handbook, a Red Target memoran damaged container comes in contact with dum is required and is attached to the pur other chemicals of an incompatible nature, chase order. This memorandum outlines the or the leaking gas is extremely poisonous, characteristics of the material and gives other trouble is in the making and it could be dis such pertinent information as: expected date astrous. Corrective measures are m order, of arrival, type container required for ship but tast ment, humidity control required, if any. des For all purposes tri* problem, the ignated storage area, compatible grouping safety engineer arrived at me receiving dock, and other speoal instructions for safe han took care of the nutter and all's well again. dling including a procedure in event o: Rut'' Why was the sa:y engineer involved damage to material when received. from the ver. hecinning when it was diicov- ered that a hazardous chemical armed in a damaged enrolltim'' Aeroict'i policy it that authorised pcrucnrl n? max handle chemi cals or other navna!. <? a hazardous na ture because at!tl.nrt/ef ;*rsts have ruifi- ctent knowledge with an emergency if and when it art-e- At this point we realize that a control for the safe handling nt hazardous chsniaU is necessary, a written procedure in ?impte lan guage for all to understand, a design for safety. The wriiten procedure must be given to the cognizant pcrsorevtl or, obviously, the purpose has been defeated and the resultpossible accidents or injury to personnel. ft is the responsibility oi the safety atgtneer, aside from his rranv ocher dudes, to formulate and administer safety programs for the prevention of accident? and injuries and to make chances wherever and whenever necessary, with proper approvals, of course; (At thit point tie speaker petsruled jQn produced at an Aeraiet-Ceueval faeiiity il lustrating the Red Tar-vet Hmtdkoak, the aeamponyrng doemneuis aA/w ueersrm-f and the procedure foUoteed by pittoami re quired to purchase dangerous eknmeats mod other mateneis of a hasardjas (Mr.! The Read Target Handbook han The purchase of all chemicals, whether they be well known brands, have unknown characteristics or known only by trade name, formula number or code number are required to he ordered on a purchase requisition bear ing a Red Target symbol, A Red Target symbol implies that the material requires careful and special han dling. The purchase requisition is accom panied by a Red Target memorandum signed by authorized personnel. The memorandum outlines the characteristics of the material and gives such other pertinent information such as expected date oi arrival, humidity control required, if any, designated storage area, group number for compatibility pur poses and special instructions for afe han dling, and a procedure to be followed in event the material arrives in a damaged con dition. The purchase order and the Red Target memorandum are reviewed by the safelv en gineer. If approved the safety engineer af fixed his signature through the Red Target symbol on the purchase order and routes to the purchasing department via material con trol. The Red Target memorandum, tn quadru plicate, also approved by the safety engineer, i? routed, two copies to stores, where they dling and storage instructions for daeigcroea are kept on file until the material arrives, riiemicuis and other hazardous materials. when one U dispatched with the material Chemicals and materials are hated alpha- to the ordering department, and the other helically and assigned to one or more of ten copy is kept on file for future reference. 13 >9 1 Mi.* XnttOHttl Stiffly Cnuarett CktmUat Industries Tlie third copy i< sent to the lire chief and the fourth copy is sent to the medial de partment This a*uret advance notice of -shipment, safe and proper handling and com patible storage. knowingly excused from this class. We be lieve that the indoctrination class is a very important pan of our safety program since it is the opportune time to siress company policy and procedure to start the employee A purchase order received by the purciia*- off on the right toot in? department tor such chemicals without All known vendors of chemicals who deal the Red Target symbol approved by the with Aerojet are requested periodic,illy, in atriv engineer t* returned to the initiating writing, not to send samples of chemicals department requeMm? safety department without advance written notice in order (hat flea ranee. Red Target memoranda may be prepared and All known vwlor* or chemicals who deal properly channeled prior to the receipt of the with Aerojet are requested periodically, in material. The purchase of chemicals on a writing, not to send samples of chemicals petty cash basis is not permitted. without an advance nonce of shipment in order that an 'advance notice >t shipment11 form may be orepnred and properly chan neled prior to the receipt oi the material. All chemicals are stored in magazeoes or buildings designed for the purpose Maxi mum load limits are established for each Morajre area, building and magazette. Run AU Red Target materials, when received* ning inventories, with monthly written re are dispatched immediately to the area des ports to the safety engineer, are mandatory. ignated on the purchase order where Red All buildings and magazette* >R die plant Target symbols are attached and material which contain explosive materials have a red properly stored until ready for use. line, *ix -inches in width, painted entirely Grouping the chemicals bv number pro around the outside for identification pur vides a quick kev to the type and degree pose*. Fire fighting is not permitted in red- ot handling hazard. Additional specific in lined huitdinc* or areas. Entrance to uch formation for each hazardous material is areas during an emergency is strictly for given to further assure safe and proper bidden without proper authority. handling and storage. iEnd of film) `U Aerojet-General Corporation we have concern and respect tor the power of danger ous chemicals and other hazardous material*. An area ha* been set aside for the storage nf hazardous materials. The table of dritance and load limits as outlined in the Army Ordnance Safety Manual, ORD-M 7-22*. is We have no fear when handling them be- followed. Explosive controlled type build ousc we use every available and known ings are constructed where the bulk of ma precaution to guard against fire and explo terials are stored, Separate portable maga- sion, to guard agamst accidents and in zettes are available to individual personnel juries to personnel which may remit from or departments who wish to store dangerous improper handling, improper storage or im chemicals in amounts less than Zi pounds. proper use- All magazette* and buildings within the spe Included in Aerotet's personnel are peo ple who are ron*tdrred outstanding in their particular field of endeavor. Aerodynarmsts, physicists, explosive* expens and many other 'killed technicians Hies* people stand ready tiid willing to assist the eatery engineer with problems involving safety. cial area are padlocked. The area i fenced and locked. Entrance to the area is con trolled by an employee experienced in the handling and storage techniques for danger ous chemicals. Many hours of stud v and training with the ordnance division has qualified the magazette keeper for Hit im- An excellent starting point for any new employee at Aerojet is the "New Employee's Indoctrination Class" which every new em ployee i* roquired to attend during his first week of hire. Here rules and regulations for security, tire and safety are explained jxvrtant and responsible position. As fire fighting is not permitted in redlined buildings or areas, my personal recom mendation is to evacuate the area, cover ex[iosures--consistent with personal safety, and otherwise let it bum down or blow trp with time out lor questions and answers, Do not allow yourself or ether* to be ttiendancc at this class is mandatory as a come exposed to fire or explosion. Live long v>xfmon ot hire. N*o one is exempt or enough to tell your grandchildren about it. /< Otherwise there may be some loud sighing and slow marching. No one is permitted to place materials of an* t) pc in the special area or remove ma terials without first contacting the storage *rca keeper at which time he u required to jot down, an an Inventory sheet kept at the entrance gate, the article being stored or re moved and the amount. The inventory sheet ..i.nmms the information necessary for in- j-pections. In event of fire or explosion there would be no guesswork a* to the material involved when an investigation it conducted as to the cause. As evidenced by the film, a s>,iem for the control of hazardous materials and danger<Aii chemicals s necessary hem in the `aietv program especially where targe amounts oi such materials are employed. The control must start with the department ,f individual requesting the purchase oi the materials and continue through the line ubil the materials have been transported :ns the plant as an end product, returned to the vendor or destroyed by a wie disposal method. Dangerous chemical materials which be came contaminated, aged or are to be dis carded for various other reaKxw are dis posed of in the following manner; Laboratory samples, propellent shavings, or cut ends from propellants w ich art no* confined or considered high explosives art burned by a specially trained crew, super vised by the safety engineer. Penms*ioe to bum must be granted by the air potation control division, fire department, and a com pliance with the Ordnance Safety Manual and local municipal codes and ordnance. Sizable propellant molds or high xpio rives, classified material, highly tuaie. * rosire or flammable materials are siipu*od rit at deep sea Compatible packaging of liazardous materials is especially important with reference to tran?penances to deep sea. An accident on the highway ctwld result in the loss of life and serious property dam age and might result in a court settee. .All packaging for shipping is in compliance with ICC Regulations under the supervision ot the chief package designer. Safe practices necessitate that we handle and store chemicals of incompatible nature separately, to say nothing ot the federal state, county and municipal codes and ord nances with which we most comply. If we are dealing out of state we also must comply with the Interstate Commerce Commission and the Civil Aeronautics Administration. Permission to deep sea material must be granted by: (and I'm speaking now of Cali fornia law-,) The Port Warden, the U. S. Coast Guard, Fish and Game Warden. State Highway Patrol, County Fire Deportment. Citv Fine Department. Police Department (Harbor Creaj, Atomic Energy Conani.vsion. Long shoremen's union local, and the branch of the government to which the material be long*. if it U government owned. .Ml shipping, whether to deep sea or to a ciomrector, is is compliance with all appli cable laws, codes and ordnances. Today Aerojet-General Corporation ** joys the towese experience modification In the state of Califorms for a comparable impouy. We befeeve that our goof fortune i the resalt ol management's policy: ~The --ffltrH of all afiesdems in Aerojet * operanuiM t a Barter oi primary importance esrertad by so other coBskkfabott If it vnnc a *afe operation, process, or method m every nr-pect. it shall nee be undertaken, earned on. or cuouoBed until controls have bens e*obU*hed which will effectively elimi nate all tbc hazards as far as it is hwnanly *>*ub4e so eliminate them. "Every manager, every supervisor, every foeemmv every *an who has other men *jefc*g w>d<p hb direction and control --we accept this policy to the letter and take ftsfi mprnirihfliry for its execution in all uperaaraw under hi* direction and con trol There an be tw sidestepping of this reeponstMIcr. It as be delegated to. or with others-ubut it cannot be es caped or avoded by any member of tnannumnt's staff. "Your imEJediate acceptance of Lhe afore mentioned responsibility and continued ad herence to the company policy is para- fflcsmt. The Red Target Handbook and accom panying memorandum, designed and used by Aerojet-General, has proven to be a valuable asset to Aerojet's safety program. However, since it is nek a guarantee from possible accidents and injuries, due to misinterpret!- fil 1962 National Safely Coqr,-a non by persons not lamiliar with the con tents, it cannot be distributed by mail or as a handout at this time. Release ot this publication has also been restricted by Aero jet's security department. May I say m closing--if E have {riven you one idea that, put into practice, will benefit you, your department or the company for whom you work, and especially it it is responsible tor reducing accidents and/or in juries, my time has been well spent and m> mission will have been accomplished. 62 FERTILIZER SECTION WHO'S THE KEY MAN By EMIT, CHANUETT Professor of Sanitary Engineering. School of Public Health. University of North Carolina, Chapel Hill, N. C. The supervisor is the key man in safety -,nd training, as he can open the locks and doors that go to the top and to the shop. There are three requirements for the per formance of this master locksmith job. Who* these are met, the supervisor is not the man in the middle, feeling the squeeze. The squeeze results from too much `IsoMum," and when the top wants production but is not ready to pay tor it, and the shop gripes, resists and turns over. The doors open be tween the top and the shop when manage ment works with the men through the super visors, and the shop is part of the produc tion team. There is leadership rooted in both directions. The three requirements of an effective su pervisor are technical stall, teaching stall. ,ind human feelings. The technical stall is necessary to know how to do the job and to recognize when a job is being done welL This skill comes from experience, from con tinued study, and from the desire and the need to improve in on-the-job technology. Changing methods intensify this demand. Alt of us are teachers. By one means or another, the job of teaching and teaming 'joes on in families, in clubs, in church groups, on the job, and in all the processes of life. Much of this is by example; much is by informal means in which the teacher and learner are not clearly identified. Our increasingly complex way of living has re quired more emphasis on teaming in the for mal settings of schools and courses. This seems to save teacher time, but rc raises questions about the benefit to the learners. The teaching process is like an electrical transmission line. It is a transmission line between one who wants to learn and can do so, and one who wants to teach and can do so. The terminal connecticcs are the '"want to," This is the extra effort put forth because both teacher and learner feel it is worth while. This goes back to each man's needs to satisfy lumself that he is useful, and that life has a purposeful mean ing. The second item of the transmission line 5s the right size of wire, and in teaching this is the method used. Just as wire size differs with the amount of power trans mitted. the method of teaching depends on the ideas we are transmitting. In on-thejob teaching, the most effective method is a detailed demonstration --actually doing it. That is why technical skill is so valuable to a supervisor. The third element of the teaching-learning transmission line is the return leg back from the learner to the teacher. This important dement is often the weakest part of our line It calls for getting the learner's brain to work so he sends something back. In the demonstration method, there can hi a complete try at play back by having the learner do die new job and matching him carefully. This return leg is the wa\ to find out what and how the man is learn ing. It is the way in which the learner can ask for more help. It is the way in which suggestions are made by the learner to im prove the connections and the methods. The quality of the return leg depends on the feelings that exist between the teacher and the learner. Where the feelings arc ones of respect, patience, understanding, and confidence, there is a good return leg. When there is a vague sort of fear, dislike, and uncertainty, the return leg is dead. All three denents have to be in the teacher-learner transmission line. The teacher has to work on all of them to get the learner to the point where the new idea becomes part of his thinking and doing. The essential of good teaching is the ca pacity of the teacher's mind to manage two viewpoints of the subject, at the same time that he is in sensitive contact with the learner. One viewpoint is that of meeting 63 Iwo' Wtiiiuittt I,",tnr.v< the subject for the fim time. It requires sensitivity tor new ideas, which are com plex because thev seem to bear no relation to existing: experience and knowledge. The teacher looks at the ideas through the learn er's mind to gain this first viewpoint Re living his own first learning, he becomes sensitive to the learner's difficulties. The second viewpoint is that of having a full grasp of the subject matter and keep ing 2a view the depth and breadth of it. This requires a sensitivity tor the content of in struction so every opportunity to tie the new ideas to those the learner already has is used. It also enables the teacher to try a iretrod approach when the first one fails to convey niderslanding to the learner. As teaching is a responsibility of super visors, a review of the steps to be followed In on-the-job training will show how and why the supervisor is a key man in the safe production processes at any plant. The four 4iep< can be identified a preparing, pre senting, applying and following-up, Pre paring includes the teacher and the learner. No teacher however skilled, experienced and knowledgeable can do an effective job with out preparation for the particular task be fore him. Careful thought must be given to the readi ness of the learner and to the contact points .it which his old ideas can be connected to the new' ones. That it a large preparation order, and it leads into the active engage ment. Preparing the learner requires put ting him as much at ease as possible, find ing t'Ut what he knows, and increasing his interest in learning the new job or method The requirement t* to give him confidence to master the new method, and to let him **< some benefits for doing so. The presentation of the new ideas must Include telling, showing by doing, and ex plaining the whys. There is certain to be Mime repetition in this, but the tact that this is the first time for the man must be re membered, and guide the presentation. Ap plication means letting him do the new job m a careful step by step way. He should explain each of his actions in order to set his thinking. The goal U to start a new work habit M the beginning this requires thinking. The only means to get at this thinking is to have him explain why. During these first run-throughs, there must be correction of any mistakes. Handling correction is a skill in itself because it involve* our feelings of embarrassment, anger and disappointment. However, it is * part of teaching and learn ing; we expect mistakes here and accept cor rections more easily than in other relation ships. The supervisor who is identified as a teacher will find the men accepting instruc tion and correction a little more readily in all situations. The last step in the teaching process is following-up with enough guidance to get the new idea and new method well set. The amount will depend on the complexity of the job and the ability of the nun. It is a goed xign it the man asks questions, and these should be encouraged. He should be pur on his own quickly, and should be reehedcea on a planned schedule as part of the train ing program. Knowing that a further check up is planned makes the man ready for it. This will reduce possibtc feelings of failure and accusations of fault finding. This carries us back to human feeling*, which were among one of the three require ments of an effective supervisor. We are dealing with a tremendous thing. Our un derstanding of how our feelings get shaped is just beginning. A good startine point is to remember that we ail act and react m iomewhat the same way. These are such things as the desire to please, pleasure in being told the job >s well done, pride in being part of a good outfit, a need for per sonal recognition, negative reactions to anger, to accusation, to being deprived of credit and to being lost in a large organization. There is nothing simple about our reelings towards each other and towards particular situations. These arc the products of cur life experience, the feed backs of what has happened to us, both pleasant and unpleas ant. the results of what we have been taught in all oi our surroundings. These reaction* at* the internal shift and adjustments mkmind makes to seek a more comfortable balance To move that balance point so it is comfortable for thce around tu takes some doing. it means understanding how your fecHags were seoerated, and gening some maraztment of them. For on-the-job situations, this mat mean the brute force of convdoui coo- tr'.l. That is a first step. If it is taken 64 f crtilner fndu')nr< with some measure of the effect on >ourself and on the other man, it may start a slow process of change. It is a change of un derstanding and better management of feel ings, first your own and then perhaps ib other man's. The three requirements of an effective su pervisor technical skill, teaching ikill and human feelings, have not been singled out or underlined in terms of saretv. They should not be separated and have inten tionally not been identified with safety. Safety must be part of the whole job. It must be part of the way each man works, t part ot the work process, a part of su pervision. That means that safety is an in tegral part of the supervisor's technical tkilt. It means that any training the fupervifor docs has safety built into it The safe wav is built into the way the job is done, and it is not separated for the new man at the learning stage, when he i* forming his work habits, the supervisor tv responsible for making only the sate methods part of the way the man teams the job, Management must support the su pervisor in this, in the discipline it i* ready in apply, in the equipment it provides, and in the plant surroundings that exist In all of this, we are working to shape new habits and for most o: us, this requires change*. Some change* can be Imposed by a different layout at the job, some by pro viding different equipment: some change* tan be enioreed by discipline. After alt of these things has-* been dene, there are the people who use the facilities Their change* <eme from learning and that require* good teaching. The application of learning and Us development into a habit come from a whole life's 'xpcrience. ;rom maturity, and from some understanding <v `-'--an feelings. RECENT DEVELOPMENTS IN INDUSTRIAL FIRE FIGHTING By GEORGE A. BRELIE Mgr.. Sales Engineering. Ancul Chemical Co.. Marinette, Wts, !'d like to >Si*eu` ome recent develop ments in the fire extinguisher field which will have direct bearing fire protection as it relates to the entire tertiiizcr industry. The fire protection field hx seen more new developments in extinguishing agent* during the last ten years than it did in the tost fifty years. Much of this came about because of the needs of industry in general. Industrial advancements in the last decade have been fantastic, but these advancements have oiten brought with them new hazards requiring better fire protection. Many indus trial plants today are operating with tech niques which have introduced additional fire risks but, in many instances. little or no attention ha* been given to fire protection techniques necessary for these new hazards, to replacement or modernization ot the fire equipment. Let's go back to 1922--just 40 years ago. pie fire protection field actually had very little to offer to industry at that time. The standard t>pe hand fire extinguisher for Class "A" hazards was *r.e 2r; gallon *oda and acid, water pump tank or water pails and barrels. For Class "B" hazards such as oils, gasoline and paints there were the 2'/j gallon team, the one quart or Ifi quart or the one gallon carbon tetrachloride extin guisher, Little attention at that time was paid to the toxic characteristic* of the extinguishing agent, as in the ca*c of carbon tet. which today ha* been banned from use ia many cities and states. At that ume, the effective ness of the fire extinguishing agent was apparently the main consideration. Today attempts are being made to ban toxic agents completely or to mark the extinguisher so plainly that the purchaser or user i* aware of the danger. Modem advances in fire protection began about 1926 when the earfmn dioxide extin guisher was introduced. The first 'MuGat" dry chemical extinguisher utilizing sodium 65 B W62 National Safety Congress bicarbonate based dry chemical came imn changes from chemical foam to mechanical bring a year later. At that time, the tire f-um. but baskallr the agent and its char extinguisher with the greatest opadty (or acteristics remain the same. extinguishing flammable liquid fires was the tO gallon foam extinguisher on wheels. These units are still available today and the Underwriters8 Laboratories gives this type at extinguisher a 2SJ-B rating which means that, according to their tests, an inexperi enced operator may be expected to extinguish ;t tire in 20 square feet of gasoline. The "duOas" T-,30 extinguishers with only 30 pounds of dry chemical was likewise rated 20-B or as effective as the 40 gallon ioam engine which was quite a step upward. Because dry chemical can be any one of several chemical compounds and the particle `ize that makes up the powder can be changed, and because the dry chemical can be treated in a variety of ways to make it free flowing and moisture repellent, it has been possible through research and develop ment to greatly increase the extinguishing effectiveness of dry chemical fire equipment. The Improvement in fire extinguishing effectiveness over the past 20 years is shown, Within the last few years. Underwriters' bv comparing the area of gasoline fire ex Laboratories issued the same rating of 20-B tinguished tn approval agency tests in 1942 to a hand portable potassium bicarbonate- with the area extinguished In 1962, to be t.-iig dry chemical extinguisher holding only 21 times greater. This was accomplished by mat pounds of <Jtv chemical. Thus, vie have decreasing the particle size, changing the (-een able to make tune pounds of extinguish chemical composition of the basic material, ing agent do the same job for which we needed 320 pounds of agent 30 years ago. industrial fire protection today mainlv com improving the method of treating the dry chemical, and improving the extinguishing equipment prises carbon dioxide u( dry' chemical ex Not all of the improvements in dry tinguishers for Class "R" hazards, and chemicals have been confined to increasing mechanical foam equipment tor larger haa- fire extinguishing effectiveness on flammable irds, such as the huge storage tanks found liquid fires. Today there is also a multi in the petroleum industry. Sometimes dry purpose dry chemical that is very effective chemical trucks are utilised for larger fires, on fires in wood and other ordinary com md water spray may be used for extinguish bustibles, as well as on fires in flammable ing fires bi high flash flammable liquids and liquids and electrical equipment It is unit for cooling exposed tanks. There it no in the last two years that such extinguishers -uhstitute for carbon dioxide or drv chemi have been available in the United States. cal for the "three dimensional" type fires One pound of multipurpose dry* chemical tliat ioam cannot handle. But neither carbon is equal in effectiveness to two pounds of dioxide nor dry chemical is suitable for the water or water solution on fires in ordinary very large fires that can be extinguished combustibles. Even the load stream extin .rnd secured only by the use of foam. guisher is not as effective as the multi The chemical characteristics of carbon di vide extinguishers made m the late 1930's purpose dry chemical extinguisher on these fires and In the 1930's were achieved by modifica Potassium bicarbonate-base dry chemical tions m the extinguishing equipment, rather extinguishers are now available for civilian than clianges in the agent itself. A number use The Naval Research Laboratory worked ni present day carbon dioxide extinguishers with manufacturers to obtain a satisfactory are considerably more effective than the first dry chemical with potassium bicarbonate as extinguishers produced in the 1920*s. but on the basic compound. Their tests showed that a pound-for-pound basis they are approxi potassium bicarbonate-base dry chemical was mately half as effective as sodium bicarbon- twice as effective as sodium bicarbonate-base ;de-base dry chemical. dry chemical or fires in flammable liquids. There have also been improvements in Their findings were confirmed by the tests foam extinguishers but for all practical pur of the Underwriters* Laboratories. poses about as many gallons of foam are A comparison of the pounds of sodium bi required to extinguish a fire in 1962 as were carbonate-base dry chemical, multipurpose required in 1922. There have been refine dry chemical, and potassium bicarbonate-base ments in the equipment; there have been dry chemical required for a 16-B :C rating fertiliser Industrie! vhi-m * tJ.ai regardles* of the M/e of the extm- would require niwhanimt foam for extin- iruishuig equipment the ratio* are approxi srutMimcnt It i* :t*o true wiu-re it*;tm and mately the same. Fire test conditions were Urge dry chemical equipment are UtU w*vd identical and the data was ba*ed on the hi the time fire, extinguishing equipment of one manufac turer. the basis for comparison i< fair. The extinguishing effectiveness of potas sium bicarbonate-base dry chemical i nlo The varielv of approved fire extinguisher* on tltc market lrcrmc treater every year, and it i* lun-onimtr incrr?v*inglv difficult for the customer to deride on the mertt of fire rrprmible for wheeled extinguisher* of 300 extinguishing equipment trine considered for ;-<md capacity receiving art increase from nun-base, The limitation* f>reentlv imposed )rJi to a 240-BrC rating from the Under by the rating pmeeilnrc* of the Uniter- writer*' 1jlmratories trt, To obtain th -`.line, a fire consisting of 800 gallons of .'a-vlisc in 600 square foot steel sided an had to be extinguished consistently, Pn- *ib!v these numbers wtU be more meaningful i: i? i* considered that it would take twelve 10 ealk-n foam engine* tn extinguish the uTttrr*' Lnfaratnrie* ha resulted in hand imrtahle evringuidiers of the multipurpose mil pr>ix>him himri>onaie-ha*e type? nil nvettinc about a 20-B:C ratine. For example, an extinguisher of tltc potas sium bicsrhr,nate-hft*e type holding 4*1 round* of thi* dry chemical ha* a td-B ;C ratinq. although it i* obvious that the larger In the late 1940's it began to appear that extinguisher* mtt<t have greater extinguish he dry chemical of that day caused hreak- ing effeetivene. The limitations in rating, of mechanical foam although chemical however, are imposed by the Underwriter-' .-.m was unaffected. Research work carried Laboratories indoor testing facilities. Thu* out by Aaeul Chemical Company to develop the ratings are not expected to improve at v dry chemical compatible with mechanical am wn* encouraged by the Naval Research tle present time. ! f _i*-rMory, and eventually a military speci- At one time it wa practical to compare Vt*<i for foam compatible dry chemical extinguisher* on the basis of the amount of w ntten. agent but, as >ou can see, this is no longer Extinguishing equipment utilizing this dry 1 e-rical is now purchased for use by the f* 5 Navy Bureau of Weapon*. Thi* equip- --.mt is u-ed in aircraft crash fire and rescue good practice. Some manufacturers have improved the effectiveness of their equip ment. other? have not. For example, there are nmt IS pound carbon dioxide extin guishers with 6-B :C rating and others with -v-ipment in conjunction with the regular i2-B;C rating. There is a five fund dry ; .un crash equipment There is also a mili"i-y purification tor foam compatible poets- chemical extinguisher with a 4-BlC rating and a 414 pound extinguisher with a 16-B :C *n;m bicarbonate-base dry chemical. rating. The United States Coast Guard require* *;-u all dry chemical extinguishers of over ftve pounds capacity, approved for Marine u-e. contain ioam compatible drv chemical. T he examination and testing of hand port able extingui*her* for Marine use t* notv carried out by the Underwriters' Labora A ltting by the Underwriters' Laboratoric* indicates that a device ha* been examined and tested, meet* the requirements of the laboratories, and is being produced under its follow-up program. The "Fire Protection Equipment List" of the Laboratories states: tories. The Underwriters* Laboratories Standard for foam compatible dry chemical The label on, or the listed markinr of a product are the only methods provided by the Underwriters' Labors- more severe than the military requiref>m bated on te*ts by the Navai Research S ftboratonet- !n the field of fire protection in the petro- industry in particular, it is very prob able that foam compatible dry chemical will tories. Incorporated, to Identify de vice* and materials which hors bean produced under its fallow-up jroersms. Such marking does not msaa that products of the same classifiestton are necessarily equivalent in quality of merit. The purchaser, therefore, must evaluate more kcome more important This ut especially than just tlte rating. While several devices rue where dry chemicals might be used in rosy all apply specifically to C!a* "B" haz 'he early stages of a fire that eventually ards, there is a difference m the effectiveness 67 /v6i Xalianol Safety t cuiprvjv Fertiliser industries t the various agent- vvitti unit* at like edacity. -Sow you might ask how this alTect* von ami what you can do about it. Fir>t of alt, it is important that you be familiar with M,tir fire problems. Second, a survey of \Mijf plant and the facilities ought be help- iui tu evaluate what hazard* you may base, ami wliat u needed to provide tile best pro* tu-tion for such hazards. This i not a job (or just anyone. It is a job for a specialist-- a fir* protection engi neer who is familiar with fire hazard prob lems, And die best way to provide protection ugniii-t them. Your insurance company, your fire department and even some tire extin guisher manufacturers can provide you with trained specialists who can advise you projcriy. As to equipment that might be needed. Tlus will also require some study tn how to best utilize nhut i* available. It may be possible to shift present equipment from oat ares to another where it will be more suitable, thereby avoiding unnecessary purchases. It may also be necessary to buy some newer util more effective equipment for the areas oi greatest need. There is no easy rule that can be applied where the newer processing and manufacturing operations are concerned; a study is necessary. The tact that you have lire extinguisliers throughout yuur plant should not give you a ieust oi security, unless you lusow that they are the best suited for the hazard and adequate for the needs oi your operation. If jou, as the guardians of your o*n plants, will make use of die newest deveiopmenu available to you in the fire equipment field, 1 can assure you that there will be fewer fives lost and more property saved tn the years ty come. Files over 23 feet high are more prone to this hazard than tower piles. Hie placement, size and timing of the sliots are critical to the elimination of the overhang. Consulta tion with vour explosive supplier and some experimenting in (he field will provide the knowledge ot the metlmd that if best suited for your local conditions. if (he overhang has occurred at a height beyond the reach of the front-end loader tucket, then it is suggested that dvnnmite be used to remove the overhang, A word m caution at this point. Top shots arc fre quently used and certain precautions must lie exercised. The loading hole should be trade at a mic distance from the brink of dve pile to prevent the dynamite man from falling because of a pile crumbling at the brink. The means of getting to the top of the pile with the needed tools and explosive should also be examined to avoid hazardous travel. top shot is also a possible means of over hang removal. iJue to the flow character istics of granular fertilizer, the loading hole is difficult to form The use of moisture around the drill bit to provide enough wet ness to allow formation ni loan hole, en ables an adequate top shot Elimination ot overhangs ami restoration of safe ptle face angles in granular fertilizer is also accomplished by the use of a boom placed in a front-end loader bucket. The lint ot the boom is thrust upward and at ;n angle toward the rear ot pile to provide 4 piercing of the upper pile face. The pierc ing action is capable of loosening sufficient material to remove an overhang or reduce the angle of the pile face below 90*. Manv plants have retained a power shovel to use in ripping up pile faces to remove hazards, 4, Lumps or buildup on beauts and knee braces,--The materials that hang up in build ing structures but are not removed during Blasting will sometimes leave the pile face normal operation ot bulk movement from with cracks or fractures. Blasting is still Morage piles, are latent source* of headache*. the best wav to remove die hazard of se Lumps ot 23 and 50 pounds are held 20 to HAZARDS IN HANDLING AND STORING FERTILIZER IN BULK STORAGE PILES vere cracks, although there may be difficulty in forming a loading hole due to the pres ence of soft material from the previous shot. 30 feet above floor level and are subject to falling at unpredictable times. These arc found most often in the knee braces of pmt An alternate method of using a bar to lever or built up on fiat beams which have been By T. A, BAYLEY the fertilizer out of its hazardous position dumped across while filling the bin. 1Plant Supt., American Agricultural Chemical Co., Cleveland, Ohio Kic oi die bcieird* "/ pile over hangs and other bulk >turagv hazard* tui- tittucs to plague die fertilizer industry. The .longer of material falling or sliding iroin thv height of a storage pile lt</tild sliarpcn -nr awareness and ability- to seek out meth- <U of prevention. The iznjwrtancc of this plta.-e ot shitty in uur plants is in proportion to the degree mi hazard. The crushing force of 50 lbs. 6t material falling from height of 23 or JO tcit t* enough to smash the life out of man's body. The loss of life through uti'Citirm when loose material buries a man alive is an unpleasant prospect. Yet these are the hazards with which we must cope in doing a routine job in our plants. It is dilttcult to consider such a lob as routine in the face of such potential injury from an accident. However, it is our responsi bility to see (hat the job routine ts estab lished with the safe practices that wilt in Jn order to accomplish the accident free completion that is desired, it is helpful to understand how the hazards develop. In tlus way we can learn of ways to prevent them from developing or to remove them before becoming an accident. The common causes of overhangs and storage hazards can be listed as follows: 1, Overhangs from ineffective blasting. 2. Large lumps on face of pile. .? Overlings from undercutting pile face. 4. Lumps or buildup on beams and knee braces. 5. Front entrance bulkheads. 6. Improper bulkheading. We shall cover the above causes individu ally. 1. Overhungt front ineffcctiie blasting.-- Overlings will occur w-hen a blast fails to adequately shear the pile face and a capta tion results in the face of the pile, leaving should be considered carefully. Many times a crack, which appears easily movable when viewed from the ground, is really impossible to pry down safely. The sortne-s* of the ma terial and the hazard of working on the cracked brink nf a tall pile preclude this method- 2. Large lumps tm face of pile.--f-arge lumps on the face of a pile present the risk of potential missiles roiling down cm equip ment operators or passersby. Eliminating this hazard is largely a matter of reducing the size of the lump or removing it from the height to the floor level. Blasting, man ual pounding with a maul or levering the lump to a lower level will remove the hazard. i. Overhangs from undercutting pile face. -When the height of the pile extends be!-ond the reach of the equipment digging the material, the creation of an overhang by undercutting is a frequent problem. In ihe case of pulverized goods, the overhang is best removed by either a top shot or by angling a hole from the side if space per 5, Front entrance bulkheads--There is a peculiar condition whtch las recently arisen m the storage of granular mixed goods. The l rent entrance of the storage bin has, in tome cases, been bulkhraded to gain maxi mum storage utilization. These bulkheads usually are constructed so that the lower 10 foot section, bulkhead boards are perma nently fixed. In order to dig material from the bin, boards are removed from the bottom as are needed to allow the flow of granules until the entire 10 feet ?* free of boards. The desired result is tor material in the bin to feed downward to a point accessible to the front-end loader, hut frequently the material resting against the permanent part of the bulkhead in the upper area does not slide and forms n bridge instead. The front- end loader cannot reach this material and a treacherously roofed cavern develops. Thi* overhead roof ot fertilizer must be re moved before afe entrance to the bin can be made. Two methods have been ucd to break Hire its accident-free completion. an overltang poised many feet in the air. mits. In the ca of granular fertilizer, a the bridge. One method is to the 68 fri l$6' Vaiiomit Safely Congress bucket bor-in rrmthtuJ earlier to poke through the material and break its arch from underneath Although the major part of the loader t outside the bin, the bridge can break and fail with enough force to cause a downward actios on the bucket and cause an unwary operator an awkward mo ment. The eennd method is to poke the bridged material from the top with a suit able bar. The man using the bar should be provided with a safe platform on which to stand so that a sudden cave-in of the bridged materials would not cause him to tail due to a sudden loss of balance 6 Improper bnlkhtoding--The use of bulkheads to form storage areas for fertil izer has taken many forms. There have been bulkheads made by using filled hags, using fertilizer itself to make its own retaining wall and using wooden boards with posts. Although we are operating above ground in our factories, the matter of digging in a rtnmge bin of fertilizer in many cases takes wi the aspect of excavating a trench. When we drive a front end loader into a `forage bin 60 or 80 feet long with 20* high bulk heads on either side restraining the mass of hundreds of torts of fertilizer, we would iike to be certain that those bulkheads are t-oing to do the job. This responsibility has even larger meaning when we realize that granular fertilizer has a lower angle of repose than pulverized and thus is not able in curtain itself as readily as pulverized. Factories that are contemplating a change in process from pulverized to granular ctorxls .hould include ihe consideration *u .-t.lr|uatc bulkheads in their plan*. Rcniemlier that in typical 20 foot X 20 foot bays, that granular goods averaging 65 lbs. per cubic foot will exert pressures of thousands of pounds per foot of rise. Sound engineering principles should be followed in calculating the loading and in determining the proper design and materials of construction. Ex periences teaches us much hut trial and error on bulkheads may well result in such ex pensive learning methods as to be im practical. The bulkheads that would restrain pulverized materials are often found in adequate for granular. This i.< (he oppor tunity to do the job right. It should also be remembered that once a bin is properly designed, it should not be filled in excess of its loading capacity. Nor mally the variance in fertilizer density is small enough to allow iull loading without exceeding any safety factors. However, over-zealous operators may feel they arc doing a good job in getting maximum space utilization while Uiev are aeiually creating serious hazards. There arc other positive step* which can be taken in each of our local operations to effectively combat ihe hazards resulting from bulk storage. 1. Design <( -<?uhi nt and budding-- fn this case the digging equipment, blasting devices, bulkheads and doors should be checked for correct suing in the use to which they will be put. Lighting of the work irvas should also l-e included to provide ade quate visibility for the operators. 2 Training nj prwiwff-- Teach oper-. itor# of front-end loaders to recognize the development of a hazard where a pile face approaches the perpendicular and the pile is higher than liie bucket ran reach. Teach the correct step nt action ihat should follow >uch recognition. Report the condition to *he foreman, and correct the hazard with proper equipment. The foreman should I* held responsible to make frequent inspections and to initiate action when needed For effective results it will lie necessary in adequately train the foreman to give him the know-how and confidence to effectively train ha men and uake decision* properly and promptly. The subject of training prot<rams can tie enlarged upo at *>mc other time, but it dicmld be stressed that all too often the (raining is inadequate and ineffective. It a.n`i tuHirient to lHe an employee to a joh ,ind ay "Watch Joe do it and then do it like him.'' Although most plant Mipcrintcndentare not professional teachers, w'e find our selves acting as coaches in mure and more situations. It would do us all a tremendous amount of good to remember that m trying to attain safety goat* a* welt a* oilier pro duction goals, you cun't expect >our men to perform in the desired manner unless juu have done sufficient coaching. Thi wilt de velop confidence of action chat allow'* work to be performed tn a safe manner without restrictions from outright fear. Irrational fear paralyze*, creates an anxiety neurosis which feeds upon itself. A wholesome fear will maxc u* attentive to safety measures and when these precautions have been taken. 70 f ertiliser Ind/ulnex ]<n our n~.uaL art clear to cope with a Miatsee. Vn* to* time t*> train aur people is a* varly ai thexr work career as possible. This the tme to promote good work habits and rrimsqoex. It is mtrh easier and more suev*+ifn! bm * "r/rrsrn de*i/aed to change i.ta*'*-,1-* ' . ` - -nr older em- It is ut> wi.-h tli.ii some uispiftnq iliought could be expressed licre to cause a tid.il wave of overwhelming success in cxpitu; mill the hazards of handling bulk good*. At the ynme time it may he in better perspective to remember that since the problems imohe fundamental operating method*, 3 %nher and >eri*uis siudv Will prmnmc a sunder and Witter tnrting program. OFF-THE-JOB ACCIDENTS CAN BE EXPENSIVE By JOHN E, SMITH Safety Director, Spencer Chemical Co., Pittsburg. Kans. f.*t'v ev-l--itc i! e m: decade. In choos ing a few <v! r r*- vrrjdcnt producing areas if living, t have attempted to lie-in nme required thmkirg on a-y. Let's rtart with our number 'xve killer--highway acridents. Ellis Armstrong. CoenmUsionrr of the Bu reau of Public Road*, now estimate* there will be 99 million vehicle* by 1970, o|*raimg essentially on tlx same J4 million mite* of highway* and street* that we ikw have. It i* obvious that capacity to han<lTe this terrific increase ut vehicular traffic it an absolute necessity, Super-built Highway* will impose a problem of space: this can easily be vis ualized when we -t-p to think that one in terchange m Los \nceles require* it acres - r kind, white Manhattan I stand it*elf is dv Z7S acre*. Ford Motor and Curtis Wright visualize a practical application of the air car with -peeds up to 500 mpb ia the next decade. Curtis Wright is now in production on these. You will be seeing truck trains in (lie next decade with two or more trailers, hauling payloads dose to 100 tons. Bus and train transportation facilities will continue to im prove with emphasis on speed and passenger ct<mfort One thing that is evident in tlie next dec ade will be new developments in power xsurces. Actual airline facilities will remain in an improved 70? or DC-8 version. The airlines will take ten years to pay tor ex uding and ordered equipment. However, re search will continue and in (he early 70's we vvill see 2,000 mph air transportation. The .rater transportation people are thinking now in term* m 200 knot* per hour underwater unclear powered pascnger ships. VN'ha* do ihcw* technological changes mean to public safety 9 People have not been able iu cupe with the changes in the past Our mental and physical capacities have not kept pare with our machine age. Now we are em barking on the greatet age of technological improvement in history. What can be done? One thing we will see in the next decade will be a change in driver's license procedure, ft wilt become an honored privilege to ob tain and keep a driver's license North Caro lina, which has a verv aggressive afety program, has already started this. We will reach a point where we will value a timer's license as we do our social sec11ntv number or marriage license. Drivers who are incapable of performing to high standards will be deprived of the right to operate a vehicle. Many techno logical improvements ruling out human error will be forthcoming: automatic block sig nals to start and slop automobiles, radar systems to make collisions impossible, high ways as brightly lit as by daylight. These and many other safety conceptions, it is hoped, will offset man's desire for speed and more speed. Some of the ideas now on the drafting boards seem fantastic, but they will Jhs necessary* to rule out errors made by people unable to keep pace with technology. Let's take a look at our communications And education media for the next decade. The two are closely intertwined because we will see greater use of radio and television educational program*. It is now predicted !$62 S'ohottul Safety Congress fertiliser Industries liat our greatest population explosion w*ll proper safely guidance of yourself and your oped successful accident prevention methods Safety Council's Industrial Conference urges rtecur in the next decade. Our present short family, ,\nd techniques, knows how to organize safety each company which collects statistical data age of educational facilities and instructors S'ow that we have evaluated wliat the next programs, and has personnel with the knowl- fi its off-the-job injuries to report that in <.Mn only get worse- Television and radio will decade holds in store for us, let's discuss our idge and experience necessary to nuke the formation on a quarterly basis to them. The l>c our Salvation media to inject safely into present day "accident price tag." In 19ei programs effective- Council's quarterly summary report form our population. We now Itaic ihe mall screen accidents were estimated to con the Ameri That off-the-iob safety programs pav off, can be used for this purpose. These statistics transistorized television, which we will see <>ved on planes and trains in the next decade. We will see televised programs directly from .my place in the world. can people U billion, 800 million dollars. This amount includes such items as wages not earned, medical fees, hospital expenses, m*ui mcc premiums, property destroyed and tint they reduce the incidence ot injuries both on and off the job is eloquently attested o by the records oi numerous companies Ahich pioneered in the total problem oi ac are analyzed b* experts, so specific programs can be recommended for use by industry and by state ond local governments. \* with work injuries, a standard method It has been said that we must accomplish manufacturing production costs. Eleven bil cident prevention. The following few exam oi measuring the off-the-job accident experi in the next ten years as much improvement lion is hard to visualize, but we can under ple* are typical. In one case, tht on-the-job ence is essential if reliable conclusions are in our total living standards as we have acfiiplivtird in the previous 200 years. The V-vx-utdl Press prophesies that your morn* mg paper will be delivered to your doer electronically. Weather predictions will be almost 100 per cent accurate, /or wccls in advance. Damaging storms, including tor nados will be steered away or killed in in fancy. Our big problem will be to educate jieopie to cope with rapidly changing stand ards of living. Let's take a look at the industrial safety of the next decade. Progress toward auto mation lias already started, but it is a trac tion ot what the next decade will bring. (Vmipetition in our free enterprise system a ill bring the greatest automation era in history. Automation is not the bugaboo of humanity as some people feel, As manpower is made available, new industries will arise to further improve the living standard. The shorter work week is coming; this will re sult in more leisure time, which will again change living habits. It is now- estimated that by 1968, 40 per cent of die families will stand the following benefits that could have been provided by this amount. It would be sufficient: t, To give every public school teacher a 190 per cent increase in satarv and 2, Build 300,000 new schoolrooms to pro-vide facilities for 9 million additional voungsters and 3. College educations for 12 million stu- dents or L To give every taxpaying individual a 30 per cent reduction in income tax or s. Build one million new' homes at $12,000 each or 6. Build and furnish 2,000 new 30Q bed hospitals or Maintain the United Nation* tor 24 >ears. It accident prevention needs a financial tar get, any one oi these is worth shooting at. Statisticians point out that very conserva tive figures show that 73 per cent ot tht. `'accident price tag" was brought about by 1 1 ' | A frequency rate dropped JO per cent in five vears; while the reduction in the off-the-job i-ve was i*oi a* great, still it showed sub stantial progress going ui four years from KU to 4.89. Off-the-job motor vehicle fataliues tor thi< wune company also declined over a four-year period, from about the national rate to 40 per cent less than that rate. Another example of simultaneous decline in on-the-job and off-the-job injury rates turned up in a company whose figures for each of three vrar* were, on-the-job fre quency* rate--1.5, 82, and .id; off-the-job frequency rate--1593, 13.29, and 11.7. In one year, a third company cut the number of days lost because oi off-the-job injuries nearly in half, from 1,13$ to 695. These im provements are impressive. They assume full tignificance, however, only when the statis tics are translated into terms of personal happiness and well being and of economic stability for the company, the community, and the nation. to be drawn. The off-the-job frequency formula is based on 312 exposure hours per employee, per month. These figures are ar med at m this way: Normally, an employee work* eight hours a day, five dav* a week- ff eight hours a day for steeping are ex cluded, there remain eight hours a day, or 40 hours during the work week, in winch the emplo>ee is exposed to injury off the job. In addition, he ha* two day* each week end oi 16 exposure hours each These 72 exposure hour* per week multiplied hv four and one-third week* per month total 312 exposure hours per employee per month. .\u adjustment need be made for overtime since it will be offvet by holidays, vacations, and incidental absences. In our Company, we are now budgeting some 20,000 per year for off-the-job safety. He feel thi* to be a wise investment at around $5 per employee. Our program in cludes the following; a- Devoting a part of each on-the-job taiety meeting to off-the-job hazards. own boats. More and more families will have a second or third family car. This will create more highway hazards. But -lutoma- non will eliminate many hazards that would otherwise cause accidents, A machine is al ways more predictable than a human being. off-the-job accidents and injuries. We have discussed the dismal present and future oi ur off-the-job accident picture, as w-ell as what is being done on a national basis. The next logical step is to discuss what you can do about off-the-job accidents. The first logical step in starting your offthe-job safety program is to establish a re porting procedure. Some people say this is difficult. but ail progressive companies have this information readily available. It may be derived from group insurance sources, b. Safety calendars to each home. Off-the-job safety booklets. d. National Safety Council's familv safety magazine to all homes. ' Special seasonal pamphlets to all home;. All in alt, safety will have to keep pace with living in the next decade. As com munity leaders, you will have to do your part. Besides living as good citizens, you will be asked to provide the necessary edu cational meant to our children. You will be taxed with the responsibility of accepting uniform vehicle codes, and learning to live with them. You will be charged with spir itual acceptance of the tact that "you are By necessity, industry must take the initia tive in this great safety undertaking. In dustry is most experienced in safety. In the field of accident prevention, industry has greater experience and skill than other groups in the community which may be con cerned with the same objectives. For many >ears, industry has been training people to work safely. People who already know the value of safety on the job can be more easily personnel departments op supervisors theroreives. A this point, we should bring up the alleged employee resentment of delving into his or her private life. This is not, nor should it be. a problem. The vast ma jority of people welcome the fact that their management is interested in their welfare. I would tike to explain how to arrive at theOTJ frequency rate. The National Safety Council has standard report forms so that f. Off-the-job items in our company news paper. g. Telephone safety quiz. h. Annual safety dinners for employees and their wives. i. Weekly safety bulletins on off-the-job items. j. Safety demonstration to our people whenever possible. your brother's keeper." A new concept ot convinced of the value of safety off the rational statistics can be developed and na To promote safety around the dock, Esso jiving faster and safer must be adopted. job. The family ran also be reached through tional trends determined. The off-the-job ac Standard Oil Company's Bayway Refiner)' Fach of you will be responsible for the the worker. Moreover, industry lax devel cident prevention committee of the National built a successful program around a home 72 73 /W 3'g/r/y c'"i fertilizer !ndiistrir.r safety ea> and po>ter contest for lite dul- in the right way of life. One thing to re TOMORROW'S CHALLENGE TO SAFETY dren >t its employees and a series of four member. these people will help tf you ask home s.*iety days tor the entire family, dur ihem; there are very few volunteers in By JOHN S. MARK ing which prizes were presented to contest safety work. Manager, Fertilizer Manufacturing Div,, Farm Bureau Cooperative Assn., Inc., winner* and the winning posters and essays In summary. I would like to present the Columbus, Ohio >h-j>tavc<i. featured during the safety days (tiilowmc conclusions: were traffic safety uiid fire prevention dtsj.|v*; a luting demonstration; exhibits on -wiciy in the attic, workshop, garage, and kitchen; a afcty quiz; and safety movies. The enure program was carefully planned, with Ujili advance and follow-up publicity in the plant ami community newspapers. An in* v nation !>> participate in the contest was sent trim toj> management to every employee's hmnes Letters with a personal touch were nut its both winners and non-winners, with 4n invitation to attend one of the Home taiety days. Separate invitations were issued to non-contestants. Ease's Refinery with 4,000 employee* has an annual budget of -j<*e iq 530,000. or on the average |12 per employee They, ton, feel that their budget jv wisely allocated. a. Our present death and injury rate is deplorable. If proper action is not forthcom ing. we can expect nothing but higher rates paralleling technological progress. b, ft usually takes more knowledge to control a hazardous agent or person, than it does to create one. e. The control of accidents U a problem created by civilization. d. Our people live, work, and play with iiazards all around Uiem. It is just as im portant for people to have built-in safe-* guards, as it is for machines. e There are very few accident* which available information could not have pre vented. We must, however, use this infor mation,* I What is there m s.iiety. in general, nnd for the fertilizer industry, in particular, that riiould challenge us in the years ahead. We talk about the tremendott* technological ad vances we are going to make 'luring the 60`s. While the biggest advance will be a long step toward the conquering of space, we expect to make big strides in industry, in iict, in every facet m American life- The way of life inmorruvv will be rvrn more highly mechanized than it is today. We will use the most advanced electronic equip ment, not only in industry hut in our home*. It has been *.ud facetiously il*t ihe housewife of tomorrow may need a me chanical engineer's degree to handle her household appliances. ha* created ymic new s.u'v!v proMein* m addition to a few old one* We have atticked and solved many -atm hazard* in >>uc industry; die Fertilizer Safety Section has done a great job of reducing accident rates There is still a P-t <>t work left tr> do. Wc have jut scratched the surface of integrating safetv into the total fertilizer op eration. Tomorrow s challenge U safety m the fer tilizer industry is a big one. What arc some f*f these challenges? Let's <li*cu*s a few: L Wc need to enlist more fertilizer comlonies in the Fertilizer Safetv Section of the National Safety Council. Our member ship of about 94 units just begins to scratch the surface of the number at Companies I could go on and on citing various ideas ilwt work. Remember this, any promotion that work* no the job will work off the job. Your field and scope is much wider and there i- nt< bum to the amount of promoliun. As good citizens, we must never pass up the optxirtunny to promote all commu nity safety projects. W`e siioutd enlist the .ltd of Insurance companies, law enforcement, aietv engineers. F.T.A.'s, traffic engineers, churches, Mate, local and federal agencies, -chools, civic organizations, the boy and girl scouts, and every organization that believes i Off-thc-joh -aicty mutt be promoted by the masses. Our 59,000,000 wage earn ers are our best tools. g, Off-the-job safety programs help tower on-the-job accident rates. Ii. The field of OTJ safety is so broad that it takes us back to the old adage, "Safety must be a way of life.* We can not be satisfied with the part time safe em ployee or person, 1. We must strive for an aU-the-timc sate employee, person, community or city. in the chemical field, new chemicals will come into the picture. \\t will see the dav when travel will be automated. We will beam our car to a control device on the highway, sit back, relax and enjoy the com pany of our fellow pa*-cni;cr*. These are only a few of the new things we will see which are designed to improve our standard of life and give u* more time for leisure What does this all have to da with safety, especially in the fertilizer industry'? The fertilizer industry has virtually changed its face during the past 13 Years. The equip ment used to produce a product today is greatly* advanced from that used 15 wars ago. Automatic devices, new materials and chemicals are used to produce the fertilizer that should belong. The plant managers and supervisors must take safety training as part of their sob qualifications. J. The safety director or supervisor will need a degree in safety administration. bools should provide a course for tin's purpose. The safety director of tomorrowwill have to know more about safety than ever before, 4. Employees must be continually trained m safety, other by their supervisors or safety supervisors. : Management will require inure retort ing on safety programs and, probably, exert a mure direct hand in safety matters. today. We have leaped from the wheelbar 6. We need to attract more people from row to the Cadillac type of operation, vir iemlizer industry to the safety training tually overnight. Our advances in these areas -tnools. We should hold two sessions a ire going to be greater in the years to come c-ir >n each area instead of one. Plant To stand still is to fall hark. managers, even top management, should at Sometimes, 1 think the modern method of tend these schools. producing fertilizer has come on us faster 7, We need to organize a school for train than we have learned to use it When we talk about drying, cooling, automatic con trol devices, new chemicals and materials ing selected fertilizer people to teach safety to their worker?, supervisors and manage ment. for formulating fertilizers, we sometimes $ The Fertilizer Section, with tlw help leave the worker and many supervisors in J the National Safety Council, must pro tlx* dark. We are making great strides to vide more help to the industry to promote `-itch up. We must catch up. Tint advance afety. The help 1 :.in thinking almm is the iV62 Xalioual Sufcty Conor,'is kind Out reach down and helps the worker -poster*, pocket cards, reminders, for ex ample. 9. We must brgin to take an interest in lie employee's safety welfare off the job. With his help and ihruuch direct efforts of ihe compam. we can help the employee and his family live w'elv at borne, or at play. Aside from the perwxial well-being oi the employee, llu- idea i< plain good business jcnse. The teniltzer plant employee must be trained, rather than juu put on the job. Training cost' mooes When a key employee fails to be on the the whole operation is temporarily dtrupted. Let me mention wne of the in-piani prob lems we haven't olvd. The subject oi overhangs in fertilizer bins is a primary concent because we pile fertiliser 29 to 35 feet high. It's hard to keep the top slanted back, even with dynamite. Because it is difficult, we tend to become negligent, and risk the lives oi tractor drivers, dynamite men or others trying to break down the pite. Solving this problem ts a citaltenge. Another problem is back and other strains connected with fertilizer handling operations. This needs to be attacked from two direc tions: training the employee, and making changes in materials handling equipment. The in-plant dust problem, which has been neglected, is a seriout accident hazard, It could also become a health hazard. We have a long way to go m designing equipment safety guards. Covering a gear, for example, may make equipment only par tially safe; sometimes, it is more dangerous than no cover at a!L In certain critical area' of the operation, equipment should not start until guards are in place. How about slip pery docks, wet floors, cold weather haz ards, and the use of safety equipment where necessary. Is your maintenance siatf thor oughly* and properly trained, not only in maintenance, but in safety procedures* Re member, they not only have Jo work safely themselves, but also make the machine safe for others to use. Is this enough of a challenge tor tomor row? I'm sure we agree there is much to be done. Lei's look at our safety programs and see if they are ready to meet tomor row's challenge. Let's start working on to morrow, today. 76 PLAN NOW JO ATTEND IHE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 2S-31, 1*3 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty year* of the organized safety move ment The Congress is always a big week, a worthwhile week for safety people- But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the *63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging year* ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who have safety responsibilities. OFFICERS OF THE CHEMICAL SECTION NATIONAL SAFETY COUNCIL 1962-63 iiettcrai C Ainrm..it---h R, \V m i. \<.i, Senior haicty Fust., luduuttal ."aicty Ucjit., Acctdcm Prevention Sec, E.*'it?*ati Kedah Co., Roclwstcr, X S', r7v Cftaintun m CSuin/r ,/ Program--G, K. Ccmsiim-n Head, Saxetv and industrial Hygienl Dept, l.h Lilly* Co, Indianapolis, Ind, ,SVm*/<irv--J I P*\tui..*s. Siiprvg Safety Dir, National t,fi`iller* and Chemical Corp,, New York, N. Y. t^J,orulrv anti Pilot Plant Suh-Seclunt--W, S. Wooo (Chairman), Safety Engr., Research au,| Development Div, fun Oil Co.. Marcus Hook. Pa.; B- L, Stout (Chairman-Elect). Safety Engr.. l.o ALamos Scientific laboratory, Los Alamos, ft. M.; I.. C. Wcnci (Secretary), Safety Dir., General Offices Research Center, Monsanto Chemical Co., St. I-mhs, Mo. .Vrwsleltcr Committee--H. W. Rxrrp, T*. (Chairman), Suprvg. Chemical Engr., Engi neering 4: Loss Control Div., Tlie Travelers Insurance Co., Hartford, Conn.; A. H. Chiiktiak. Corporate Safety Engr., American Viscose Carp., Philadelphia. Pa,; J. K. Rowixr. Safety Dir., Reeareh & Development Dept.. Phillips Petroleum Co., Bartiesdie. Okla ` fiiigineerint; Committee--H. A. Vot-TX (Chairman), Safety Dir.. Gallery Chemical Co.. Muskogee, Okla.; *A. T. Cona. Dir. oi Industrial Safety. Kodak Park Works, Eastman Kodak Co., Richester, X. Y ; A, L. Holsemak. Chief Safety Engr,, Lockheed Pro pulsion. Redlands. Calif.: K. Lgvcxs, Mgr., Safety. American Potash and Chemical Corp.. Lns Angele*. Calif. Public Relation* Committee--A P. Ost! (Chairman). Safety Engr, Gtarles Pfiier ft Co., Inc., Brooklyn, N. Y,; P C, Lam*. Safety Adm.. Lver Bros. Co, New York, N. Y. Technical Publication* Committee-*fL M. Nea*y (Chairman), Safety Codes Dept- Union Carbide Corp.. Mew York, N Y.; P. t. McDoxoww, Mgr. of Loss Prevention, Chemi cals Dtv,, Olin Mathicson Chemical Corp,, New York, N. Y,; D. T. Smith. Supt.. Protection Div*., Employee Relations Dept., Chambers Works, B. I. du Pont de Nemours A Co, Penns Grove, N. f. Health Committee--.f. A. Hnrr.Htnv (Oiairman), Supvr, Industrial Chemical Service, l.ihertv Mutual Insurance Co.. Boston, Mass.; E. L. AlfaWN, Industrial Hygienist. International Harvester Co.. Giicago, IH ; R. E. Hawkixsox. Tndustriai Hygiene Engr,, Kmptoyer* Mutuals of Wausau, Milwaukee, Wls.; D. J. Kim's, if.D, Medical Dir.. Trv.*"niv , The IW Chemical Co.. Freeport, Texas. TVjiwimr .lids Committee--G I- Feaxell (Oiairman). Dir. for Safety, U. S. Army Test :ml Evaluation Command. Aberdeen Proving Ground, Md.; *J. R. Bgllwax. Safety DirThe Proctor St Gamble Co.. Ivorydalc Tedmical Center, Cincinnati, Ohio; *E. J MF.vriw. As-t Mgr., Safety St Fire Protection Div., E. I. du Poot de Nemours ft Co., jiir Wilmingtnn, Dei, Membership Committee--F, C. tw l`mi (Chairman i, Uir. of Snlcty, Shcrwin-Wilhattu Co., Chicago, 111,; G G. Fumixc, Dir. of Safety, Ceianese Corn, of America, Char lotte, N. C 'itatisties Analysis and Safety .hvards Committee--T, j La.nk.ax (Chairman), Safety Specialist, Safety ft Security Defense Systems Dept., Genera) Electric Co., Syracuse, X'. Y.; F> E, Macauucv. Safety Supvr,, Wyandotte Chemical CoTp.. Wyandotte. Midi.; C. M. Olson, Supvr, Health ft Safetv, Eastern Chemical Div,, Hooker Chemical Corp, Niagara Falls, N, Y.; iL A. Sno-l, Supvr. of Technical Services, Hartford Accident * Indemnity Co., Hartford, Conn. Off-lht'Job-Committet--M. Kjuxcnuan (Chairman), safety Engr, Reynolds Metals Co., Richmond, Va.; I. B. Black, Safety Officer. National Institutes of Health, Plant Safety Branch, Bethesda, Ma.; W, L. Tisbauc, Mgr.. Property Conservation. Midland Div" The Dow Chemical Co., Midland, Mich. Cdutaiton Committee--&, G. Mutt*. Ph.D. (Chairman), Dir,, industrial Hygiene Services Employers Mutuals of Wausau. Milwaukee, Wis.: *H H. Fasvcltt, Consulting Engr., Research Laboratory. General Electric Co., Schenectady. N. Y.; *C A. Huext, Safeli <;up\*r.. Ethyl Corp., Baton Rouge, La. Vcimwatuf? Committee--*H. H. Fawoett (Chaimum). Consulting Engr., Research Lab oratory. General Eleetne Co, Schenectady, 1\\ V,; *F,. G Mutex, L>ir,, Industn.it Hygient Services, Employer* Mutuals of Wausau, Milwaukee, Wi*.; *A. B. Rrm*. Safety Engr., Hcrcule* Research Center, Wilmington, Del, tteteunh uud 1`lonnma Committee--*S F Sptnve (Lhainnan), Dir.. Safety and Lo-s I'revention. American Cyarwmid Co.. Wayne, N. L; *G L. Goearu, Mgr., Safety ft Fire Protection. Monsanto Chemical Co.. St. Louts, Mo. UU-u.'r\ Committee--*K H ^uusstx. Safety Mgr, Merck and Co, Inc.. Railway, N. J,; *1 F. Nichols, Dir. of Safety, Reynolds Metals Co., Richmond, Va. Wo-tiiiicturing C/irm/r' Ann. Inc. Representative--F. G, $tepha.nsox. Secretary, Saietr -mi! Fire Protection Committee, Manufacturing Chemists* Assn-, Inc,, Washington, D. C. ' w.* Representative--! T SitetjcKi, National Safety CounciL Chicago. Ill, ' l*ai Getteral Cluirmen . 79 OFFICERS OF THE FERTILIZER SECTION NATIONAL SAFETY COUNCIL 1962-63 Genera/ Chairman--JonN 5 Mmk, Mgr, Fertilizer Manufacturing Div., Farm Bureau Cor.p. A**n. Inc , Columbus. Ohio. I 'lee-Chaintian aand Program t /wirman--C J? CnimtH, Supt., \ trginia Carolina Chemi cal Corp, Cincinnati, Ohio. ieeretarv--tt C. Creel, Saietv Dir, State of North Carolina. Dept of Lalior. Rateiyh. X. G ' Xeuxletter Editor--George F. Diet*. Safety Dir, Fertilizer Manufacturing Cooperative. M.ihimore, Md. issoeiate Xcwsletter Editors--?xhsm C Perrins, Dir. oi Technical Service. Nttroyen Div., Allied Chemical Corp, New York, X. V ; Gist Hamas, Personnel Dept, In diana Farm Bureau Cooperative A*yn, Inc.. Indianapolis, Ind. Engineering & Research Committee--*.lnN E. SMITH' (Chairman), Safety Dir.. Spencer Chemical Co, Pittsburg. Kansas; E. M. JoxEi. Midwest Pnaiuct Mgr, Nitrogen Div. Allied Chemical Corp, Indianapolis, Ind.; R. S. Eaows, Safely Dir, J. ft. Simplest O*.. Minerals & Chemical Div, Pocatello. Idaho; Ray Excel. Schrock Bros. Co, Conger- ville, III.; D. W. FtAfiLca. Sup* of Maintenance. Florida Phosphate Div, W R. Gracr and Co, Bartow, Fir; R. L, Freeman, Supv, Safety and Maintenance. Honker Chenv<al Corp, Phosphorus Div, Houston, Texas; Grayson B- Motuus, Mgr,^Production ft Conitrucnon, Cooperative Fertilizer Service, Inc, Richmond. Va.; W V Schcii. Personnel Coordinator. International Minerals t Chemicals Corp, Skokie. Ill; .1 \ Willis, Supv. of Safety. Coastal Chemical Corp., Pascaguta. Miss. Public Relations Committee Chairman--WilXlAM S- Ritxour (Chairman). Treas, \v tionai Plant Food Institute. Washington. D, C: Lawrence A. Los*.. Editor. Crcj- life. Tlie Miller Publishing Co, Minneapolis. Minn, Membership Committee--R. D. Chamberlin (Chairman). Safety Supv.. Co-operative Farm CheminU* Aun, Lawrence, Kansas; "A. I. Raxry. Safety Dir, Phillip* Chemical Co, Bartlesville, Okla.; C. E. At.kirk. Supt, W. R. Grace ft Co, Davison Chemical Div, Xew Albanv, Ind.; Charles Fraxkux, Technical Repr, Eso Standard Oil, S. A, Miami. Fla.; f. C. Ixic, Supv, The Consolidated Mining ft Smelting Co. of Canada. Ltd,. Trail. B. C, Canada; j. C. Runs, Production Mgr, Robertson Chemical Corp- SVainwright Bldg. Bute ft Duke Sts, Norfolk. Va.; J. L, Shofcx, Safety Dir, Con- umers Cooperative Assn, Kansas City, Mo, statistics C- Contest Committee--\W A. Stoxe (Clwurmsn), Plant Mgr, Wilson ft Toomcr Fertilizer Co, Jacksonville. Fla.; F. C Rtnefout, Jil. Sups*. Safety and Claims, Finance Div. international Minerals and Chemical Corp, Skokie, Hi. Inturanee ond Legislative Committee Chairman--"E. O. Burroughs, Jit, Mgr, Insurance Dept, F. S. Royster Guano Co, Norfolk, Va. .Ynuimulin? Committee Chairman--''Gaither T. Newman, Dir. of Industrial Relation*. Insurance and Safety, Smith-Dcugiass Co, Inc, Norfolk, Va. A) Supervisory Training Committee--j. D, Randall (Chairman), Dir, of Satetv, F. S. Services, Inc, Bloomington, III,; W, C. Creel, Safety Dir, State of North Carolina, Dept, of Labor, Raleigh, N. C; F. C. KiXEfottr, Jr, Sups*. Safety and Claims Finance Div, iwernaiionai Minerals and Chemksi Corp.. Skokie, III. < *p`t/ie-Job-$afety Chairman-- Jauej- W. Smith. Production Supt, Western Phosphate*. tnc,, Salt Lake City, Utah. FtVe Protection Committee Chairman-- Mrw C Ellison, Plant Protection ft Safety Dir, .UisstsMI.pi Chemical Corp,, Yazoo City, Miss. >1wards Committee Chairman--yvtXTiX S. Lee, Dir, Plant Food Production, The Cotton Producers Assn,, Atlanta, Ga, Health Committee-- E. j Largext (Qiairman). Industrial Hygienist. Reynold* Metals Co, Richmond, Va.; F. A, Gerald, Mgr. of Safety. QUn Mathieson Chemical Corp, New York, ,V, Y, Sergeant at .Im/~r.RAYSON B. Morris, Mgr, Production ft Construction, Cooperative Fertilizer Service. Inc, Richmond, Va. C haploin-- Mike C. Ellison, Plant Protection ft Safety Dir, Mii*sippi Chemical Corp, Yazoo City, Mlss- Voftmul Plant Food Institute-Liaison--WtiLiAU S. Ritxour, Treat, National Plant Food Institute. Washington. D. C Stag Rcfrcumtattic-- Marshall E. Pctersex, National Safety Council, Chicago, III. Pa General Chairmen 81 Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congressl Here is the list: Vol. No. i Title Genera! Sessions and Index to ell Volumes 1 to 9 Copies $ .65 10 or more S .55 Stock No. 022.32--1 2 Aero-space; Air Transport , , .65 .55 022.32--2 3 Automotive and Machine Shop: Power Press and Porgine 65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates. . .40 .35 022.32--4 S Chemical and fertiliser. . , ... , , .65 .55 022.32--5 6 Civic Leadership; Church. Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining ... ............................................ , .65 .55 022.32--7 8 Construction: Public Employee. ., , .65 .55 022.32--8 9 Electrical Equipment.......................... . .40 .35 022.32--9 10 Food and Beverage; Meat Backing, Tanning and Leather Products; Trades and Services............... ... . . .65 .55 022.32--10 11 Glass and Ceramics; Rubber .65 .55 022.32--11 !2 Industrial Subjects Sessions (ASSEJ. . .90 .80 022.32--12 13 Labor . ........................ . , .65 .55 022.32--13 14 Marine .. ,. ... .65 .55 022.32--14 15 Metals ................................... ..........................65 .55 022.32--15 !6 Mining .... ...... .... ... - . . .65 .55 022.32--16 17 Motor Transport; Transit...................... . , .90 .80 022.32--17 18 Occupational Health Nursing................ . .40 .35 022.32--18 19 Petroleum ..... ............................ ., . .65 .55 022.32--19 20 Public Utilities........................................... .... . .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing.. .65 .55 022.32--21 22 Railroad ................................................ . . .. .40 .35 022.32--22 23 School and College........................................... ...............................90 .80 022.32--23 24 Traffic .............................................................. ..... . . .65 .55 022.32--24 25 Wood Products; and Textile........................ .. .... . , .65 .55 022.32--25 26 Early Morning Sessions--"Communication". ... .65 .55 022.32--26 27 Public Safety .... ............. .. . . . ................... .. .65 .55 022.32--27 COMPLETE SETS {27 Volumes)... . $11.00 any quantity 022.12 All price* shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. 6M26SG2 utMTio i g.s * C22.52--5 84 1 9 6 2 Volume & National Safety Congress Transactions CIVIC LEADERSHIP FARM HOME RELIGIOUS WOMEN'S YOUTH Spinning the Golden Anniversary Year of the NATIONAL SAFETY COUNCIL 43S NOCTM MICHIOAN AVfNUC CHiCAOO II. ILLINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the CIVIC LEADERSHIP SESSIONS CONTENTS FARM SAFETY SESSIONS What Is Past Is Prologue Home Fire Drills Can Save your Life .... John A, Campbell Robert . Tayior S 5 Public Relations and Communications in Farm Safety Dixon L Harper Irwin B. John ton 8 fI Clifford Lant 12 Poison Control Centers Henry L. Yerhulst IS Address Hon, Charles P. Carpeniitr 17 1963 Areas of Emphasis---Let's Get the Job Done H< E. Rhodes 20 Electrical Home Appliance Safety Judy Styles 22 Have We Met Our Moral Obligation to Safety? Roger Moan 24 Farm Tractor Safety. With Safe Driving, Highways Can Be Happy Ways Ellsworth, Kan, FFA 27 Albert Ebel 29 HOME SAFETY SESSIONS A Short Term Community Home Safety Project . Mrs. Robert Delph 32 A Local Inventory of Home Safety Programming .......... Testing the Effects of Safety Education in a Community Norman Ledgin 34 . Use! Lowen 37 Home Safety Talks Need Not Be Dull Philip Palaske 33 What the General Practitioner Knows about Preventing Home Accidents. . . Dr, Julius M. Kowalski 40 What Your Pediatrician Knows about Preventing Accidents to Children.................................................................. Dr, Jay Morris Arena 43 3 CONTENTS -- Continued What the Gerontologist Knows about Preventing Accidents to the elderly Tools in Poison Prevention Education Or, W, W, Sauer 46 Irving Sunshine 49 Whet We Don't Know about Home Accident Prevention-- --Research Aspects Dean /. Manheimet SI .--Psychological Aspects Louise Thomson and Leon Goldstein 56 --Sociological Aspects --Religious Aspects Ernest M. Kuhiftka 60 The Rev. Robert A. Grunow 63 RELIGIOUS ACTIVITIES FOR SAFETY SESSIONS The Theological Basis for Safety The Rev, Dr. Daniel A. Poling 66 Safe Driving Projects and Programs for Religious Youths The Rev. Lawrence P. Fitigerald 71 WOMEN'S ACTIVITIES FOR SAFETY SESSIONS Better Safe Than Sorry Mrs. Margaret Stitt Church 75 YOUTH ACTIVITIES FOR SAFETY SESSIONS Traffic Safety--County-Wide 4-H Highway Safety Campaign Chuck Schiller and Linda ScA/osser 77 Home Safety Decree Keller 77 Recreation Safety-- Camping is Fun Chicago Aren Council, Soy Scouts of America 80 Traffic Safety Home Safety Recreational Safety Recorded by Undo Foster 84 Recorded by Berboto Lawrence 34 Recorded by Terrence T, Stewart 85 Member* of the Farm Conference <962-63 8* Members of the Home Conference 1962-63 ,. 88 Members of the National Committee of Religious Leaders for Safety 1962-63 90 Members of the Women's Conference 1962-63 92 Members of the youth Activities Conference 1962-63 Other Volumes in (962 National Safety Congress Transactions 95 Back Cover 4 FARM SAFETY WHAT IS PAST IS PROLOGUE ay JOHN A. CAMPBELL Mechanics Dtv,, Armour Research Foundation of the Illinois institute of Technology. <Mir ciiumrv i* pnxrnrh enunged in a :<-t prosrram for llic exploration of t|uce. .Mtft manned flights currently planed as far a* <he mocn, and unmanned flights a* tar a* Mars and Vemi. The technological re- *eareii and developments necessary lo ac- '-mplish lhe*e explorations, and the scientific hiia obtained during them will both gen'T>ie many innovation* and Hasten their pracitcni application. Just a* aviation tech- iK>hipy hx* given us the gas turbine, alumi num. and Hrat-refisfant alloys, o will space eehrV'l*.v nntrihtue in manv wavs to our - i..r jiftii ei'unnmtc benefit. Advance* ctui l< ;*rrdioted in the fields of >'ummumcaitr,ii<, weather forecasting, con trol*. power eeneratiui!, -intciiires. mechani cal engineering, and medicine. In addition, -pare technology will stimulate and fertilize (..xisting technologic* .mrf form the louadethm* tor new tectirv-h.cic* Already many things which were d-\elr,j<d to meet the needs of our -pace programs have found wide application m mtr homes and industries, fi* our space research expands, new devel opments will have a voitiimiing and pro nounced effect <m mam facet* of our daily live* HOME FIRE DRILLS CAN SAVE YOUR LIFE By ROBERT E. TAYLOR Advertising Division, Republic Steel Corp., Cleveland, Ohio . - a -eai pltN-urc to Ik able to discuss *i* v.ii, the rural vouth leaders and the - iPT-. -aivt} -penalise* of America, an aspect I n-e -atm shout which relatively little w- i-een done tn teaching how to save live* wmh firs- `trikes. In this talk I'm conernrd with |ust one major benefit: bow to -*w live* and prevent injuries from fire. A.* leaders in your communities and states, you van >to a highly effective job of getting this storv across to the people in your area hecan*e once folks realize how easy it i.* to *wvc 'ltem*elvf-i, they become willing to learn. hire fightm* -day lias progressed a long way from the recent past when all a fire man was reputed to know was how to smash windows and throw water. Volunteer as well as paid departments are usually well trained and do an outstanding job--once they arrive at a fire. The tragedy is that oitcn before they wen poll -ut <> the firehouse, lives are Last year more than CK> died from fire on American arm And nerot* the land, rural, village, and rtty, more than 11,700 persons died irnm fire, flf this total, the National Fire Protection Association indicates *,100 died in iheir home*. It is especially sof>erng to note that of this toll more than 4,000 were children under the age ot 12. This is more than all the children who die from diseases each year; or to put it another way, ihts is more than alt the children under 12 killed in auto mobile accidents. In short, the loss of life irons fire in American homes is literally a national tragedy. It is time we became con cerned. It is time we taught adults and children alike what to do when fire strikes, especially at night. Have you ever had *h experience of waking up late at night and smelling smoke I Wf}* Aj/imi/ Safety Cangras -- iml -uddcnly realising your house was on fire? Let's hope that you don't, tate at night f.r any r.iher lime, Run remember, ever> tear *t happens to hundreds of thousands of Kuple Last year there were over 534,000 tonne fire*. Fire isn't choosy about when it -trikes--or where r whom or what it hum*. A* likely a* not, it will strike homes like u.ttr- and mine, And. all too often, it strikes iate at night when everyone is supposed)* airly tucked in bed f-iippofe you wake up late at night and smell smoke. VVhat do you do? Panic? Your decifion at this point in a matter of serond* may make the difference between life or death and perhaps the lives of the rest of \.,tir tamilv. If you have practiced a Iwmr lire dnl), the *pbt-eond decision you may have to make could save your life and the hie* -i >t.ur toved ones. L'nfortunatelv, nv.*l people who die in home fires, and I feel *aie tn saying this, never have had a home hrr drill. These people liad no idea what to do other than the instinct to flee. \nd. that m*tmct usually means running into thick, black, choking, and deadly smoke. Instinct can be deadly because it will lead ><xi down known routes and lead you into unions which you practice regularly. In merit ?**, in<iinn will lead you down halluai and Mairs or directly into children's rooms via tullwa** or stairs. Yet stairs and hall-* l>ecomr a chimney m a fire, and often m a matter of seconds haded with smoke and deadly fire case* Jut a* a soldier learns to e'j**ditK<n him*elf for battle, you must rendition war*w!f tirfoee a fire to do the unu-ual Y mum rcndilion yourself to take an artMei ceaimer to what you would vnually d> T!:i* i why Uw an;<octajw of `.ume firr drill* camut be uvrreinjdnsifed It'* too tair t< teantte wlww a mum u full . t -wtriitu:, Ik*, im-tm! amilf < nCT * <-Iiik! i- old nwnarb lo talk, tlwrc i- ,, rra*- ir <Ti leant what to do a < * ' .well* uta.ikr <n a lire craft. Very - !<rr hfr Itnln t&ree w tme thmg ts.-* la- t- hr d>.tr v*n i*uetH. but without {uttic--that *, get ur uridy The Xaekumi I i*r pfm--** AMuriaHMa has ataied that *<>*!* iitf drillk yraasced aerms the land i-'Kt'id %\r tbouurads of lives km is fires *-.i vest \* Re* Wilson. Katsomi Fire {rtertrai Assoaatkm fire wurtaeer, cays. "I`i-w jaxgile rratiar how fine the thread of human life is when it is exposed to iu>t tire i;ae* and deadly smoke." Tu me a c*e which happened last year in Ohio. Shortly after home fire drdl in struction was given to Laura Brown at .1 Junior High School m a babysitting course conducted by the fire department in cnojeration with the lately council, Launa had occasion to baby -ii on a very cold night with four children. Around midnight she smelled smoke. In training *be ui taught t>< get the children out at the fir-t ign it smoke and stay off stairways it they are filling with smoke or fire. This she did and took four children out into the bitter cold onto a porch roof. From there she shouted the alarm. This fire spread extremely ia-t. and firemen had to rescue the children by ladders off the roof. This girl's quick action a\ed four live*. The Hartford Insurance Company was * impressed that he i< granted a $5,000.00 scholarship to he n-cd at any school of her cltoice. Contrast tins girl's action to another -itu- ation which occurred last spring n< Two brothers had received Home hire Drill instruction in seliool. At 11 *-20 at nic*'? when the father smelled smoke. he deoded not t*> bother his children, the neighbor*, nr the nro department. So he didn't sound ti < atari-' or call the fire department. He (mi tin fire in a couch and tried to pull th* roucf out the front door. At the door the roucf hurst mto flames aitd smoke and to1 case* roiled upstairs, trapping the boy* The older boy remembered his training, unahed out the window of his bedroom with a chair rolled out the window, bang by hi* hand- and dropped to the ground but nr hetor* his hands were horned. The vnurtge* tioy tried the hall. Firemen found turn th<r< --tlead from smoke. Snrh stories are tragic to read > x hear but they* go on dav after day, month after month, year after year And smoke 1* fit toOcr most of the tune. As you may h* noticed, 1 have not stressed ftaae I hau been stressing smoke. In most fire death--, flame (tally never loaches (he * imm imokc^-hot. stinging, bhdk. and loaded w::! carbon atoocaode---roifiag top staanvav- and hallways--is the Idflex, In recent home tests c-cimfmrtcd V\ tit National Fire Protection AMaesMu-r m n ciperatke with the fire officials in U farm w|dv Angeles and in Canada as well as other slightly, if you can, for freih air and shout parts of America, it has been proved beyond the alarm outside if you have no telephone n any question that regardless of the sue of the room. The phone number ot me fire de the building, you may have as little as two partment should be marked on every phone minutes ior survival once fire breaks mto m the house. Only as a last resort should the open. Knowing what to do when these you go out the window if there t* no porch -cconds are precious r,m be vital when 0; ledge onto which you can exit, -moke may he so thick you cannot even tell where you are. Tests in typical American homes have hown that with bedroom doors open there is as little at two minutes for survival. In the Mante Heights case, there was less than .50 seconds. Behind closed doors tn these .itt>e rooms or with a closed door at the foot >>f the stair*, (here would lie from five to ten minute* depending on the combustibility ..s' the interior furnishings. V**u are gathered here today ns safety ltder? from your You are the people who can carry n home fire drill program, -uch a 1 am going to demonstrate to you, A If there is no way to easily open the window or remove vturm windows or -crecns, teach every one tn the iamily how to use the leg* of chair to pu*h them out. Impress upon all the importance 01 shouting the alarm. l`se a shoe to clean remaining glass off the window sill. As a rule, in cities you will have enough time behind a dosed <Jr*.r in wait for tire department re-cue. This will not be true in mo>t rural area*. Some method tor dropping afely to the ground from every room diould be adopted, especially as time will be vital tn removing children or the elderly from other arefts of the building. in your state.- and to all the homes in them. It may be hard lu count iu*t how* many live* you oive But periodically, and some time.'. very dramatically, you will actually f* able to count the lives saved. Perhaps >ir life tnav be one of theta The following demonstration will show you just what steps t*> practice in a home fire drill After l have -hown you these *tep* I will try to give 11 *me sound ideas as to how you can gel tl-t* program -aider wav in your own states. Two points are vital r {1) Do not count on i*:!u* a hall or stairway to eseape, (2) *i> -jund the alarm to wake up others, oiunt on being able to go to the *`rr icrn'- rwm to wake ihem. If pos- As a last resort, one can tie hes to gether; secure one end to the bed or some other large piece of furniture in the roomlie it a |*rmauentlv attached piece of nylon rope m each room, or a rope or metal escape ladder, some mean* of egress should be in stalled. -I Have everyone practice how to gel out a window. First throw a leg over ihe sill and then back out A-ever go out head first. 5. Onlv as a last resort, drop from an upper-Hoor window. If you must drop, be sure ground below window 15 clear. Back window*, bold silt with hands. Practice from a ground-floor window only. l\ Jway* plan mi exaping from your *> Where possible, plan in the drill 10 * > - art-i re-emenng 10 other rooms from have person* exit onto porches or ledges - c -*ide Teach people to have a ladder s.-s-*' V i`t *uch use and in a drill have *! r~ i.Tualtv place it Now for the actual ; '*<-e<lures; where they can watt for rescue. Whatever you do, teach everyone never to count on using a loll or stairs for an escape route, especially- if ti is filling up with smoke. : ' '* -c-l (Ivor* can hold back flame and 7 Plan what escape routes can be used ir allow extra tune for escape. Teach by the aged, infants, or invalids in case of ' !* ?* -leep behind dosed doors when fire. Plan, too, what help these persons will 1>. 1* yt/ti upect fire behind or out- need fur safe evacuation; then practice the > -l.-w-I (J<jor always test before open planned escape routes and methods with . 1 *(-e tack of the hand to feel for them. In all drills, teach people to actually **' 1 al. n the upper corner. Don't open practice each step and to run through these `"e it it i hoc to your touch or you steps until they become a routine action cr }?es*ar* & Teach everyone to set up in advance 2 It the d(^r is hoc or smoke is pushing a meeting place outside and away from the , r>.juKii *uv is the room and shout the home where the whole family will meet to Ht awn sehers. Then open a window count noses. Do not go back into a burning 196? Xutional Safely Congress tmitding wee safety out. Teach everyone to 'umi the alarm a* quickly as possible alter people are out of fhe house, by telephone or any street box. A tire department cannot put out a fire they do not know is burning. 9 On all farms todav it (ays to have an approved type lire extinguisher tfiat is in good condition nnd available where it can he med in an emergency. Your local fire department will cooperate with you in inmining rural families in your area on what type m equipment they should have Vast strides have been made in the reliability, in the ease of operation, and in the effective* ites of fire extinguishers in recent years. 1 have always personally recommended that there be at least one water type extinguisher in the bedroom area of each home and one, either a carbon dioxide or dry chemical, .nailable in the kitchen arm in addition to other unit* m area* where high hazards e\i*t Another wise move, on farms particularly, i' tu he sure that power to the water pump > im a circuit separate from that supplying the house and that a garden hose of suffi cient length is maintained with a nozzle at a permanent connection and hung on a reel to he available at all times so that a perma nent water supply is available for fighting tires prior to the arrival of the fire depart ment. Be sure that the hose is located in a place where there is no danger of freezing. Of cour*e (adders arc absolutely essential vmd nne ladder should be kept in a specific Watiirtt strietiv for u*e tn ruse m tire, 10. I d like to add another word of cau tion. No type of flammable liquid should be used at any lime to start fires in stoves or fiteplaces or in the home for any reason. Flammable liquid fires spread so last, no one has a chance---drill or no drill. There are many ways to get a home fire drill program going on a slate, county, or local basis. Firr, determine whom you want to reach. Experience has shown that carry ing the program to the homes via school children is highly effective. Second, work closely in your planning with your local and -rate fire officials. Their help is mighty im- jionam in putting such a program across. Third, while still in the planning stage, he sure to cal) in your local media, such as newspapers, radio and television stations, $ mat you have their full and immediate co operation in telling the story. Fourth, deter mine what other groups wilt be necessary tn help you get the story to each person tu >our area. Some of the groups with whom we worked in the Cleveland area included the Boy Scouts, Girl Scouts and local board of education. In rural areas I know that the FFA, FHA, 4-H, and state extension serv ices can be of tremendous help to you. Yuur actions can make a home fire drill program not only effective but can help wipe out deaths from one of the most gruesome killers of all--smoke. Putting this program into practice will take time, effort, and planning but you will find the results writ worth all VMir careful thought. flood hick with it. PUBLIC RELATIONS AND COMMUNICATIONS IN FARM SAFETY--LET THE PEOPLE KNOW By DIXON L. HARPER Vice President, Radio and TV, Aubrey, Finlay, MarJcy A Hodgson, Incu, Chicago, ill. Since my present field is* advertising di rected toward farmers . . . and not safety , , , Mr. N'teol satd I should point my remarks "toward the basic fundamentals of human communications and techniques of motivating people to secure their coopera tion and desired action." Well! Now you know what I'm supposed to do. Let's get down to business. After all, 1 was (old we d have about ten minutes to consider matters that involve the fields of -octology, philosophy, psychology, tons of books, theses and research covering many lifetimes and at least all the years since A S-tmn Snfetv -Vrototlc. Yes, Aristotle summed up the basic communications process as involving three things; the speaker, die speech, and the audience. Words, things, sounds, objects have no inherent meaning until someone gives them meaning. I have several hundred wards here in paper. It makes no difference whether vou read them or f speak them. They will have no meaning unless you give them mean ing, They have meaning only as we have learned to interpret them. Our interpretation of them comes from our experiences, our attitude?, rulture. social svstem. and our knowledge. We will only communicate as etficiently as we understand each other. To put it another way. the ward* that have meaning to me will have the same meaning to you (mly if we have experienced similar situations. This is a basic fundamental of communi cation* Know your audience 1 The more familiar * communicator is with his audi ence, the more he cas accomplish in reach ing, motivating, and securing the desired action or response from that audience. If you know the interests of the individual or group you wish to influence, if you know ihe way he thinks, his desires, hw need*, his attitudes, you have the key to building a message that will get his attention, appeal to his needs, and motivate him to the action or response you expect. Getting an idea from one person to another is communication. But it is more than one person talking, writing, or making signs for one ct more other people to see, hear, or tecetve. This is particularly true if one expects the message to stimulate action. As the number of people to be reached with a message increases, the problem of com munication becomes more complex. An audi ence is people, many kinds of people, .Vo two people are exactly alike. It would be a simple problem if people all !<ad the same cultural origins, education, economic status, attitudes, drives, needs, skills, the same degree of comprehension; if they were alt of the same race, age, sex, and what have you. Not everybody exposed to a message will understand it, or even pay attention. Fewer still wilt wholly aceept the idea or sugges tion conveyed. Even fewer are motivated to act or respond. Dr. Herb True of Notre Dame say* that about half of the average audience doesn't really try to listen or under- stand a message. Thirty-five per cent will try, hut they have trouble because of vocabu lary or the other contusion factors. That leaves fifteen per cent who really try to receive a message. They are attentive, re laxed, permissive, and tolerant or receptive to the idea of the communicator. The com municator must take this situation into ac count and bear in mind that people leam, understand, accept, and usually act, in accordance with previous experience. An idea, once communicated, spreads through a social svstem. Man is funda mentally a group-functioning being because t is the only wav he can tulhll his needs. Those needs are for security, self-preserva tion, recognition, procreation, new experi ences, and response. Each individual is in volved in many social groups. Each group help* him fill one or more of his need*. Within these social groups, small or large, whether family, church, farm organization, Saturday night poker dub, or coon-hunting pals, communication is easy. Interests are common. There is understanding. There is empathy. And tn every social group there is at least one leader. He t? probably better read, the authority--*o to speak--for that particular interest; he's the tnfiitenliai. Dr. Paul La** ^rsfeld of Columbia University ha* called this individual the oftniott Coder, He has written about him in his book, '`Personal Influence." Dr. Lazarsfeld has found that person-to-person influence is the mast effec tive. His research has led him to conclude that securing response to a message is a two-step process. By means of mass media, thought* are transmitted to opinion leaders in all strata of society, The*e opinion leaders then pass on the ideas which they have received from mass communication channels to the people with whom they associate- According to Lazarsfeld, about twenty per cent of the population can be considered opmicn leaders. They are not "know-it-alls" on every sub ject; they are influential in one field and usually only within a common interest social group. They're the kind who are frequently asked advice on a specific thing. They also offer advice because they like to be influen tial. Dr, Lionbergcr at the University of Mis souri is probably speaking of the same kind q i<hJ ,\a!tonat t .iiy*vJ -.f individual m hi* studies of how farmer* adopt new ideas. He rails the influential, a "legifimuer," He's the fellow a man talks it over with, or turns to tor confirmation of In* own concepts before he finally decides to adopt a new idea. You as a communicator must have re* -ponse to be effective. In its simplest form this is no problem. The source and receiver ire face 10 face. The channel of communi cation is alt the semes. The communicator ran immediately tell whether he is succeed* in$. whether he is getting through. He gets "feedback,'* Feedback completes the com munication cycle. It's not a static thing. It's continuous, By the things he hears, sees, tcels--ye, even tastes or smells--the re ceiver, his audience, guides him m altering his message to achieve the desired effect. A cab driver yells. "Look out 1" He's ap pealing to my baste desire for self-preserva tion. If I don't hear him or hts message doesn't reach me because l`m day-dreaming, he immediately alters hss communication bcc.vuve he failed to get my attention on the first try. This time he commands attention with a sound effect, his horn, and motivate* both thought and action with, "Are ya tired ;> livin'?" In trying to reach the masses, we too often think in terms of the entire audience instead of the individuals who make up that audi ence. We're earned away by the complexity or the communications job and forget the imple fact (hat communications is still a "me and you" proposition. We tend to for get to keep it nmpfe and direct. We try to oner all ha*es and include all the appeals m the same message. We lose our effective ness when we fail to concentrate on the ippeal we know will activate or motivate at lea*t one individual herein* we might miss Kuncraif else. In the advertising bu*mes we have to deride where monies will he `pent to com municate with potential customers. We have to evaluate all forms ui communication in term* of their efficioiev m performing the ioL uf getting to the audience we want. Then we have to structure our message to include all the elements that the media can effec tively handle. If It can be visualised, it will he more easilv understood. Pictures help, but -iimetimes an even more effective job can lie done with copy that leads people to build ifl their own images. S S Larman, who re cently retired as head of one of the nation'* largest and most successful agencies, said that good advertising: 1. Reaches the greatest possible number of prospects, 2, At the towest possible cost. ,3. With the best possible selling message Our 'feedback" is the cash register and how well it rings. If we are effective at all levels of communications, it shows m sales results. But it lakes constant checking, con stant research -- going to the audience l study their attitudes, their needs, and then modifying, rearranging, changing the ap proach, the content of the message, the media of communications to better meet those needs and attitudes. We are successful only in proportion to the job w* do of diagnosing people's needs and then communi cating to them in a way to satisfy tho-e needs. People wilt be motivated more readily b> those persons or institutions toward which they have a favorable attitude. Attitude* exist m every human toward every other human and every other thing with which there is contact. This also true of media. We find farmers have their favorite publica tions. writers, and broadcast personalities They are more receptive (o ideas from the** communication channels because they look upon them with respect. They find thenhelpful in satisfying baste needs. Frequently specialized communicators in media fill the role of "Opinion Leader" or "Legitimizer." This was found by Dr Liooberger at Missouri who* he discovered certain media playing a stronger role than expected in the final stages of the adoption process. To be effective m advertising to fanners, we try to place our selling message in these media channels. We hunt for the farm di rector who ha influence and is looked upon by at least part oi his audience as a "Legitimizer," We want him communicating our selling proposition. We also want to be near the publication writer who fits the same image in the eyes of his reader*. They can go a long wav toward overcoming the psy chological barriers to our selling message because we're associating ourselves with the favorable altitude the listener already holds for them. Safety hr, Rolf Me>erohn of the University of Chicago says that if you want your audience to act in some way, it is not enough to tell them what to do. You must also tell them how it will benefit them, what the action will mean to them, and how and where to go about doing it. Give people a reason, an incentive, and you have motivated them. It i* aid that Caear wanted to take Vfrtca. Hi* levum- were living on ihe fat oi the Roman Empire, They had won their battles and were now enjoying (he spoils of victory. They liad security, and were con trol with their women. Caesar needed to make fighters uf them again if he was to succeed. What was he to do to motivate them'* He loaded his ships, crossed the sea, unloaded the troops and then sank all hit ships--telling lit* men, "If you want to go home, go home in the enemy's ships" This i. htwh-ievel motivutiun By IRWIN B. JOHNSON Director, Public Relations, Board of Trade, Chicago t read recently uf a lecturer who fame before a group to speak on safety. A? he look his position at the front ot the room, lie pened n bottle of pills and poured them m the table; he explained to the audience that there were 3J1 pill*, all liarmte** except lie winch contained potassium cyanide. They all looked alike. He then invited each perron m the audience to come up, take a pill, and -wall w it. ,Vo one dhL When they refused ' Ins challenge, hi* next comment ,* *S'uu must place more value on your r-c than your life. It should be interesting w.t to know tiiat in one out at J31 .-s.v-.ee* when a man attempts to beat a r,mc light, a fatality occurs." T*. me, this i* an excellent example of wl ,it public relation* ran do for your pro gram. Two quotations by eminent practition er- in the field amplifying this should help k,u evaluate the place of public relations in your individual programs. One pioneer said, "Before t can help you, 1 have to know more about you and the goats you really -eek.'' The comment of the other is: "When you buy public relations, what you are buy ing is creative energy, controlled imagination and skill." Where does public relations fit Into what you're doing i In my opinion, it means you're consulting with a person who can help you to answer these questions: !- What do l have to tell or encourage people to do? 2. How can l approach it from their point of view? 3. How ran I moil effectively get the message to them? Ami from this |*>mi, lie work* with you to accomplish the coal* >-u *ct Let's ju-t take a quick look at some of my reasoning--and let * do it with the full evaluation that `omctin.cs the bed programs are entirely accidental and unwarranted, Willi vnur jcrmi*Mon. I'll draw on some of tny own experience* and stories Fir swapjied with other* in the field Dr* yu know winch new iory has yroliabk done more uv curb my inclination to jaywalk than any other? I'm sure it's a dory tint the public relations department of the N'aiional Ssfetv Council would have preferred not to sc* ui pnnt. It concerns the time a friend of mine, then director of public relations for the Council, stepped off the curb during ruh hour and somehow managed to catch hi leg between the bumper ami the tender of a moving taxicab. He got coverage in Chicago--good coverage--but ! iurdly think u was pan of an imaginative campaign to alert Chiracmn.* to the dangers of jaywalking. It i* unfortunate that manv people have came to regard public relations as some kind of magic that wilt solve problems; it i- nof. It is a combination of imagination and communication flavored will* a dash of skill. There are practitioners who are will ing to promise far more than they can de liver--but let's take a look at the three points I mentioned. What do I have to teJl or encourage peo ple to do? If you can't describe or delimit the job, no one can help you. And usually urn'll handicap your public relations man if vou do not let him sit in on the planning n }962 National Safety Congress Fur example, -everal >or< sro an organization that 1 know very well de cided It needed public relations representa tion by an outside counsel. They retained a firm--one of the largest and belt in the country. At the end of the year, in exchange for a $75,000 retainer fee. they received a mimeographed report that said, m essence, "If you ever decide what vou want a public relations firm to do, we'll be glad to help." Mul a hundred or so additional pages were ittaciied to prove they could do it. >everal year* later, after hammering out principles they wanted to support and a pro gram they believed in. they retained a differ ent firm to help bring the principles and the plan to the attention of Washington officials and Congressional leaders. The agency nired wide coverage hv press and radio, had lutne of the best articles inverter! in (lie Congressional record, talked with Cabinet memliers. and had officials of the organiza tion present their ideas to the platform comuntie** of both the Republican and Demo cratic parties. There were no immediate result*, but as of irow, elements of ihci>e idea* are on the Irook* as law. So--know wliat vim want. S uu can't sell blue sky, hnt vou can -ell sound and workable idea*. How can I approach it from their point of view ' A cunversation ( had with some (fiends in the film business will illustrate this point about a* well as any. Films and the firms wiw produce them seem addicted to this particular trouble. Once a film is to lw made, management officials frnpicmh m-i-t on the film tlwt they want to ., Ifii* ihepniMem i- that the public i-n'c mn-rc-ted I'm mid that many film producers ran send you to companies that have a brand new film in their vaults, suitable only for sober company parties. They didn't make it for the people who would see it; thev made it tor themselves. And it didn't tell How can I most effectively get the mes- >age to them? Keith and Gift represent the industries most commonly used to move in* iormalton, and they're usually thought oi first--'sometimes when ihc> cannot provide the help you need. This is where the skill ot rite public relations person comes in. He should know how to reach the audience vou need, with an imaginatively wrapped package that will help sell itself to that audience I'm sure Keith and Cliff--and other- m the communications business--will help the cause of safety in every practical wav thev can. Bui thev have a couple of other things to do. and presenting the safety ute-age is not going to buy the bacon for the break fast table., So docTi be demanding of their time; fit your package to tlieir need- ami their audience in the best wav imi on I'm sure a sound but catchy idea is *-t more itelp to them than a mass of material inan which they must pick the salient feature*. .And if they read through voluminous or in complete stones only to find there i- rn< application to them or tlieir audience, weil, just hope tlieir memory' is short, then wan a king time before you send them more lve spoken of press and radio, but tlie*e -,ime idea* work in addressing your-elf to lommitlcc. volunteer worker* or anv other kind i.t utdienr* By CLIFFORD LANT Moline Daily Dispatch, Moline, 111. When we take a close look at where we are now in the business of comnumicatmg safety information to farm tamilic*. we must admit a great deal is be;ng done. Many -nluirm inches of newspaper space, many jiages of regional and national farm maga zines, and many minutes of radio and TV time are being devoted every' year, as a public service, to encourage safer living and fifer working. In addition, virtually every industry that supplies farm families with the machinery, tlie loot-, the feed, the power, the building*, the transportation, the pharmaceutical-, the m-urance, and the professional service* thev rmut have to conduct tlieir busine**--all of the*e, and more, are reminding our rami famifie* to be careful One of the major benefits we cm expect as agriculture responds to economic pre*sum calling for more efficiency and larger volume* of production per unit with higher capitalization and more - mphasis on manage ment factors is a corresponding improvement 12 Farm >Wrf> in farm safety. The dollar value of time lost and workers incapacitated wilt take on new significance. Other industries already have made vaiety part of their business Those of us who do what we can to ccmmumcate agricultural information are grateful, mo,. than we ever take tune to express, fer the steady stream of timely, well prepared, factual and even dramatic -afetv material that t nes to us from pris stelv-endowed research centers, tax-supf*jrtrd institutions, particularly the Cooper ative Extension Service, and other*. This is the type of copy we don't hevttale to use as e receive it. We welcome it. Vet, when one of the rural correspondents who serve our circulation area m north western Illinois calls in a report on a farm tragedy that has resulted >n bodily injury, death or property damage, I always wonder hr.w we as a newspaper have failed to com municate the safety story successfully to the persons involved. The job of communicating any kind of information isn't finished until it influence* the thinking and the action* of thoxe it seeks to reach. We publish so many pictures ot wrecked auto*, overturned tractors, smoldering debris and X* marking the spot that it is frustrat ing when losses continue and at an increased pace. Of course, there never arc pictures or stories about the hundreds of other persons who, in the course of a year, have avoided becoming statistics through some warning they heeded or otne safety advice they fol lowed. There i>n't much news value in a person who is doing the safe thing, or a bam that isn't burning, or a tractor that is behaving itself. But our present efforts alone ,.re rot enough. Let's take a quick took at lour other avenues for communicating safety information. More attention must be paid to breeding into youngsters an instinct that causes them to do the safe thing without ever having to make a conscious decision whether or not >o play it safe- This must be the most deli- i ate refinement of the art of communication. Mv friends in the education field warn me against using the word "attitude'* too liber al!*' because they say there are too many (lefimtions of (he term. Anyway, it's cafe Mtavior that we are seeking. Tli* best place to start m placing that invoiuntarv guiding influence deep inside a child, right next to the tiny voice ot hii conscience, is with his parents and home environment. What they read, hear and v*e about accident prevention can be expected to help them provide suitable environment. But even when the job is accomplished success fully there, we must be realistic enough to acknowledge that some individuals, however safety-oriented they may be, are bound to grow up to become the victims of the unsafe behavior of others. Maybe there is one small category of bodily injury and property damage that is properly labeled "unavoidable." An educator has told me he thinks tiros* of us in the communications media will be making some real progress when we quit referring to these tragic things that happen as "acct-` dents," The word does carry the connotation that whatever occurred was excusable- Some of us dialike the word "miihap'' u?d in connection with a costly incident. It seem* to imply that what happened wa* r-t little conequence. If we agree <hat the prime target for com municating safety is the home, then we must acknowledge that the next best place is the hool and related youth activities. The rase tor this challenge is well illustrated in the current issue of "Nursing Ou'look" maga zine by Mrs Genetic Manta, supervisor of nurs in Park Ridge, Illinois, behoof Dis trict 64. Please let me quote from the article: "The ultimate object of cur school safety program is to bring about those change* in the behavior of pupils that will injure safer living. We believe this can be accomplished only bv providing the tvpe of safety educa tion which insures: 1. A depth of teaming that will effect change m perception and ultimately behavior 2, Recognition of situations that are haz ardous, .5 Knowledge and skills e-ciittai lo vafe practices m emergenev situation*. 4, Wholesome attitudes toward *jfet> codes and the community's effort to provide for public safety. s, A greater sense of security, responsi bility and personal worth." When accidents do occur in this school -y.tem. the author says, whenever possible, they are u*ed a* learning situations. ,"?4? S'miouui Safety Congress As a newspaper we enjoy reporting the safety work 01 4-H Clubs, Future Fanner* nt Amend chapters and other youth groups as they identify hazards in their own com* munitles, mark them and make a personal appeal to families to remove the dangers. Appcalirg to a farmer to be safe in his work for the sake of hit loved ones it a (xmerlul influence. There should be more of this tjpc of communication and more effort to call it to public attention. i wonder why we aren't taking advantage of the opportunity accidents in a rural com munity afford for investigation by a local safety committer, osganized in co-operation with the sheriff, to determine immediately, whenever possible, exactly what happened. The object would be not to Ax blame but to prepare a news release, tn the interest of the safety of others as soon as possible after the incident happened--the same morning, afternoon or night--and to make it available to all new s media serving the community, ft would serve as an official warning from the feed safety committee to others who might be doing the same kind of work or engaged in the same kind of activity. Here are two examples r A voting farmer in our area was killed the other day when he became entangled in a ieed grinder That's all the news reports said about iu But there it a story behind that fatality, and every other one. The basic faets could be ascertained and a couple of para graphs written and released by a committee >f dedicated safety promoters. Was he working alone? Had he done this job be fore? Were protective shields in place? Was his clothing safe for working with such ma chinery? Was the ground wet or slippery? Was the work area well lighted? A man standing in a bath tub reached for a towel that was on a metal rack. He was electrocuted because a screw holding that rack contained electric wires on a stud out of sight m the wall. A satetv committee could appeal to the bereaved family to pro tect others from a similar hazard by making available answers to such questions as these. Had the man installed the towel rack him self? Had the electric wiring been inspected to comply with arty local code? Had anyone ever reported receiving a shock from the rack before? etc. The point would be to get this informa tion to the public before the horror oi their friend's or neighbor's experience wears oft How valuable such data would also be in compiling summaries through the years of the types of accidents that tend to repeat themselves in a given community, where the most dangerous locations and jobs are. how the incidence of injuries, deaths and property loss is related to age groups, time of day. etc. Membership for such a local safety com mittee, serving a county or a large rural community, and providing for enough alter nates so there could always be at least tw# or three available to check an accident, could include the service officer of Red Cross, or a veteran's organization, a volunteer fireman, representatives of business, professional agri cultural, news media, public utilities, church and civic groups. In every- community there is at least one organization that calls itself service club. What a worthwhile project-- to pay for the mileage of whichever volun teer on the committee used his car to go to the accident scene. There are practical problems involved in every worthwhile program of public service. But has this idea ever been tried? 14 l arm Safrfv POISON CONTROL CENTERS By HENRY L. VERHULST Chief, Poison Control Branch, U. S. Public Health Service, Washington, D. C. I Advances in the held of science have led ecutive director, with the resident physician j to the production of vaccines, antibiotics, on duty answering tiie calls on poisoning. I sod chemotherapeutic agents which have Other centers are located in the emergency ! hrr.ught about a inking decrease in child- room of a community hospital. Here, fre \ hood mortality from mteetious diseases. At quently, a member of the local medical | the same time. thee advances have increased society acts as the executive director. The j the threat of poisoning by producing many emergency-room nurse may take calls in this new potentiailv-toxtc substances, such as in case, but usually the refers these inquiries f `ecocide*, solvents, detergents, and other to competent medical authorities who are on ; items which are commonly used in the home. a continuous alert. I To combat tint spiraling threat to all The number of poison control centers in : householders, and to the toddler in particu- creased rapidly, and soon it became apparent i tar, health authorities initiated a plan at that a focal point for the distribution of new ; defense. Under the auspices of the Illinois miormation and ihe eolleaion of case re Chapter oi the American Academy of Pedi ports from the various centers should be atrics a pilot project was begun in 195i in established. On November 12, 1956, the Chicago, called "a poison control center." Subcommittee on Chemical Futon* of the This was the firt renter of its kind and, American Public Health Association Com even today, might be considered unique be mittee on Research and Standards met with cause it involved tlte cooperation of the a group of representatives of (he national heads ot the pediatric services in several agencies and poison control centers to dis major hospitals, the health department, the cuss the establishment of a rational clearing >tate toxicological laboratories, and other house. state and local authorities. The program drew together into a working unit 20 hospi tals, four full-time health departments, five medical college*, the local medical society. the local chapter ot the American Academy of Pediatrics, and other*. \Mien this Chicago center opened, infor- The subcommittee accepted the suggested blueprint of the steering committee for the formation of a national center and further recommended that the UT S, Department of Health, Education, and Welfare be ap proached for autance tn carrying out the proposal. On February 26. the National j mation, treatment and prevention of accidents Clearinghouse for Poison Control Centers were its major objectives. Procedures were was officially established in the Public ! developed to achieve these goals, under the Health Service, Bureau of State Services, j chairmanship of Dr, Edward Press, Through and assigned to the Accident Prevention j hts guidance, and with the support of the Program of the Division of Special Health : American .Academy of Pediatrics and its Services. The National Clearinghouse was , Occident Prevention Committee, similar established, therefore, as a service organiza center? were established throughout the tion to aid and support the poison control country, following the Chicago example. centers m decreasing the number of acci The organizational patterns of tlte various dental poisoning-* hv initiating an active pro units as they developed were not uniform gram of treatment and prevention. find depended upon the facilities available To treat a poisoning case, it is necessary, to the group wishing to establish a center. first, to be able to identify the substance Some centers utilized the city health depart ingested, and secondly, to have adequate ment as the major focal point (as in New knowledge concerning the toxicity of the York). More commonly, however, centers substance and its pharmacological actions. were situated in major children's hospitals The national clearinghouse has the responsi ' or the university medical departments m bility for collecting and distributing infor j their communities. In the latter instances, mation on formulations of household items | the chief resident frequently acts as an ex which may find their way to the probing 15 IVfi* S`iiliniil S'>ifctx l >n?rr< Farm Safety hails]* ui ch>Mrcu. IHc p-iiaoti control center has available information on the treatment ot the many products on the market, includ ing many of the pesticide*, veterinary prod ucts, and other materials used in the farmin# environments. The information they have is available to any physician for the treat ment of any poisoning which omir* in the ;trea. In some areas of the United States, >ou may call the poison control center directly to obtain emergency tn formation. In general, Advancement* in the read* av^ilabiim information sources for the doctor or erne* lieney room make immediate identification > about 30 per cent of ingested substance possible. The expense and tedaoca! know edge necessary to provide the additional tr formation around the clock Arcngiy sogge*' that major information centers shr-uld I* et up on a regional basis An attempt i provide such miorrmtioa locally, or even in several places m one commiantv. would N* subject to serious question ' ..e ixvurrrd. From this form we v-' i-.r example, ot the child that was --? became his father had sprayed e ii-a-eticide parathion, and then ` <* `be parathion across the house. We - rii it the child who played with . of a similar insecticide % p> woed through skin absorption, t-v re bus t*o ot the many types of i?-jrr farm products that have }-r -- tt/N* *o w* had reports of always remember that non-edible substances should never be placed tn empty food con tainers. particularly glasses and soft-drink bottles. When such items are placed in such containers, you are asking for trouble. Poison control experience to date has been particularly rewarding because of the steady growth of public interest and concern. In dustry has been increasingly cooperative in providing technical information about trade- named products, and alt agencies and groups involved have a common interest tn appro, it is preferred that you contact your physt- While the practicality of having tr<, man-, <i*o for treatment and he can obtain the information centers it questionable, certain!* -ige-tK-n*. Pesticides accounted for priate labeling of commercial products. One *< - *,W>, ..r VS per cent, of these poison- outgrowth has been a uniiurm labeling law information from the center if he should feel the advisability of having more treatment u*- Many <>i them *tem from careless use for products m interstate commerce. Con the need, At the present time, there are 470 centers is not. As a result, in a number of r 'r.^e materials m farming areas, gress has shown further interest by desig poison control center* in 51 states and terri states, rather elaborate systems of establish t* }' are aware, such accidents are nating the third week in March yearly as tories, providing sufficient service to tw>l ing treatment center* have been developed ; rev ratable if proper precautions are taken rotson prevention week. areas in the ration. The treatment center is usually located in " the 'i-e i-f i"**ticides. These materials it ii with a great deal of satisfaction, Many of the centers are active in com munity programs and will be glad to receive any informational material you might devise i he emergency room of a hospital. It usually contains a cabinet holding the various anti dotes which are needed to treat the poisonings u!d It torked up when they are in stor* therefore, that the harvest of our toil is f^e YYhen -praying the fields, you should drawing closer. It will become a fact when v -(ire that children are not in a position ih American public realize* the danger of which will aid in developing preventive pro which might occur. . come into contact with the spray. Be accidental poisonings and takes the proper grams in your area, The director of your It is necessary that a physician be avail . d-e that chitdrm are not allowed to have measure*, not just to treat them quickly and local center can probably furnish you wilh able to treat eases which come lo the hos '.mar: with contaminated clothing And efficaciously, but to prevent them altogether. Qome ideas from the reports he has received, pital. It is essential, therefore, to contan and he can certainly alert you to some of the \kmr private physician in case of an emer poisonings that are occurring in your area. gency. However, once he arrives at the Furthermore, he may have important infor mation on specific items which are a particu lar hazard for the children in your com munity. I would like to stress one point, Although poison control centers obtain certain infor mation from the Poison Control Program nf the Public Health Semce. they are vol hospital, he will find adequate equipment and materials for proper treatment of the poison ing which has taken place He will find basic material on the treatment oi poisoning. Should he not have information n the individual product involved, he can then call the nearest poion information venter for this information. I i ADDRESS Bjr HON. CHARLES F. CARPENTIER Secretary of State, Springfield, 111. I have been asked lo address >uu on the qlmer, -it controlling the principal sourec untary organizations within the local com In many areas, the program of treatment -ubject safety through better Uxtdation. I <>1 traffic accidents. As that old juke of many munity. The standards within a state are renters has been promulgated through the 'ike that subject, because we m Illinois have year* ago put it. the fart of tlie car that determined by the state health department, health deportment and the state pharmaceu You will, therefore find certain variation* tical association. Local pharmaceutical .<4 some quite interesting ex|<nence over causes most accident* i* the nut that hold* "to last 10 years tn that area. he steering v heel. in their operation from state to state. As groups have donated funds for the purchase 1 shall oeifine my remark* o the field I should like to tell you bow we. here in 1 mentioned above, some will accept calls of the poison cabinet and Us contents. Very i traffic safety, and within that field I Illinois, have approached tin* problem from the public, and some wilt take calls only from physicians- This decision ha* been made at the state level There now nuttkinu information centers, but it is easy to visualize the con tinued growth of poison treatment centers, either in individual doctors' offices or in hospital emergency' rooms. Two essentials of such centers are preparedness to institute immediate, appropriate therapy and w-illing- ne,s to forward the preliminary epidemic* s-xricni data *o thou* responsible for that phase of the control program. elaborate networks have been established, especially in Iowa and Wisconsin. The National Clearinghouse tor Poi-n Control Center* make* a *pet*l rrponinc form available to all poison control center* This is a triplicate form, one copy f.f which is forwarded to the national clearinghouse. The form has spaces for clinical informa tion on the symptomatology and treatment developed after the ingestion of certain sub stances. From it we also obtain information on the causes of certain loads of accidents -halt limit myself to commenting ujvn our experience and our plans, where vve in the secretary of State * office, have (unsdiction : rt the field of driver licensing, and through `river licensing, driver control. I have always maintained that to be sue. rssful. any traffic safety program must start "tth the driver. xpert highwav engineering important, safety lealures built into motor chicle* are important, proper highway -arkings are important, traffic law enforce-enr i important, hut all of those things e airnnl at eliminating hazards for the through legislation, and what we have in mind for die future. I wish to make four points: t For elTecttve driver licensing and driver control, you must have a basically sound and firm law, one which gives you the mean* to refuse licenses to unqualified applicants and the authority to withdraw driving privi leges from those who show by their own performance records that they don't deserve them. 1 Once vou have obtained that legislation, you must be constantly vigilant to protect 36 17 I fpo? Valium/ .>j/>/v L .-rtarfst ti. There will alwa be tho=e bteeding hearts who, citing isolated exceptions to the rule, t!l want to adjust the law to accom modate them all and thereby make the law meaningles*- 3, You must recegniae that however good ytxir original legislation may have been, it is not perfect- It can be improved, aad you must be alert for the opportunities to im prove it- 4, 'i ou cannot relax--anywhere. any tuns. 1 should Ukc now to take up those pcants. one by one, aad discuss-tbem in some detail. When l became Secretary of State of Illi nois almost 10 years ago, I found myself the administrator of a driver's license law which was a farce, it was nothing more than a driver registration law. Even the examining of driver license applicants was a divided responsibility. The Secretary of State examined them in the city of Chicago, hut everywhere else in Illinois, the Office of the Governor did the examining. Our approach to driver control was a Joseph's coat of colors, ranging from a $10 line tor driving while intoxicated in one area ot the state to revocation of the driver license for the same offense in another fart ot the state, simply because this was all left to the discretion of the various courts. One of my very hrst acts upon becoming Secretary of Sure m January, 1953 was to draft a new drivers license law which was enacted by that year's session of our gen eral assembly. The Illinois Driver's License Law of 1^53 made four important change* in our approach to this phase of traffic safety. It consolidated ail driver examining coder the Secretary of State. It required courts throughout the state to report all convictions tor moving traffic violations to the Secretary of State. It required the Secretary of Stale co maintain individual records oc drivers whose comictions were reported. And, finally, it removed from the courts the authority to revoke or suspend driver licenses and vested that authority in the Secretary of State. In other words, this law, for the hrst time in the history of the automobile, gave the State of Illinois some degree ot control over dangerous and potentially dangerous drivers- This new law made it mandatory upon the Secretary of Slate to revoke the license of *ny dri.er convicted of driving while intoxi cated, loving the scene of an accident in- valving death or personal injury, reckless homicide and some other offenses. It gave the Secretary' of State the discretionary au thority to revoke or suspend the licenses at drivers who compiled bad records, record* at repeated arrests tor traffic law violations or invoivroest in academy It specifically '-tated that the Secretary of State had the authority to suspend the license of a driver {ymvKied three tune* within a 12-month fwnod tor moving traffic violations. I aakc a ypeezal past of mentioning that provusce of the law because I wish to refer to it again shortly. But there you have, ia very brief summary, the essential provisions of the drivers License law which we prcseited to the Illinois Geieral Assortbly to 1953, which was enacted. That law was an immediate success. In the first full >ear it was in effect, the annual death toll on Illinois streets and highways dropped 12a Kaw 1 do not pretend that this law, b> itself, was completely responsible for thai decrease ja traffic A~nk. The State of Illi nois was moving forward vigorously in other areas of traffic safety at that time. But a* 1 said earlier, the principal source of traffic accidents is the driver. Any traffic sitetv program must start with the driver. Now l should tike to tun to my second point: that cmcc you haw obtained good legislation, you must be coeramly vigilant to protect it Five and ooe-half years after this law was enacted, a period ta which we experienced, with one exception, a steadilv decreasing annual traffic death toll. sudden)* the "bteeding hearts'* got into the act. Throughout the 1939 session of our general assembly, we were kept busy stamping out grass fires all over the place, started by persons and organizations who would weaken the state's control over dangerous driven One of the measures presented to cur legislature would have required that a driver .iccumulate five convictions for traffic taw violations within a year, instead ot three, before we could suspend hts license. This is why 1 made a special point of mentioning earlier the provision of the law that three convictions within one year could bring suspension of the license. Another would have required that the con victions upon which revocation or suspension of the license are based all be obtained in courts of record. This would automatically 18 Farm Safety have, eliminated all eonvieuons obtained in jcuple suffering from such disabilities and tusticc of the peace and police magistrate Kvt them off the road before they cau.-e 'i-iurts It- remit would have been that 95 tragedies. I believe it can be done without l-er cent oi the traffic law violation convic invading uie privacy of the doctor-patient tion* m downtime Illinois would not lie relationship. entered on a driver s record, but in Ihe citv <> Chicago, convictions for those same otien-es would have counted. Doctors mut now report the existence of communicable diseases. I don't think it i< ,m exaggeration to sav that people suffering Another proposal would have prohibited from serious physical and mental impair u* from counting traffic violation convictions ments who drive cars, are carrying com -hiamed in otfier stale*. Sull another would municable death. Here m Chicago, a girl have required us to issue special license* to "blacked out' while driving m downtown U and 15 year olds so they could drive traffic. Her car jumped the curb, and killed motor xfooteri, probably the most dangerous six people. motor vehicle there is in city traffic, and to x.ung-ters who lave not, in most eases, develujed the physical coordination or the menial maturity to handle them proper!). Srv-t!wr measure would have repealed the driver education program in our high schools. I Am happy to sav that none of those S.rriisj>a] was enacted into law, but some N'ear Springfield, a young man--later ad judged mentally incompetent -- "got mad" when his father told him not to ilrive over 50 miles on hour on the highway. He began weaving the ear back and forth on the road, struck a car parked on the diouliJer, and killed two people. On Halloween a .car ago. a man suffered a heart attack i-f them came unccenfortably close. So you and died at the wheel, and hi* ear plowed ft. tin* is not merely a battle of the high- into a Halloween parade, killing two women '*!" It is a battle of the legislative halls and injuring 2J other persons, 18 of them - well, and unless we win that battle of children. the legislative halls, unless the gains of caM years are protected and defended on that field. we may find ourselves fighting the `-attic oi the highways without weapons. I uramj to m> third point, that regardless Some doctors knew those people had those conditions. Had they been required to report them to us, possibly we might have pre sented dial completely useless waste of inno cent lives. -i haw good ywir original legislation may : ave been, there is always room for im provement. 1 should like to tell you some r the plans we have for the future. And now, to come to my fourth, and final, point. Yu cannot relax--anywhere, any time, at any level, local or state; no one can--police officers, prosecutor, court or ad When our general assembly convene* in ministrator. Relaxation, anywhere in a traf regular session in January, i shall present fic safety program, is fatal--literally. -rveral proposals which, I believe, will help I* to move forward in the field of traffic -aiety [ shall propose that certain penalties >n the Driver's License Law be increased, tor u<h offen-es as driving after the license ha* been revoked or suspended, driving withut a license and driving with an expired derate. We know. Here in Illinois, there was re laxation last year, and l regret to say it was at the administrative level. That relaxa tion spread like one of those communicable diseases I mentioned a moment ago. It infected courts, prosecutors, police, my own driver license examiners. The results--almost MX) persons paid for it with their lives. However, the most important legislation Our death toll Inst venr was 13122; 97 f dial! ask our general assembly to enact more than m I960. will be to require that physicians and psy chiatrists report the existence of physical or mental disabilities which would impair a Inver's ability to operate a motor vehicle *5 the point whCTe he could be a danger himself and all other* on the streets and highways. I believe a satisfactory method Prior to 1961, we had been steadily de creasing the number of traffic deaths, year by year This was in spite o: the fact that motor vehicle registration had increased by about a million la that period, despite the fact that the number oi miles driven in creased astronomically. Relaxation changed 'in he developed that will enable us to find all that. 19 fko.* Autivwol '.urn C'ftgress This year, we inr tmmi desperately to reverse that trend, tut uiiecticn does not lie easily, and m this area, there aren't any miracle druR-.. D*ptte onr efforts, our death toll is suit ruing The most recent figures available show that so far this year, there have been 2R more deaths than last So >ou sec, there is still a lot to be done. But l believe it can be dene; and we are going to keep working at it Despite our deeply disturbing traffic death record of last year and o far thi* e*r, ! believe we, in Illinois, have profited and can profit in the future through better legislation for traffic safety. It seems to me that the most important thing to remember is that a traffic saiety program must be a coordinated effort. 1: must start with good legislation, it be followed up with vigorous enforcement by police, prosecutors and courts and it must have the thoroughgoing support of adminis trators, All of those agencies of government mint work it--.nil the time. 1963 AREAS OP EMPHASISLET'S GET THE JOB DONE Bt H. E. RHODES Director of Safety, Indiana Farm Bureau Federation, Indianapolis, Ind. All of vuu should know t now tiiat the "area* of emphasis ` in l%i are falls, farm fires, and accident reporting. We have been hearing quite a bit lately about ''areas of emphasis"; 1 wonder if you all know just what vre mean by this term and how it all c.vne about. f am sure you are all acquainted with Dr. F. R. Wilisey, Farm Safety Specialist at Purdue University. Eight or ten \ears ago, Dick was very busy preparing materials 2nd programs on all phases of farm safety for various interested adult organizations and youth groups of Indiana. At that time, there had been little attempt to coordinate these .4ctivi1i.cs to any great extent; as a result, the overall effectiveness of the various safe- tv programs suffered, as well as Dick him<*tf. Anyway, Dick decided that if he could get everyone working on the same thing at the same time, it would be much simpler for him to do a better job of planning and pro gramming, and at the same time do a much better job of safety for the rural people in Indiana. Dick's proposal, as he explained it to the Indiana Farm Safety Council, was to divide the entire field of Farm Safety into various areas such as fire, fait*, farm machinery, tractors, traffic, etc., and then select two or three of these areas for special emphasis cacti year. With tin- approach. materials and programs would have to W prepared for <nly a couple >A the area* each year instead ot tor ail area* jhf.ee the groups worked with the prepared materials, there was no problem in geum* them all working to gether on the same thing* during the same var. l`m sure you can all see the many advan tage* m this new approach to the farm safety problem. Indiana tried Mr. U'idscy's -uygestetf approach and it worked very well. This same approach was later adopted, and is still in use, by the Farm Division of the National Safety Council. 1 think we should all thank Dick for this contribution to the Farm Safety cause. 1 would like to add that we do not ignore other areas of farm safety during the year* they are not to be emphasised. This approach merely means that certain areas are stressed to a greater degree. For example, 40 per (ent of the accidental deaths to farm people are caused by traffic. Each and every year there is a lot 01 work done in rural traffic safety, even though traffic safety would be designated as one of the areas of emphasis only every third or fourth year. As I stated in the beginning; the area* of emphasis for l^hd are falls, farm fires and 20 Farm Safety accident reporting. Our objective is 10 make individual farm families aware of the part these play tn the overall farm accident pic ture. How do we do this? How do we get the job done? As leaders w the tarm safety held from the various states, 1 think you will all agree that we need two very im portant things: (1) tool* to work with ami id) interested people to make use of these tools. By tools I mean the many types and kinds >i materials and aid* that will be helpful in doing the job. The re-ponsibthty of produc ing and assembling together the necessary tools has been a joint effort, in recent years, by the Farm Division of the National Safety manufacturers and service men to c<mplv with these codes. They- further recommen ded that the Farm Division investigate the feasibility of nuking separate slide presen tations on home and farm fire safetv. Work ts progressing on all of these recommenda tion* at this (im. The workshop comminee nn accident re porting at the Florida Institute first estab lished that an accident study could be used 24 an educational toot ttsetf, as welt as being a necessary toot for the development of a sound educational program. Thus, they decided that their priority would he the development of an accident reporting guide. council and the safety specialist* in co This guide would define the three distinct operation with many others. At the Farm Safety Institute in Florida this past July man* people worked diligently on these three area? of emphasis for thts very purpose; we are about to Vc *ome of the result* of method* of gathering information on acci dent* to farm people based on the objective of the *tudv; on the money available for the Study; and on the people available to do the study. The committee then decided that their efforts. they should go one step further and make The workshop committee on falls first made an objective appraisal of the present situation and listed the basic agents impli cated m moil falls. The committee also made a list of suggested possible programs. up the different reporting forms as de scribed and defined in the guide. I am pleased to report to %ou that the committee Has completed this w.rk and these tool* are now available for u<e. Since tall* are a broad area amenable to splitting into portion* that would respond to the "Rifle Approach,'* the committee rec ommended that major inferesi be focused 00 stairways and steps, the most serious causa tive problem. The committer then listed specific causative agents involved in falls cm stairways and steps and further recom mended that these might be illustrated in a flip chart that could be mass-produced for { hope the above ha* given you an idea a* to how toots are prepared for the special areas of emphasis. There are, however, ad ditional tools that have been prepared by the Farm Division annd safety specialists from neartv every state on these and other areas of safely that you cui employ to get the job done. A current bibliography of all these wilt be made available by the staff of the Farm Division. national u*e; work t* progressing on this chart. There was also a workshop committee on farm fires at the Florida Institute, Thu committee decided that in addition to educa tional materials and programs, there wete several other urgent needs that should have immediate attention. One of their recommen dations was for the National Safety Council to contact the NFPA and have a person from the Farm Division of National Safely Council or a safety specialist appointed to the NFPA to serve as the voice of agricul ture. This committee also established as top priority the need for new codes and regula tions and for the revision of some old ones and the necessity of getting farm families. .Vow that we have the tool*, we slid need 4 way ot using them effectively. The safety specialist certainly can't do die |ob alone. Farm safety ts primarily the icsponsibility ot each individual farm family and any safety message must therefore go to the farm. Ttu* % why >ou need interested people who will work with and help you. In my own state, for example, there are about 130,000 farm families and l`m sure 1 will not live long enough to see all of them self. How do we go about getting this help? One oi the best ways is by working with and through your own state farm safety council. I doubt that our council is much different from those in other states. Our council is made up of representatives from 21 iVdJ \alwiwi Softly Cungrai i*rm organizations, insurance companies, farm machincrv companies, youth and women's groups, the extension jenice, the state police, the public health department, ihe ftre marshal's office, the office ot traffic > aft-tv, and other organizations closely allied with agriculture and individual iarm {amttie*. These representative* arc all members and work on various enmmiltees ot our council. We base a traffic committee, a fire commit tee, a home committee, a farm machinerv committee, a legislative committee, and a publicity committee, just to name a few, that work in their various fields of farm safety. These individual committee members decide how they can best use the available tools to promote safety within their own otganizations and groups from the state level down to the county and community level. This sort oi approach has worked very well m our state and I see no reason why it would not work equally as well in other -MIC' In Indiana we hnd that most groups and organizations really want something to do. All it takes i* a good program, properly presented, to get the movement started, You'll be surprised how quickly word gets down to the communities through the various groups that are council members- All have representatives on the local level. For ex ample. there are no communities in our state where there are no local 4-H Club*. Farm Bureau Women or Home Demonstration Clubs. The leader* of these groups are al ready recognized at leaders locally and arc in ideal positions to carry the safety me--age down to the individual family. Tins approach also eliminates the time consuming, and oftimes discouraging task of organizing local safety groups to do tht* work on the local level. This approach of involving a (ot of people in already existing organizations has made our jnb much easier in Indiana and ! sincerely recommend it tu rnu. I'm sure that such an approach wit! cel the K>h dntie ut lOo? ELECTRICAL HOME APPLIANCE SAFETY By JUDY STYLES 4-H, South Dakota Have >* counted your blessings lately * We really should be very thankful for hav ing the privilege of living in this push button world. If we were living m the days when our grandparents were our age. we probably wouldn't be here today. We might possibly be taking our turn on the family washboard or some other laborscmc i*k and wouldn't have so much time to do the things we enjoy*. What has made all this possible? Electricity I Electricity is the key to modem living and furnishes us with manv servants- it brings many blessings along with some hazards. Electricity is the best friend we have but it may cause many accidents unless it is used very carefully. Seven children in Tacoma, Washington, died in a smoky blaze one evening while their mother was out. Where did this fire lart ? It wa* believed to be an overheated refrigerator motor plugged into an over- hwdoJ circuit. Vie had a do** call in oiif (tome this spring. Our house has very few outlets. One day when my motlier was in a hurry, she plugged the steam iron into a (ummon extension cord which wa* plugged into an outlet under a drapers*. She let! the room for a few* minutes and when site returned found a blaze about a foot high, (f those draperies had not been fiber gl**, it could have been tragic. Statistics show that approximately 195 electrical fire* occur in residences each da> --one every seven minutes. Electrical fires now damage more property than fires of any other origin. Some 465 human lives a year Are being extinguished. These recent trage dies dramatize two important factors: (1) More home fires in the U. S. today are electrical in origin; (2) Four out of five V. S. hnme* today are inadequate!*' wired tnr the load being put on them. After our 25 Farm Safely near tragedy and reading of so many others. I began to wonder if these tragedies were -.aused by carelessness or lack of knowledge. By doing some more reading and visiting ->ur local electrician. 1 learned many facts which would not only improve the efficiency -** our electrical appliances but also add to *iur safety. Electricity serves you best when w*u understand how it works and how to u-e it properly. I toured several of our oeighborv' farms looking for hazards. It was amazing to me, as well as to them, to hod out how very little they know about their electrical wiring. In many people's minds, electrical fires are Associated with short circuits; a* long as a wire or socket isn't spitting sparks, we feel secure. Vet our real trouble is not with dwrt circuits but with overloaded circuits. The ba'ic problem is this: We have quad rupled our home consumption of electricity in the last 25 years, largely on wiring de- igned to handle 19i3's load. A generation ,>CO. there were only about IS types of electrical appliances m general use. Now there arc more than 50 There were no dishwasher*, clothes dryers, electric blan ket*, air conditioner*, freezers, blenders, fo<a*ier% broilers, fry-pans and TV sets m tOU. Now all of these are in heavy- demand. 1 wrxiid like to show you what will hap- ,n with inadequate wiring in the home. I *\e *et up this t? Amp circuit breaker and '*- on thi* portable circuit. First. 1 ;-iue in b* heater in one socket and tlie . uum rleaner into the other one. I dtosc `he Srater and vacuum cleaner for my IcrrMKtraTi'n because the (water will use -t re rlermeity than most appliances and it will be easy for you to notice the effect the different wiring has on the vacuum cleaner's motor. If you will notice, this is heavy electrical wiring This ts the tvpe of wiring that U u*ed m new homes and homes which have icm rewired just recently. This weight 14 eSertrical wire should carry an adequate had for most appliances. For the first part of the demonstration. I will connect my circuit up with this heavy wire. Notice that there is tmte or no dimming of the light bulb when the heater is turned on. Listen tu how- quickly the vacuum cleaner's motor comes up to speed. Turning the heater off and in has very little effect on the vacuum cleaner's motor. Now I will connect my circuit with this light wire whteh represents a house wired with just one long circuit of undersized wire, This is the way many older houses art today. Notice how much the light bulb dims when the heater is turned on The same is true with the vacuum cleaner. Listen to the effect the heater has on the cleaner s motor when both of them sre running, h stows it up considerably. By starving the motor of electricity this way, the motor labors to do it* work and eventually ma> either burn it-elf nut or burst into flames There is also a strain put on the wiring. If the wiring is heavy enough, nothing happens; but if it is light like this, me wires will get very hot. 1 left the heater on a while longer and already the wires are getting very warm. In time--it may take a long time--the insulator on the wire will bake and disin tegrate. This will leave a hot cxpoed wire behind a wall or ceiling where you can't ee what's happening until it's too laie. This is called "overloading" the circuit. To understand "overloading." you should think of your wires at pipes. The eleetncnv conies to your house in a large pipe. At ihc fuse box. the flow branches out through a number of small pipes, called branch cir cuits. These circuits run through the walls and ceilings of your home There may Nr from one to as many as a tialf dozen or more outlets on each circuit. When you plug an appliance into an outlet, it is as if you have opened a tap. The more appliance* into an outlet, the slower the current gets that goes to each appliance because the circuit isn't large enough to carry an ade quate toad ot electricity' for each appliance. Houses built before 19J7 usually have ISA circuits throughout. Houses built since then usually have 15A circuits tnr ordinary lighting needs am! 20A circuits for the kitchen, dining, and utility areas where the appliance toad is heavier. Since you probably don't know which lights and outlets are on which circuit, the wise thing for you to do i* have your wiring checked by an expert. A recent survey in New York proved that the newness of a house ts no guarantee that its wiring is adequate. For our protection when a circuit is over loaded, the electricians have invented a fuse iox ur a circuit breaker. When the circuit is overloaded and the wires become very hot. the fuse will melt or "blow" and this cuts 23 }962 National Softly Congress |f the iurrent before tit* wire* get any hotter. That rv how. the protection scheme is supposed to operate. Too often the house holder himself keeps it from operating that a ay. Suppose for example, you are getting breakfast. You have two outlets on the same I5A circuit as I have here. First you plug m the fry pan to rook the eggs and bacon. \lmost simultaneously, you plug m the toaster. The t`rv pan uses I,ISO watts of rlrctnctti and the toaster use* 1,200 watts. You have put a load of 2.350 watts on a circuit which is equipped for only 1,300 watts- If it i correctlv fused with a ISA fuse, the fuse should blow--safeguarding the circuit. In this case, it should break the circuit. But if you are a normal person, >ou a ill probably grow tired of replacing this ISA fuse .tnd put in a stronger rue-*-x*y JOA, With a J0A fuse in the kitchen circuit, , <u enn run not only the toaster and the irv pan hut the refrigerator too, because the iti-e duetn't f'hiw r.m vtu will he overload- mg the circuit and no doubt start a fire 'omewhere. t hope I have shown you why it is so important and worthwhile to spend a little time finding out what sire wiring your house is wired with, how many circuits, the cor rect sue fuse to use in those circuits, how- much of an electrical load your appliances use, and to have a licensed electrician check anything you aren't sure about. Are you facing any electricai-fire hazard* right now? If vaur lights dim whenever an electrical appliance is turned on, >ou mav he, If your TV pictures are normally good, but dim or contact when you turn on an appliance, you could be. If you repeatedly blow fuses (or if your house is so equipped. your circuit breaks frequently), you prob ably are. If your house shows any ot these tgns. cal] in a licensed electrician at once before a hidden fire m a wall or ceding -miffs out lives or destroy*! property. Remember statistics have proved it can happen Don't let it happen to v.<u. HAVE WE MET OUR MORAL OBLIGATION TO SAFETY? H, ROGER MOAN 4-H, South Dakota SVlwt i* the general purjK/^e of the safety program? In 4-H we are laught that it is to help develop leadership and achieve the broad objectives of character and good citi zenship. To Itelp boys anil girl* achieve the tallowing specific objectives 1, To learn That accidents and injuries on the farm, m the home ami in the commu nity can he reduced. b How to recognize hazard* and how to correct them. c To practice safety on the farm, in the home and in the community. 2, To stimulate the entire family to be come tafetv conscious .5 To appreciate and understand that safe ty work leads to basic objectives in our future 4 T.i become fetter citizens of the com munity and the nation through participation m a cooperative program that helps others, ,\ To provide a wav for youth to have ,ui imjx-irtant part in the whole safety move* ineitt of the nation. I wax asked to -peak on the topic. "Have met our mow! obligations to safely?" just as *ure as I'm speaking to you, the amwer to that question is in the negative. Lite is. man's most precious possession. While we have found substitutes for almost everything else in this world, there is no -uhstirute for human life. It is upon this that the morality of safety must depend. Webster defines the word "moral" as a question of right and wrong. He defines the word "obligation" as a state of being in debted to. and the word "safety" as freedom Farm Safety from danger. In creating us, God has a purpose for u: He intends that we will have a certain number of years in which to fulfill that purpose; whether it be six or 60 only He can decide. However, when someone is killed in an accident, it would seem that the plan that God has in mind for that parti cular person goes unfulfilled. The person reponiblc tor that accident has violated (he rights of God over human life; he has (<<riie between a person and his God; he has cur `hurt the full purpose God created that man o verve. In F*.-nih Dakota each vear two or three persons are killed and numerous injured during the pheasant and duck hunting season, Nobody ever intends to have a hunt ing accident, hut a crnjm number of people manage to kill themselves or each other every year. Most of these accidents are noth ing hut pure carlcssness. It is always the .'un that wasn't loaded that fired the fatal hoi. Many hunting accidents are caused by: tl) carrying a loaded gun in a car; (2) culling a gun through a fence, and f3) dn-ling before vou see the object. Mthnuch most accidents are likely to happen in the field, it is often the people in he home who are the innocent victims. A hunter who fails to remove a shell from a srun betore returning home opens the door i.r a tragic accident. Small children find and are tempted to play with firearms. Above all, ,usd horseplay when using firearms. A wise man once said, "A, great down tan make j<e,p!e *:rv as well as laugh." .A moment's while hunting can mean a life time "i regret. Encourage safety rules among yuur Iriends. Since Mr O'Leary's cow kicked over the 1.intern that started the notorious fire in Uticagn. people have become more fire conCKHI-. There are probably not many farmers who take a kerosene lantern to the bam to milk a cow in this day of modern inven tions, hut the fact remains that caution must Hill be taken in using the lighting method we now employ. A farmer without knowl edge of the causes of fires or the proper fire fighting equipment could lose his entire in vestment. What can we as youth do about itJ For the past several years, I have partici pated in the National Youth Farm Fife Safety Program sponsored by Mutual Fire Insurance Companies. In this program, the participants were expected to inspect ten or more farms for fire hazards and point them out to the owner or tenant and try to in fluence him to correct them. On the 32 farms that I inspected, I found people to be very cooperative and happy to leant that hazards existed. Fame of the mam hazards Sound were: defective chimney*, combustible roofs, im proper use oi gasoline and kerosene and in adequate lightning protection, danger of pontaneous combustion in stored hay, un-afe stove and furnace installations, careless ness with matches and hazardous electrical systems. With inspections, it was possible to help educate people on the importance of lire fighting equipment, as well as pointing out the nearest volunteer fire company and how to contact it. ft seems that agriculture is our most hazardous industry'- Each year more than g.OOO farm people are killed and over a million injured. Most farm accidents are caused by misuse of machinery and tractors, "sreiesvnejs with hand and portable tools, tails, livestock. agricultural chemicals and eleemcitv We arc in need oi an educational program in all these areas, especially m the use of electricity. We have not kept in step with the precaution* that are necessary in the handling r.f this important source of power. We know that accidents in factories that manufacture tarns machinery ha# steadily been on the decline; can it be because a con stant vigil is kept at all times to see that the rules oi safety are strictly enforced? We can't blame the manufacturer for accidents that happen because a take-off shield ties Pv a tree and is not put on the machinery. or for a limb that is lost as a result of try ing to dislodge a cornstalk or a rock when the machine is in motion. What is it that accounts for people's taking these chances? W`e have an obligation to our families and employees to see that precautions arc taken. Safety requires discipline. Safety is more than repeating slogans, attaching safety de vices and setting an example. All these tilings are helpful and constructive but the i,trm owner must be a strict disciplinarian, a (Hi-campromise head of the farm family and labor force. Only such attitude and action can prevent lost arms, legs, and lives. I hope you will forgive me for touching ftatitrnai Safely Congrcss on ihesc many phase* ot safety w lightly. The are* at traffic safety U an ecircmel* important topic that should he discussed among young people, Why is traffic safety such a moral problem? When a man is dnv. mi;, he has a personal responsibility to the fuser ot Life, \ car in the hands of a care less driver i* a* deadly a weapon as anv Cun pointed at a target. In the past fO years, traffic accidents on the streets and highway* Itave been responsible for more deaths, phys ical and mcmal disabilities, and human ^uttering than any other accidents or dreaded diseases. it is a great day in your life when the envelope arrives with your driver'* permit. Yes, that's your name- At last you can drive a car This ts a great day. A day you have longed for. As far back as you can remember, you wanted to drive a ear. Oh, the bicycle was fun. but that's for kids, You are grown up. You love the fascinating b-^14 of cars: big cars aod compacts; foresga yobs and American-made. Now that <ou have a ear. what are you gang to do with * F*wir *ut -.'t ten teen-kget* admit they lie i titem -off wbca drrvaig. and it i* the eTcW- 4erv<-f who get* involved - m i .<fcrn- *V*rt h. the poses of proving , fr mx vhwken * It tht* ever happens to . i, t?ip and -w-uld vuu rather hr `hirben re have The [w*riliTv d hecuenutg a dead dork Kill a nun with a gm rand we call it murder. Kill a mas with a two-ton vehicle and we rail it an acodent. You should not drive until you possess three things: (I) the physical ability' lo drive * car; (2) the functional knowledge Deeded to be a driver; (3) an attitude of moral responsibility. We can usually spot an incompetent driver, whatever his age. by what we see him doing "going too fast, weaving, tail-gating, pass ing on a hill, or behaving in some other stupid way. Sometimes, however, we can identify him without even tonkins, just by hearing the way he drives, The favorite noise-maker of the inexperienced driver is the horn While the hom is a valuable safety device, it is no substitute for caution. The better the driver, Hie less hooking. Frr the mconsideroie type ot driver, a hom is it convenient and loud substitute fnr angry veiling at pedestrians Ur at a driver tit tltc car ahead when he fails to take off like a shot when a traffic light turns green. And, of course, this type it driver considers the hom far superior to the old-fashioned door bell when calling lor n friend. He not only uses it more often than necessary, but also with much more gusto. Next to a loud and generously used horn, the favorite way for inconsiderate drivers to "-ound off'* Is with a noisy exhaust. Lots of throbbing, roaring noise that helps them day. dream of being a jet pilot or race driver, or at least in control of the hottest thing on the road. The engine must be raced as they approach a stop sign and starts must rrsemble a successful missile launching. Exces sive tire squeal is another familiar sound of* a poor driver. This include* jack-rabbit starts, skidding stops, and ride riip* on fast turns. Drivers of ihi* type *e*fR to think that noise is a testimonial of their skill Finally, there is the blaring auto radio, audible ten cars away. For anyone who love* music this well, his mind probably isn't an driving while exposed to the racket- Those who love noise are probably headed for the loudest and worst of all traffic sounds, the crash of metal against metal. Now to get to the more <otnr>g side of this question. Are you a Christian driver? Your attitude behind the teeria* wheel of sour car reveals the depth of your Christian character. The speed mantac is not the only demon who haunts the highways and streets. The fifth commandment **T% "Thee stall not kill**; ! add "Slow down or vo tartly will" Motorists who are lax at observing traffic taws and who display bad driving manners play a great pan a causffig acci dents which oftoi involve pedestrians as well as other motorists. Perhaps cfcie to another's unsportsmanlike conduct and ill- humor, you have been involved in an acci dent or near-mishap. If .so, it has been forcibly brought home to you that a motorist who disregards traffic rules and the rights of others, who indulges in temper and abuses good maimers is a menace on the road. Can we say we never err in these respects? As Christians we should be safe drivers. Charity, tolerance, ronrideration. courtesy and restraint are all qualities of Christian character and tempera ment. Carried over into driving, they make a 26 Famt Safety motorist who Has the welfare of others at heart and who reacts favorably at the wheel, As our brothers' keepers, we must be above conceit and fault finding, and we must not violate the rules ourselves. At all times we should persist in civility, fair play and good humor and abstain from liquor. They (ay big dividends. Also, we should concern ourselves not only with presenting a proper example before Hie outside world, hut before our families. Our methods on the road have a lasting effect on our children, tomorrow's motorists What a wonderful thing if everybody would adopt this positive Christian attitudeU would help make better drivers. In a final analysis therefore, we must realize that the problems ot safe driving, gun safety, ma chinery *atetv. home safety, etc- are moral problems; it i up to u to examine ourselves and rewilve to he our brothers' keeper. FARM TRACTOR SAFETY By Ellsworth, * FPA Delegates Do >uu want to keep imn growing eld* It's easy--just be a little bit rartlet* around a tractor. During 1961 there were ST per. setts who were careless m Kansas, and were killed. Tractors caused over halt of the 47 farm fatalities m rur air la-t year The toHoming illustrations will show you a few of the way* to *h<*rten your life through negligence, To-tfay's fane machinery is highly mech anized. and--if used properly--can make a armer's life comparatively eav But. if used improperly, it can take a life just as easily. A parricularly useful but dangerous hem of mechanization u the power take-off, Many farm impteawsit* such u mower*, spreader*, balers, etc., require the power take-off for power. However, due to misuse and careless ness, the power take-off has become one of the basic causes of all farm injuries and deaths. Fanners remove safetv shields, at tempt to make adjustments while the equip ment is tn motion, or wear lfw*e clothing that will wrap quickly around the take-off if given half a chance. Gasoline fumes and a spark have wived the problem of putting a man on the moon --the hard way. There are many wavs to go into orbit. Gasoline combined with smoking, exposed wiring, gasoline on a hot manifold will Mart a man on the way to the moon at leant, You name it, and farmers have found i wav to put a tractor on fire, or blow it up. There are a few vital point* to remember when servicing a tracin', 1 Don't smoke when refueling. 2 M!- -p?!'e*l gasoline to evaporate rr-iarnr* ergine Ma-iiam tractor u, eliminate exposed wiring l Turn *..i in* igiuta-a It takes just a wneid ledger and car. save you many weeks in the ho-piul--if vou are luckv enough to live - Equip your tractor with a dependable fire extinguisher and nrM aid kit--and know how to use them, This nun wa> jurf in too big a hurry1. He couldn't take the few extra minutes to check his tractor for proper adjustments. As a result of the five minutes saved, he wilt spend five unproductive months in bed. Thi* kind ot carelessness causes about 7 per cent of all tractor accidents. You don't realize bow necessary good brakes are on powerful farm machinery until you really need them. It takes only a few minutes to see if your equipment is in proper working condition. This ran easily be done before the machine is ever started by trying both the clutch and the brake pedal for proper touch and length of travel. Tl. m upon starting, check again before you travel any distance. When driving on highways or to and from fields be sure that both wheels brake simultaneously when making an emer gency stop. Stop saving minutes and start saving lives. Careful attention should he taken when farming on a slope. A hole, bump, or quick turn ran bring tragedy if It is loo steep. /&? S'atuMol Safety t Keep the tractor n gear witett going down hill, Also, avoid crvsuog ditches where the hanks are too steep. When moving heavy loads, be extremely cuzuous; and never at' tempt to pull a load with the drawbar re moved Be sure both back and front wheels arc spread as wide as the job demands. A tractor can be an invaluable aid to vour farm operations; or it can be an unthinking killer. The choice is yours. One third of all fatal tractor accidents occur on public roads, although the time spent there is small compared to the time spent in the held Several steps can be taken to decrease these accidents. Kqutp your machinery with spectai safety lights and re Hectors. A red mounted high over your tractor wilt effectively warn daytime traffic of slow moving farm equipment. A flashing light at night can do the same, thus pre venting a serious accident. However, only drive after dark if absolutely necessary. And, remember, a tractor is designed for work--not high speed joy riding. Take your time--not your life. The proper hook up is to the drawbar, not above it, even though it seem* to provide more traction. Wheel weight* cost little com pared in a human life. It is important to i cmember that the tractor will be un balanced, and the wheels will not turn. How ever, something else will, and it's usually the tractor. Remember, when your tractor ts hitched to a stump or heavy load, always hitch to drawbar and take up the slack dow-lv. This farmer doesn't value the life of his children very much, or he wouldn't let them ride on the tractor. This kind of an accident iv not too rare. Many children, as well as adults, are killed or badly injured due to a careless operator. No one but the driver should ever be permitted to ride on the tractor. When this type of an accident hap pens the results are not rewarding. Eves driving on the road can be dangerous to the extra riders. If the tractor should hit an object in the road, the extra riders could be thrown off and killed if you value the lives of your children or those of your neigh bors, don't permit anyone to ride on the tractor with you. Never start a tractor in a closed building, it takes only one part of Carbon Monoxide to 1,000 parts of air to make you drowsy. Vet a tractor's engine exhaust produces thousands of these particles each minute. In a t cry short time an unventilated machine shed can be filled with carbon monoxide. This gas is oderiess, tasteless, and one of our deadliest killers. Leave doors and win dow* open when starting a tractor indoors. A murderer's fate is the gas chamber. Don't make it yours, too, through thoughtlessness. We have tried to illustrate some of the more important points of farm tractor safe ty. These were as follow *' 1. Power take-offs can be dangerous. 2. Fuel hazards can be soiled. i Proper adjustment is important. { Tip hazards can be dangerous. 5. Speed kills. 0 Proper hitch may save >our life. 7. Children must not be extra passengers on the tractor. 8, Don't let gas fume* fence you in. Tractor and machinery accidents can be reduced. Let's not gamble with safety. When you lose; you lose too much. 28 Farm Safety WITH SAFE DRIVING. HIGHWAYS CAN BE HARPY WAYS Bj ALBERT EBEL, III Illinois Grange youth Countless numbers of speeches, essays, and themes have been presented on the subject of highway yatety. Many programs have also been adopted by our local and state government*, civic organizations, and safety councils to promote highway safetv, These efforts ot thousands of safety minded people Eiaic been ot little help in the wild race ot modern day life Millions of families travel our highway-* and thousands of them have left their bloody marks for all i***terity to witness. You may think war i a big killer: it i Yet since 1941, more Americans have been killed on our highway* than in World War II and the Korean War put together This is a frightful and trtghtcmng price to pay for individual indifference to careless driving. There is jut one way to stop this slaughter, and that is if each of us vows "to make it our own personal rule to drive safely always." The sate driver must be ready at all times for the unexpected, just as a good ball player is aiwav * on the alert tor the un expected. Alertne**, `kill and timing, the right habits, and good attitudes help the S^wd driver the same way they help the good ball plater Skill and Timing--A good driver can handles hi* car o smoothly m city traffic that an empty milk bottle standing on tlie floorboard will not be tipped over. He starts smoothly, avoid* sudden swerve* sideways. His sktlt in timing and using the controls and safety device# of his car make this mco<h driving possible. The Right Habits--Almost every motion used by an automobile driver becomes a habit after he dnvae for quite a while. The driver who always signals when he is going to stop or turn, soon doesn't have to re member to signal. A driver who dims hi* lights when meeting or passing another car at night soon doesn't think to do it. Good driving habits save the driver from the sort of accident which the poor driver makes e\cuse* for, such as `It happened so fast I didn't have time ink." Good Attitudes--A person can handle a car skillfully, ,et never really be a good driver, unless he considers the rights of i-edestrians and other drivers. Hie good driver is especially tport'manhke and cour teous toward driver* who may be fe* skill uJ than he. It is very important to follow die rule* o the road, 1 shall quote some of the most important ones, from ihe National Safety Council-- 1. Be sure of your car--about tour out of every 100 accidents are caused by mechani cal failure. These could be prevented if driver* checked regularly the vital parts of thetr ear, such as the brakes, tires, lights, and steering. 2. Do not drink if you drive--one who drinks when he drive* is not oniv putting his life m danger, but the lives of many ither innocent people. i. Be sure you know and obey all traffic signs--the Octagon shape always means stop; Diamond shaped signs are always a teaming sign; Round sign* always means railroad crossing, Triangle signs always mean yield- riijht-of-ti-ay; and Rectangular shaped sign* --state the lav or pitv directions. 4. Take a break every hour when on a long journey--never keep driving just to get there; many accidents happen just a few miles from home. 3. Don't rare that train to the crossing-- it has nothing to lose--you have everything. Almost every' driver feel* that he ts a "gued" or "better than average" driver In winter weatlier, and that is whv the N'aiional Safety Council's Committee on Winter Driving Hazards has spent years of research on special problems of safe winter driving. The committee recommends six basic rule* essential for *e winter driving. They are: I, It*s up to you--You know that driving conditions are less favorable during the 29 IV&* Saltcmai Softly Congress winter. lt`s up to >00 to winterize your car. (o winterize veer driving techniques and winterize vour determination to avoid avctJenls. 2- Gel the "'feel** of the road--In order t avoid unintentional sliding or spinning <>i your wheels, occasionally try your brakes or gently press your accelerator while driv ing slowly and as traffic and highway condiitom permit. Then adjust vour speed to n.uid and weather conditions 3 Keep windshield and windows clear-- Re vure that your wiper blades, your heater, and your defroster arc operating properly. Clean snow and ice from the windshield and from alt windows ot vour ear- Ventilate to keep the mide ot sour windows from logging. 4. Have good tires and tire chains--Have g`Xl tire.*, preferably snow tires, And use reinforced lire chains for more severe con ditions- Remember worn tires or worn chains are not as effective- But--with snow tires, t even with the greater help of reinforced tire chains, slower than normal speeds are a viirf on snow and ice. 5 Pump your brakes--The best technique for stopping on ire or snow while maintain ing ul! control of your car is a fast up and down pumping of your brakes. Jamming and 'freezing" on your brakes is almost certain to lock your wheels. This it likely 10 throw your car into an uncontrollable and dangerous skid. 6. Follow at a safe distance--Keep well back of the vehicle ahead so that you will have plenty of room to stop. It takes three to 12 times as far fo stop on snow and ice ,-n it does on dry pavement. You may find it hard to explain why you couldn't stop while the other fellow* did. Cm snow or ice, start in second or high tear. This permits a smoother acceleration which will get you moving without sliding. Letting the dutch out quickly and spinning the wheels isn't good for tires or chain*. A fluid clutch or an automatic transmission greatly helps in accelerating gently and smoothly, if your car has overdrive or is of the dual range type, leave it in 'low range." It will handle steadier and with less shifting. Start slowly and then steadily accelerate Good drivers practice this in the summer as well as in the winter. Winter add* three important factors to the usual year `round driving hazards. They are: Reduced visibility, inadequate traction, and temperature changes, the factors of re duced visibility and inadequate traction are pretty obvious and are probably generally recognized. Temperature, howeter, plays a much more important part on braking dis tances and traction than most drivers realize, especially on tee. For example, when you first remove an ice cube from tne refriger ator, it is sticky to the touch and not too dippery. After a few minutes m a warm room, this same ice cube i to dtppery it 1* difficult to hold \ similar situation fares the driver who starts out on an icv read in the morning while it's still quite cold He finds "pulling away" traction and Mopping ability fairly good But as the sun cones cut and the temperature rises, he doesn't realize that the ire will become much more treacherous. When he finds he can t slop m time to avoid an accident, it's often too late- The action uf tee m response to temperature presents :i real hazard to die unwary driver who doesn't continuously heed the caution to "get (he feel of the road." Unfortunately, when Mime drivers find they have extra traction and stopping power, they may start driving faster than they should, Repeated tests have shown that in order to provide the same stopping ability available on dry pavement at a speed of JO miles art hour, speed on ice must not be higher than Jii mites an hour with reinforced tire chains or IS miles an hour with special winter tires. On hard packed snow, a speed of J5 miles per hour with chains or 2d mph with "pectal tires gives stopping ability equivalent to that at SO miles an hour on dry pavement The front seat of an automobile can be a death (rap for a small child. Children rtding in the front seat next to the driver are oftentimes off balance. W hen a small child 1* occupying the front seat, the driver should i>e even more careful than usual. He should try to avoid, as far as posib!e, sudden or unexpected stops. When children occupy (he front or back seat of an automobile, the doors should be locked, in order to prevent them from suddenly releasing the door. Persons suffering from certain types of physical ailments should not drive a motor vehicle unless they have been advised by their physician that to do so would not en JO Farm No/efy danger their life, or the lives of others, If vour doctor tells vou not to drive, don't drive. Many disastrous accidents can be avoided by running off the road. Oftentimes, other drivers may crowd you and foree you to drive with the right wheels, front and back, off the pavement and on the shoulder of the rrad. The first rule is don't panic. Don't apply your brakes sharply, or attempt to cm back onto the pavement too quickly. Hold on tight Iv to the steering wheel, and take your inrw off the gas pedal. Wail until the speed of your ear has been greatly re duced; then, after making certain that your return to the pavement will not interfere with any vehicle which might be following you, cut your front wheels sharply to the left and you will be back on the pavement again. Remember, you, and onlv you. can see to it that the life-giving fluid called '"blood" is not spread upon our highways and byways. So let's strive to make our "highways happy ways'* by always carrying out the rules of -Die driving in good or bad weather. HOME SAFETY A SHORT TERM COMMUNITY HOME SAFETY PROJECT By MRS. ROBERT DELPH State Safety Chairman, Arizona Medical Society Auxiliary, Gtendale, Ariz. The Mmciiji* Comity Medical Auxiliary in Amona ha* famed out tt tee verv *ucr*-*iul safety campaup!* One m ihe m.iji.f factors in ihe sucre** ot am. wiieiy program is the existence ot a true need, Otir pro Beam has been well received because the need tor tt was there. Our siwety committee went to police de partments, tire department*, hospital emer gency rooms and welfare agencies and asked these people wlrat areas, in their opinion, needed safety aid or education. Their an swers surprised us- So many groups in our area have been concerned with various phases of iralfic safety, that police and fire officials encouraged us to put the medical auxiliary woman power to work effecting an educa tional program that their limited personnel could not conduct. These were tn the fields of poison* in the home ami water safety. Our first program was devoted to poison control. Last year mure than half a million children under five m the United States "wallowed products containing harmful sub stances, From local sources, such as hospital emergency rooms, fire departments, police and the state health department, it was indi>aied that Maricopa County had a higher than average percentage of these Although ihe State Medical Association had set up 19 poison control center* throughout the state, where antidote information was available by phone at all times, only physicians seemed In he aware of this and availed themselves of the service. Beside* our primary purpose was to prevent such accidents rather than teach definitive treatment. The safety committee from the medical auxiliary consulted early in the summer of I960 with the directors of the Arizona Potton Control Center at the University of Arizona and representatives from the Medi cal Association. A pilot program was re viewed by this group and was given their approval, as well as a pledge of cooperation. Relying on visual aids to hen impre** .lurr-ittcij ujfUenees, the auxiliary primarily u*rd 15 mm. colored slide*, which weiv tiroduced by Dr. Irving Sunshine wiio i* Technical Director of Cleveland's Academy ot Medicine Poison Control Center and Chairman r*f the American Association ot' l`*iiwn Control Center. Education Commit tee. This series oi slides was edited and iijiplementcd by the auxiliary memben and photographic minded husbands, and suit other* were produced by the Arizona I'uj- mjh Control Information Center at the Uni versity of Arizona. By this means, house hold products and certain local ornamental vnd desert plants whose toxic potential was nil common knowledge were pointed out. This lecture program, with an auxiliary member doing the narrative and another projecting slide, was given to P.T.A. meet ings. groups of baby sitters, service organi sations--m fact, any group who represented parents or carers of small children. These programs included safety suggestions, a demonstration of a safety cap for medicine (xittle*, first aid instruction, the procedure for obtaining immediate medical assistance in the event of poisoning, and the function of our 19 state wide poison control centers. A booth was maintained at the Arizona State Fair for ten days and also at a 'HeaUh-o-rama" in a busy shopping center m Phoenix. Here, brochures on safety were distributed and color slides on accidental poisoning were exhibited. We succeeded in having our governor pro claim "Safety Day" m Arizona. Member* ni Maricopa County Auxiliary donned iden tifying tags and marched out to busy inter<xt ions and supermarkets throughout all towns m Maricopa County in the campaign to inform the parents of young children of the many potentially dangerous household products and the antidotes to use tor poi soning and overdoses. They distributed 5900 Ho>nr Safety <<pi*- ot "\ntidote* tor l`otonmg and tverdoses," This was such a gratifying endeavor-- :h* rmmtiess reports we received from par ent* who had used these antidote sheets m case* of emergency, usually for a neighbor-- that we repeated it this year in the Spring with 10.000 copies. Since the requests for more are tUJ pouring in, we are going to Jo n again soon. Two of the outlying towns with *mall papers reprinted our whole sheet thereby reaching man* more homes. We hope to net mure towns to do the same. Al*o a* tft ot safety day, we had a dramatic film. "One Day Possco," shown wn frirvt-KX) ca both Tucson and Phoenix channels at six o'clock in the evening. This film was produced by the Safety Council nf Canada and portrayed a day in a busy hospital emergency room wuh a number ot home accidental potstxusg*. Our second phase has been, and mil be again this year, our GEMS program. Good Emergency Mother Substitute This started ris a pilot program to be tried out only in Scottsdale, but the interest and apparent need for this sort of thing changed it from a planned course for 50 baby sitters to a graduation of 412 frees this 15 hour child care course. It is difficult to measure the accomplish ment of such a project as the GEMS. All classes were conducted by experts m their fields--all volunteers by the way. The child care units were taught by nursing in structors. The portion on poisons and acci dent prevention were presetted by a doctor and an inspector of the Phoenix Fire De partment, Pediatric first aid was presented by a pediatrician, and mouth to mouth re suscitation taught by a member of the Red Cross. Parent responsibility, such u leaving the place they can be reached and the family doctor's number, was stressed. Films of all kinds were shown, irecn "Telephone Man ners'* by the telephone company to a film from the National Safety Council called "You're in Charge." The poison and antidote slides were also showm. Mrs. Richard Tim mons, chairman of this project, found that a manual just issued by the Camp Fire Girls <( America was very helpful. These were obtained for a dollar apiece. A comprehensive examination was given ,ind diplomas issued at an impressive cere- mom. A few awards (bracelets with appro priate charms) were given to the most de serving in the class. The GEMS pledge is: "I believe that accidents do not just happen, they are caused. That the needless childhood injuries and deaths from accidents can be prevented. I will dedicate myself to the pre vention of these accidents in every way that 1 can withm my family, in my neigh borhood. and in my community." All thi* was *o well received that tire chairman. Mrs. Tkrunotu, wai swamped with telephone calls asking for name* of t,*t* of these trained baby sitters. One of our sat* testator* was among these and civmmended Mrs. Timmons for filling a great need in the valley for trained sitters. This protect will be continued this year and expended. Mrs. Timmons had a few rcggcsooesr that the courses be given to snwller groups, limited to the neighborhood, and making use ot smaller auditoriums or church hall*, m the interested tillers could get there more easily. It was also suggested that a course be conducted in Spanish for <jor many Spanish speaking people who have language didSrttltic*. Owr third project has been our private war on drowning tragedies. We call this AWAT; this stands for Safe Water Activi ties Training. Although we are a desert ttate. Phoenix receives its water supply from nearby man made lakes. As the popu lation has increased rapidly, the use of these lakes for boating, water skitng and swim ming has increased drownings and accidents alarmingly. A group of men have formed a volunteer water posse, associated with the sheriff's of fice. This group of men has virtually elimi nated boating accident deaths, but has found it harder to cope with drowning of swim mer*. The first order of business in attack ing the drowning problem was to purchase for the water safety posse a two tank re*u.*eiiator to be used right on the lake in the posse's boat. The next step was to in clude the water posse men in our booth at (he State Fair where they demonstrated the use of the restiscitator and hetped us to dis tribute thousands of water safety pamphlets in *1) its phases, swimming, boating and water skiing. The second phase of our SWAT program had to do with home pools. The Valley* of 3.1 /<?&? Vfi/tofw/ Safety Congress thr Sun tu* over 10,000 lucky owner* o( 'Aimmra* pools who enjoy Shangri-La m their own backyards. 1 he number of private pools was increasing b> *n estimated forty a week throughout the summer, ihts is tine when the proper precautions rtnrl safety measures are observed, Twenty-five ot our member? took special training from Mr. Oldham, Water Safety director of the Red Cross This training consisted ot basic rules to be observed mound and in a home pool and how to in struct mother* to icach their own and neigh bors' small children to stay afloat, to get out of a pool if thev fall in, and to help a play mate out safely. The volunteer* were also (rained in mouth to mouth resuscitation and tnc use of saiety equipment that is nrcesvary around borne pools. During the summer we at-o demonstrated the use o{ the Red Cross booklet "Teaching johnny to Swim." at a few major shopping centers. This was well publicized and well .mended We also bought and gave to each home owner this same booklet, going through :( in detail with each mother. The newspapers, TV and radio gave us a needed and willing assist by letting the pub- itc know we were available for calls, and we received an avalanche of requests from new pool owners. These e?lts were in turn relayed to the volunteer closest to the home requesting the service and a date was made for the visit. Over 100 calls were answered to homes. 17 were made to Scout Troops and quite a tew more to large groups at trailer courts and apartment houses with -wmuntng pools. None of these programs could have been carried out successfully without the wonder ful cooperation ot our newspapers and TV nations who carried a running story of each <*f these programs, providing needed pub licity and informing the public of our Mt'ety activities and available service*. We have not dropped any of these activi ties, for each one seems to fill a need in our community. W- ire continuing to show the slides and distribute more antidote -heels. We plan to help the water posse again in some way this ?ear. (They have <u<t completed a first aid dock at the most i^pular lake at their own expense, so 1 know they am use an assist.) People con tinue to need sate baby sitters and they are building still more *wimming pools. A LOCAL INVENTORY OF HOME SAFETY PROGRAMMING By NORMAN LEDGIN Managing Director, Greater Kansas City Area Safety Council, Kansas City, Mo. The contents of this paper are based on my experiences administering the home safety inventory in Lake Charles, Louisiana and surrounding communities. My role there was similar to the iob I have recently ac cepted in Kansas City, but the challenges sheeted a smaller number of people. I don't intend to discuss the details oi the home safety inventory. Instead, I will discuss the inventory- generally by tracing certain events in the admini'termg of these inventories in f.,ake Charles. Louisiana m 1958 and 1960, with particular emphasis on their very happy results. As a safety council manager with very little experience in 1958, I was groping for ways io beat the accident problems indicated by the records. In traffic safety I had the long-established annual traffic inventory to go by. Its recommendations for the commu nities I served were printed indelibly on my brain and half my waking hours were spent attempting to bring the Lake Charles area into conformity with these recommen dations. Statistically speaking, Lake Charles tt a safer place to walk and drive today became of its acceptance of a large part of the traffic inventory recommendations. When the hen safety inventory came across my desk ear. - in 1939, 1 was already Home Safely old on this method oi gauging my commanity's performance again.( recommended standards. An accounting or our program in home safety was exactly what we needed f turned to the officials--health, tire, buiid<ng departments and schools--for a large cart of the information about what they a ere doing in home safety, either through official action or educational programs. Get ting their cooperation was not always easy. The building department was a pushover because f shared thetr office at one rime. The health department of the parish (county) presented something of a chal lenge. The health educator visited me, carry ing the form he had not filled out. "I can t answer these questions," he said, "because they're ambiguous." 1 asked him to illustrate in what way they were ambiguous. He hedged a bit, and 1 took advantage of this and said, "Look, don't argue with the form, just fill it out," From that day forward we worked together beautifully. 1 turned to mv volunteer leaders--mem bers of the safety council board, and work ers in our then very loosely-knit home safety division--to get some help and in formation about home safety promotion trom hospitals, civic organizations, non governmental health and welfare agencies and other sources. I must say at this point that the dedication of persons who are allied with local and state salety councils as vol unteers is something wonderful to see. Generally they do what they're asked to do with dispatch, enthusiasm, and persistence. This tv not always true when they're asked to raise money, hut it's certainly true when they're asked to obtain support and coopera tion for the home safety inventory. There was one group from which co operation was -still necessary, and here is where l could easily have given in to frayed nerves and frustration. But as you'll see. this turned out to be the area of greatest progress and the best possible results. The group was business and industry. The in dustrial safety engineers looked upon me as ^eme kind of odd-ball when I asked them tor information about their home safety programming and their off-the-job accident experience. One industrial relations manager whose department had responsibility for safety ? ailed to tell me he wasnt' going to waste his time with the form because his plant and us empiovees had no itnmc accident t.rphkms When I began to imply gently that he was either an ignoramus or a itar, lie emphasized (he position he had taken by fianging up on me. Tears later he literally begged our office for help in off-the-job programming. Another man, a personnel di rector with safety responsibilities, illustrated his lack of interest in off-the-job activity generally by spoofing auto seat belts. Within -econdj, 1 had on my desk the complete case history of a traffic accident that had xturred a few months earlier in which one of his employees was killed when she wa thrown from her car. Mosr of the plants cooperated in this first ieetie attempt--our involvement in the 1938 home safety inventory. By urging them to dig into their records, we helped them to team just how big a problem off-the-job accidents represented. They were stunned by the revelation. Those that had no records were frankly embarrassed by this and im mediately began keeping such record.-. Tin-* tint bit of taet-gathenng gave us new con tacts and made us aware of the resources available in the community to fight home accidents When the recommendations came back, they spelled out a desirable organizational pattern for our home safety division. Not only did we use this pattern to rcpopulate this division, we also used the principle it represented to enlist the manpower for our newly-formed recreation traffic divisions, The pattern simply emphasized the need for and desirability of having in the Division representative* of every one of the agencies in any war responsible for home safety programming and activity in the community. These included the governmental and non governmental agencies, hospitals, civic groups, and industrial plants. All of it made sense, but it had never really occurred to u* before. In presenting the 1938 home safety in ventory report, an evaluation of what we were doing and what we might be doing was made at two meetings. One was a public presentation involving the officials. The other was a private meeting of industrial safety personnel in the community. It w-as held at ..tie ui the plants and Miss Doris Mersdorf. senior home consultant ot the National Safety Council staff, told these industrial people why their help was needed. 1942 Ara/ica/ Safety Congress It soon became apparent that the addition of industrial people to our home ratetx disision was the most vital change we were to make. The industrial member* of thu divi sion formed a jubcommittre co pursue the possibilities of stimulating greater oft-thejob activity in the community Standards for reporttng aff-the-job accidents were studied carefully, and the programs and ex perience of pioneer eompanie*. inch a* duPcnt, were wiewri, What n believed to be the first successful otf-the-jcb safety contest anjishere was by 1%0 blueprinted for the industries of the Lake Charles are*. Let me make this point clear. Most local safety organizations receive the large*! share <ot their financial support irom industry Some of us on the local level have been so bold as to ask industrial officers why they support us. Never have 1 heard an industrial giver y that it was because he expected the safety council to provide service and assistance in fighting the on-the-job accident problem. I'm not saying that there are not some industrial people in this country who expect such help- My fellow safety council executives tell me there are many. 1 just haven't met any, and I've talked to quite a few. The feeling has always run along these tines: that tn some way the safety council win help to make the community a safer place in which to travel, live and play. This, they have felt, will help create a better climate of safety for their employees off the job. This has been all that they have ever said to me, and in reality, this is almost all that a local safety organisation can usefully do lor them. The involvement of their own plant personnel u the off-the-job picture ran also be viewed from these two stand points of logic: 1. The community accident prevention program needs ail the help it can get, and the industrial safety engineer* in the aggre gate represent a might?' potent force. 2. If they bother to probe deep enough, most plants will find they are losing more money from off-the-job accidents that occur to their employee* than from on-the-job accidents. About the time we were ready to move with both feet into the off-the-job picture, the film "Everywhere, .All the Time" was released, and the National Safety Council published a report called "The Challenge to Management of Qft-the-jfeb Accidents." We railed a meeting of industrial managers, mowed them the film, and asked them to lake home the report and read it We urged them to do three things; 1. To enter the ofi-ihe-iob contest we had developed and report to us monthly on the hit-time off-the-job aeddent experience of .ill their employees, including salaried per- -otmel 2. To devote more time to home, traffic, snd recreational safety m their employee meetings. To help them in planning their program*, we (ievcluitd a Catalog of free, loan films and a booklet listing available speakers in the area. .i To purchase from ti.e safety council. carefully prepared leaflet*. ut> specific offthe-job problem* as shown h> the accident reports, and to distribute these leaflets to their employees. We told them frankly that we would settle r'or their simply entering the contest. They did this, without exception, because they truly felt that their ufctv council was non giving them a service they couldn't get any where else. The competitive spirit grew, and the off-the-job programming grew. All of them wanted the leaflets, and an imrest was developed in perhaps the best off-the-job ttem ever published, the quarterly magazine, "Family Safety.'* which a number of them purchased for their employees through our ijfiice. About the same time, we launched our contest and leaflet program (the winter of 1060-61), we were moving into reporting for the I960 home safety inventory, the industrial attitude was very different this time. The plant safety directors were now proud to report what they were doing. More recently, the safety' director of the largest company In our area showed me where our off-the-job program stimulation had helped his lost-time injuries drop from 90 in 1960 to 49. in 1961 with savings to the company of more than $12,000 t was, therefore, able to convince him this year to invest further In off-the-job safety by joining other com panies in subscribing to "Family Safety" magazine for all of his employees. The only weakness in the follow-up of ihe home safety inventory failure to bring about dramatic progress on the 36 Home Safety njHciar level. There was an upgrading of fire and health department xofwtV, as welt as programming in the schools, but when I left Lake Charles there was still no housing code, nor was there a fire prevention bureau. I recommend strongly {fiat on the subject of home safely there be a coordinating com mittee of these officials is every medium and large city, just as u encouraged among officials with traffic responsibilities. Only the home safety inventory has been able to illustrate to us how little we know, where we can find out what we don't know-, and what we can do in an organized way about home accidents. Looking at the facts can even be a dramatic experience. For invtance, one would guess that in any com munity the greatest accident problem from the standpoint of fatalities is traffic. This picture it subject to occasional variation. itowcvei. in 1961, while 22 persons in Laicatiett Parish m Louisiana died in traffic accidents, Z? died ui home accidents. As you ,ire probably already aware, crippling home injuries traditionally <,utnumber traffic in times, but we don t read about them m auc newspapers so often. The world crises our nation has been fac ing recently illustrate die need, more than ever before, for everv precious resource being utilised to keep our nation and its :;sals alive and strong. Carelessness and Accidents make us weak and place a serious drain on our resources and ability to cope with the important challenges of life in our shrinking world. We in accident prevention must be more scientific and sett-examining in our approach to our jobs because, in view yf serious international ernes our jobs Income more significant every da*. TESTING THE EFFECTS OF SAFETY EDUCATION IN A COMMUNITY Bt USEL LOWEN Public Health Educator, Child Injury Prevention Project Rockland County Health Department. New York, M, Y. The purpose ot the Rockland County Project t$ to test the effect of public health education on the incidence of accidental inlurv to young children through a controlled study. The project will cover a three and a half year period and is financed by a grant from the National Institutes of Health, later transferred to the U.S.P.H.S. The study encompasses 8,100 children from birth to six years of age, with half of them living in the study area and half in the control area. The study group is receiving systematic, intensive education, the control group is not, A buffer zone divides the two groups to prevent the inadvertent spread of health information from one group to the other. Data on accidental injuries arc being col lected for both of these groups to cover the periods before, during and after education. The results will be measured by observing differences in injury rates between the study and control group following an intensive one and a half year educational effort, t- Planning the study--Functions of: (a) the Technical Advisory Committee, (b) the Medical Advisory Committee, and Cel the (education Advisory Committee. II Sfenjie aspects of the study-- I, Thorough planning for valid re sults. 2- Reporting and checking systems which allow for detailed analysis oi every pha*e of the study, J. Maintaining interest among physi cians and among 300 Iay4caders. 4. Three tactori which required spe cial consideration and adaptation, la) The existence m a control group i7 1962 National Softly Congress (b) The rapid population growth I'd Working with parents of young children, whose time <$ taxed to the limit, 2, A devoted, enthusiastic staff--essen tial for effective research III, How the study is earned on J, Data collecting and tabulation. A Education (a) Methods and materials employ ed--the key word: participation I'b) Recruiting 300 neighborhood team leader* (c) Training ox team leaders <d) The program m action (e) Response. HOME SAFETY TALKS NEED NOT BE DULL By PHILIP PAt-ASKE Program Associate, Metropolitan Safety Council. Denver, Colo. Have you ever been in a leaky boat? You are naturally frustrated about what should be done first. It isn't dearth of action to be taken, but what should be done first. Two years ago l suffered from this same feeling in regard to our approach on home safety, ft was evident from the grim sta tistics that something most be done--but, what should be the first action? Our statistical study on home accidents and fatalities pointed out many things about that domain known as "otan's eastle"--home. It was far from the secure place he be lieved it to be: yet. very little was being done to scale the wall and sound the alarm --to create as awakening awareness. Is a larger sens*, that is all we can do, as we hare no right going into the ered confines of the castle. The motives behind the positive and ex tremely popular program we developed were out of sheer necessity. All too often you hear the reference, "Safety is hard to sdJ-- Indeed, most often you ao't give h away." Our home safety demonstration i* befog bought, and no sides pitch is necessary, T must admit lo my shortcomings at the rostrum, the speakers table, the mike, or cm the soap-box. 1 needed a gimmick, or an approach that conveyed what 1 wax con cerned about in a manner that was accept able, a manner in which I could project myself and my spiel. Thus was boro the home demonstration. It is fun to do; it becomes quite entertaining to those viewing, and with a tight facetious treatment, a >enoui area of safety neglect is covered and the message it acro`* I feel more satetv t tain home by the newer*, of the demonstration in this unique manner ot presentation. I'm sure they often *v to themselves, "Remember what that crazy nut did ?" or "Didn't that safety coun cil guy in the silly clothes mention this?" They can call me anything, or laugh or chuckle in reflection; as long as they get the message and take it been*. that's all we are after. The Horae Safety DtsKsstration centers around a large gracing which can be filled wrth a multitude of hems Just walk around *xxzr Scene w-fo a gunny sack and nart fifing it up with almost anything, and you have a sack foQ of visual aids for a safety difiimcmnaratxa. The demonstration is extremely Srxibk It can run for a few ausotes or for hnurv a can be for pre school taoeberv vaictr counselors, men, Araigped to rcadb for tesor citizen groups, bat expwoded to rmrr many home group* and areas How does h work' Easy Talking to a Goldes Age club* Cram the aek full of r?tsm they are eoocemed about--medicines, grab rads, throw rag*. bath mats, floor poles, electrical cords, etc --items that cause their accidents Talking to a group of men VaC gahUearisns: Bail, Ml 11. WU. &B.U am few brums safety pamphlet* designed especially toe the mla dtliee, iw s starter, fcnaf thrmngh them ojad fill year seek with the Kants gfaranMutf end pictured 38 Home Safety from an industrial plant? Easy. Into the Mek could go all the power tools, mowers, etc, but it wouldn't hold many of them. Instead, put in a few tike mushroomed chisels, broken and rusted tools, glass bottles, paint, poisons, garage-basement-closet-stair way items, plus a lot of `repeaters' everyone should be concerned about. One Important caution: Every item pulled out of the grab-bag has a message in some respect. Seme are don'ts, others do's; some are positive, others negative. Make sure the bag contains a good sprinkling of positive suggestions, such as the miniature display of % safety medicine cabinet, or the two foot tong cords to replace the six foot and nine foot cords that are on all kitchen appli ances, or a grab rail for the bathroom or bedroom, or a good stout fancy eane with a rubber tip I open the demonstrating bv getting `ready' to talk on home safety; 1 don the girlish loose-rifting bathrobe with the long lacy frills and put on the fancy night cap with curlers. It's easy aitcr that; you have gotten their attention and the atmosphere is gayer. lighter, and very receptive for giving them both barrels -- without their really knowing it The repertoire is light spiced with humorous incidents relative to the articles shown; statistics flow at a steady, but not over-pow'ering or boring rate. They get surprises all along the line and after a bit you can see them actually bending over with you to pull out the next item. What surprises? The fancy lace unsafe trimmings on the robe at the proper time magically pull off (they are attached by small snaps). To emphasis "abuse and mis use" in relation to alt appliances, toots, and machinery*, 1 have a tool Hint used in 1894 and still being used for its only purpose ot pulling baby teeth, or the crochet covered metal coat hanger routine, or the informative routine about the cane. Popular grab-bag items will just naturally be enlarged upon. With the senior citizen groups, I top it off by referring them to the set of NSC pamphlets especially designed for them. I inform them that practically everything 1 did would be pictured or mentioned in the pamphlets, and they alt receive a set. This is one time l know they will be read; they weren't told to read them; they weren't preached at; yet I wax on the soap-box all ihe time, lecturing for all I was worth, and they were buying safety. It is great fun; it is doing a job, and t'm pleased that this particular chore' falls to me. Try it with your groups; give it jour own twist; it will work. We are changing and experimenting with it all the time--for example, using colored slides on poisons tor pre-school mothers can be an integral part of a home demomtraiion. Recently, we became the main attraction and actually billed our demonstration as a show. We were featured at a three-day Senior Citizen Health Fair, giving three one-hour shows lo an audience of 400 won derful people Audience participation with the senior citizen groups is a natural, 1 have had 45 minute programs run to hours--they just would not quit! In safety we have all experienced the slipping audience, those who quietly get up and slip out part way through. Put on a home demonstration and you wilt change the experience to one of slipping forward; people do not get up to slip out. hut to slide into a seat farther up front, so they won't miSi a thing! 39 1962 National Safety Congress WHAT THE GENERAL PRACTITIONER KNOWS ABOUT PREVENTING HOME ACCIDENTS By DR. JULIUS M. KOWALSKI Princeton, III. The observant general practitioner is if* an enviable position for knowing his patient And his relation to his tamilv. He i aware of the sibling nvairv m the family and knows he -uOtfe anrniiisitie* between the adults, iather and mother, grandparents, and other well-meaning persons. He sees the ex pressions of love, attention and downright cruelty in the family; he knows that some children are readily accepted and others, for -reminglv unknown reasons, are rejected. He is in a prnon to evaluate maturity and leadership in the family unit, or lack of it He is aware of instability in the parents which is often reflected as apprehension in the children. Apprehension leads in anxiety and is a Ciiunterpari m insecurity; from this state may arise behavior which manifests itself in uncontrollable boldness or excessive timidity. This boldness we recognize in later life as cuunge, a commendable attribute in enter* gene?' situations. Timidity, on the other hand, arising from (he same stem of in* security, leads to excessive shyness and an introverted type of person who is almost afraid of his own shadow and fear(ul o( the `lightest calculated risk of which norma! lit mg is a part. Perhaps the boldness cart be illustrated in the young chap who repeatedly skins his knees upon a gravel drive by making sharp turns with his bike. He has been injured before and he knows that his mother will come to his rescue. He will be given atten tion and, at least momentarily, can have the family affection and attention recently taken from him and transferred to a newly ar rived baby sister. There are individuals, too, whom we call "accident prone." These, in my opinion, are persons with definite mental illness, though one may quickly categorize them as awk ward, tangle-foot, stupid or some other hastily conceived appellation. The mental ill ness of which I speak is the impelling desire for recognition, which is important and necessary la all of us. This is exemplified hi tf.u nuit> isunmendable act* we do m our ci cry day live**, hoping to please, to be 'rcnyntrrd nr to gain a feeling nt warmth from other*. If. for A^rr'e rra>iH, tbi* cannot be aceoroplished, or if some frustrating block Is put ttt the wav, an individual who is unable to mpe vrith the situation ituv gel attention hv performing acts unacceptable m our -K-iety, He will m K>mc manner aecom- > plish his abjective. He can stand out; he can say, "Look at me. 1 have cut my fin ger." He wants this sense of identification of standing out. be it for good or for bad- There art also parents who strive for recognition by unconsciously perhaps, but still wilfully, allowing their children to be come hurt by some accidental means so that the child and the family become the focus of attention. A condition which we see daily is small children standing on the front scats of fast moving automobiles; surely any thinking parent woald know that if a sudden stop were necessary, the child could catapult through the windshield. The same parents nill drive about in their cars without lock ing the doors from the inside, exposing their children to the hazards of being thrown from the car. A youngster sitting upon a window sill of a home, leaning against a flimsy screen, border* on the criminal and yet this can be viewed almost daily in many towns during the warm weather. The development of neighborhood and private home swimming pools brings to mind the subject of water safely. Each summer the daily press reports all too many cases of young children found drowned in the swimming or wading pool. Certainly this is paternal negligence of the first order. Obviously, I have come here this after noon to condemn parents and not to praise them. There are too many delinquent adult*, lacking In responsibility to themselves, their aldren and their community. If we are to fathom all the ramification* m this complex problem, we will need the assistance of all 40 { j f , I Home Safety our colleagues in the fields of psychiatry and psychology. There is no doubt that children must team by trial and error, but within certain limits. Every child must know what is hot and what is cold, what is sharp and what is not, what is bitter and what is sweet. Ko amount of explaining can possibly make this clear to him, and there will be times when some Mood will dnp and some anguished cries will be heard. There is hardly one of us who does not have some small scar or nick upon hit hands, head nr other parts of the anatomy which he well remembers having occurred in early childhood. This is alt part of the normal learning process. Over-pro tection cn the part of adults is detrimental too. The over-protective parent will not have a well-rounded child, one who is capable ot facing life's challenges which are many and often cruel harsh. At tins point, I would like to describe a few accident cases seen in my practice and the relationships which I believe are haste to these misfortunes; I want to show how easily they could be written off as "simply an accident." Let me ask you what you would think about a lady who lias cut her hands four timet ia one year while drying water glasses. This is a kindly, old lady who is al ways neat m appearance and a lovable soul. Though several sutures were necessary each time, healing was uneventful. The recur rence of simitar accidents could hardly be laid to her deflate crystal. Someone not knowing this woman was married to what lad now become a grumpy, inattentive hus band could hardly understand the motive behind these accidents. Or let us consider tlie Itousewife who somehow manages to cut her finger each lime she is preparing a meal for a houseful of company. She prepares meals daily with out mishaps, but every' time out-of-town guests arrive, who have not visited recently, she manages to cut her finger. Surely this could be explained on the basis of haste, lack of attention to her work or poor plan ning. Actually, someone who knows this per son as well as the family physician sees In the accident an excellent opportunity for atten tion seeking. Another example is the mother wno leaves a full bottle of aspirin within the reach of a three year old son white she watches her favorite TV pro. gram ior a lull half-hour. This is thought lessness at its height. Then there is the young married woman who has sprained her ankle three times in eight weeks on the walk beside her own home, with which she should be thoroughly familiar. It is true that this walk is some what irregular, but countless individuals, voung and old. traverse it daily without spraining an ankle or suffering a tall One would he apt to dismiss this ca*e as indeed umommatc {unlucky would b a better term), but only one ultimately associated with the tamilv could understand a basic motive. These sprained ankles occur each time after her husband, who ha* turned out tr. lie most disappointing to her, has gone on another drinking bout. \nother aspect of home accidents is the innumerable conveniences and almost auto matic method* of running a home ft i> definitely known from the study of aircraft accidents that some accidents occur because there is too much automation in the cockpit. This leads to inattention and inattention is a prelude to accidents. This i* also true of wr high-speed turnpikes where the motorist can travel mile after mile on smooth pave ment without considering crossings, lights or pedestrians. He simply becomes compla cent and at high speeds this is dangerous. In answer to wiiat a general practitioner kfp>ws about preventing home accidents. 1 wish to state that numerous compaigns, ad monitions. the fine press, radio and T V cov erage of National Safety Council statistics and tips have probably done more to safe guard the population than anything else. At Iht* point, mention should be made of present day medications, particularly those for children. We all remember from our childhood that medicine was noxious stuff and often we would not admit we were ill. for the treatment was worse than the illness. Today we flavor, sweeten and do everything io make medications appealing to children. This is known as patient acceptability- in the pharmaceutical trade and certainly, it ts commendable. For those of us who are charged with the responsibility of adminis tering medication to a child who is not eat ing well, is feverish or irritable, it is mo*t gratifying to have effective medication, ac ceptable to him. 41 iW*2 Sational Safety Congress To tell a child that a flavored, colored and -ocket or having a bare wire exposed in palatable aspirin a candy is a verba] bribe; electrical equipment, o a short circuit or when this same medication is left within his electrical shock is imminent, should not be reach, why should he not help himself to tolerated. some candy, the very thing that brought him praise just a few days before when he was til. AM medications should definitely be kept under lock and key. ft is surprising bow a three or four jear old can manage to climb to the highest shelf or open the most warped cupboard door to ferret out these delicacies. Furthermore, the medication* ot today are far more potent tln those of 15 or 20 years ago; many in use todav were unknown then. They are like a two-edged sword, in that for a specific iMnc's thev produce desirable effects, hut offer definite harm in the case of over-dosage. I recall a Heme where there were so many cords attached to one outlet that not even (he father knew which went where, one ^uch plug was left unattended and a two sear old placed it in his mouth and received a life disabling wound to his tongue, mouth and lower jaw. Yes, we must allow our children to experiment, but under adrquate $upervi*ion and with a minimum of anxiety the part of adults. The thoroughly trained dog* in the U. S. Army Canine Corp can perform almost un believable feats simply by hand signals or nine verbal commands. No relationship Another group of substances found in the should be drawn here between children and average home today are the chemicals and dogs, but I wish to bring out the fact that poisons. Years ago, youngsters were ait rhcc nine verh.il command* plu* voice in familiar with such deadly things as arsenate flection are all that is necevmr*. (f a parent of lead, strychnine and several others. But in supervising his child is continually nag today the number of chemicals that are ging and showing apprehension in his voice, available and used in and about the home it will definitely affect the child's learning far exceed any heretofore. The poisons, in process, secticides, pesticides and fertilizers are all lethal substances. Even the shampoos and detergents which are readily accessible in the bathroom or under the sink can be deadly. All these tilings should be properly labeled and none of them used by adults, unless the directions for use and the anti dotes in the event of accidental poisoning are noted Needless to say, they should be kept under lock and key. i wish to add my observation that the schools, the National Safety Council and the American Automobile Association are leaching our children to cross streets and be traffic conscious; 1 am sure that this train ing wilt reflect in a reduction of injuries and deaths in the years to come. Another subject that needs mention is the fact that most families are now finding time to engage in outdoor activity. One which As further aid to the prevention of home fakes an unnecessary toll of lives is wafer accidents, it would be well to emphasize activity. It is my conviction that every child >rderhnc By this i do not mean that the vho is able to walk should at that age, also house must be f>ic and span with every be tnught to swim. For those parents who knick-knack always in place: home cleaning .ire not the best teachers in this respect, the can become a ietish. One need not be re American Red Cross, the YMCA. Boy minded that sharp toots and electrical equip Scouts, Camp Fire Girls, 4-K groups and ment, which can be readily triggered, must nany other youth and fraternal organiza be kept out of the reach of children or tions have a sincere interest in this activity disconnected when not in use. The use of and offer help. All youngsters should team numerous electrical cords from a single to swim. Hot Safety WHAT YOUR PEDIATRICIAN KNOWS ABOUT PREVENTING ACCIDENTS TO CHILDREN By DR. JAY MORRIS ARENA Profeasor of Pediatrics, Director, Poison Control Center Duke University Medical Center, Durham, N- - Contrary to popular belief, the majority of accidents involving children occur at home. Since more children die from acci dents than trom any dtase, the magnitude of home accidents in the over-all health picture or children cannot be minimized. One typical survey of a hospital emergency room service revealed that approximately three of evert* four childhood injuries treated at this facility originated tn the home. Similar estimates from other sources vary, but 60 per cent can be regarded as a reasonably accurate average. Fatality reports also emphasize the im portance of home accidents, especially within the toddler age group. In 1950. there were 4,(W1 accidental deaths in the age range one-four years Of these, 2,565 resulted from a home accident. This figure repre sents almost half the accidental deaths due to influenza and pneumonia, the leading r*u**t* of deaths front disea.-e in this age group. Maximum exposure to numerous potential hazards accounts tor the high percentage of toddler home accidents. With increasing age. maturation, diversification of exposures and other important factors, the older child experiences Jess difficulty at home, as well a* leas mortality and morbidity from ail forms of accident*. The importance of recognizing that a child is a constantly dunging organism with constantly shifting environmental influences cannot be over emphasized. The changing pattern of the causes of accidental death with age makes it imperative that preventive measures be considered within this frame of reference. (See Table) In the preschool group (to four years), home accidents (about 70 per cent) con tribute much more significantly to the over all accident mortality than do motor-vehicle accidents fabout 22 per cent), and over half of these latter deaths involved pedestrians. Home and adjacent areas are the Important environmental factor* in early childhood ac- ritlems and are the preponderant source of injury. The motor vehicle is not the major factor in this age group. ACCIDENTAL. DEATHS BT AGE, 1M0 AlPl eMdoetsotrriaVneshicles Bicycles All Causes 0-4 5-14 2, TOO m s,wo tV*4 9,145000 40 13.400 SON-FATAL, ACCIDENTS BT ACC, 1SS* 'iotor-Vehlcl# Horn* Boys are imolved m a disproportionate number oi injuries--almost twice as many as the injuries to girls- This disproportion begins shortly after the first year of life and increases thereafter. In the age group to to 14, the boys have almost three times xt many injuries as girls. The frequency of injury among both sexes is far greater than had previously been estimated- Among males under 15 years, four out of 10 suffer some sort of accidental injury each year. Among females, the casualty incidence is two out of 10. There ace marked difference* between in juries which produce death and those which children survive. The significance of thee differences become? apparent when plans for preventive programs are considered. Analysis of death certificates shows motor vehicle accidents, drowning, fires and explosions, and obstruction and suffocation as the four major accident categories in whicn children are involved. When morbidity data are examined; falts, cutting and piercing instru ment injuries. Wows from objects, and ani mal bites are the major types of accidents to be considered. Motor vehicles are fifth. The group 5 to 14 years old shows a reduction in total accident mortality, with almost all the change deriving from a marked drop m deaths due to Home acci- 43 Xahonat Safety Kongrtss dents. The annual motor-vehicle mortality Irops slightly, with a lowering of the per centage oi pedestrian fatalities, The lessen ing influence or immediair vmirnmnent is apparent, Motor-vehicle deaths during the een-age years are highest, and almost all I them involve drivers or passengers, nnt pedestrian*. Motor vehicles account for about "0 per cent of the total accidental deaths in this group--exactly opposite from the situation of the 0-4 year age group. Data for nonfatal accidents also demon strate the shifting environmental influences on this changing organism. Estimated home accidents fall off sharply with age; motorvehicle accidents increase alarmingly. it is inevitable that our children be con stantly exposed to potential dangers. To deny the existence of such dangers is un realistic; to create an artificial environment without danger is impractical. We must eventually teach our children to cope with these dangers. During infancy, parental and environmeni*l protection is essential. A* the infant progresses through the various stages of maturation crawling, pulling up. walking, climbing, exploring, etc., parental omnipres ence ceases to guarantee safety. All too often, however, a mother's fears of danger prevent her relating potential hasard to a child's developing capacities, and her pro tective role becomes over-protective and re strictive to the child. Overprotection will work for a while, but inevitably the child mil reach a point when he escapes from if, and then tragedv mav stoke. The child is little prepared when he ultimately faces danger. Although basic precautions should be taken, the home cannot be made accident proof. It is impossible for parental observa tion to guarantee safety for toddlers. Dis cipline, especially the discipline of obedience, rapidly becomes the only reliable method of insuring protection. Learning obedience must be started early in life, even before the first birthday. Expectations must be within the limits of each child's ability, not excessive in number, fairly consistent and enforced. Discipline is not synonymous with punish ment. Discipline is setting limns on behavior and maintaining these limits through educa tion, parental example, encouragement, co uperation. insistence, temporary isolation if necessary, and sometimes punishment. The following child safety suggestions can protect the lives of your children if they become rules of your own: 1. Discipline is an important safety tool, especially the discipline of obedience. I, Baby-proof your home by removing booby traps. 2 Ask what you would need to do if >ou are going to leave baby alone for an hour. 4 Children want to obey and expect the leadership of rules. $ Tell the truth, ft f^ation your commands. ", Enforce your commands. W Be consistent. Parents should agree on command-, 10. Pumsh the child in some appropriate manner when he violate* obedience rules, II. Don't set goals too high to reach. 12. Forbid dangerous games, tricks, sports. 13. Make .sure children understand your meanings. 14. Reward obedience. 15. Love is effective discipline. 16. Make cars safe inside. 17- Drive safety to make them safe out<ide. IS. Love and enjoy your children. Their response is effective discipline. Poittming m Children The causes of poisoning are many, acci dental and deliberate, civilian and industrial. Some form of poison accounts for more than 500,000 cases a year, with approximately 1,500 deaths. (It has been estimated that there are over 200 incidents of poisoning for each fatality.) About half the deaths arc accidental, with one-third (over 500) oc curring in children. The last vital statistics report listed 1,431 accidental deaths from solids and liquids, 1,163 from gases and >.apors. Thee are rather somber statistics for a u of injury and death which i* known to be largely preventable. Poisoning is now the most common meatad emergency among young children: child deaths exceed those from polio, mea?le*. *tarlet fever and diphtheria combined. Chil dren icam by exploration, questioning, jam- 44 Home Safety pltng and trial and error, and are constantly exposed to the more than quarter million products and myriads of drugs now avail able and often present in the home. It is not surprising then that not many days pas* without the busy practitioner or pediatrician getting one or more irantie calls from a distraught parent saving, "Johnny has just taken--what shall 1 dor'* The prevention oi poisoning requires pro tection. as well as education Although pro tection is paramount in the age group most frequent!)* unsolved, children under five, effective educational experiences adapted to the child's level of development may lurther decrease the risk. Parents can profit even more from education. The physician has an unparalleled opportunity during borne visits, tor whatever purpose, to observe exist ing haxards. to pinpoint them, and to advise and motivate the family to eliminate themUnlike other factors, the physical environ ment can easily be altered and made safer for children. Parents need the advice and counsel from a physician whom they know and respect about the maintenance ot safetyprecautions in and about the home. The physician's waiting room should in clude information and reliable health educa tion literature and visual aids on the occur rence and prevention of accidental household and drug poisoning. The educational use of a house check list of poisons' hazards mav succeed with those deaf to other warn ing*. All medicines should be kept m a locked closet, no inflammable liquids and no cleaning or polishing materials should be placed on lower shrives or floors, and there should be no penny-pinching saving of sol vents and insecticides in pop bottles. The solution is both manifold and com plex. The following measures, among others, are needed and worth striving for: !. Enforcement of the Uniform Hazard ous Substance Act. 2 The use of safety closures for drug* .md poisonous household agents. Safetv caps lire not fool proof by any means. Children will at time* circumvent any and all pre cautionary measure*- Vet, for each child successful m removing the grip-tight cap. there are many who are unable to do so. The general use of safety closures is another preventive measure of immense importance that should be installed without undue.ex|ten*e by the drug and chemical industry. 3 A greater effort by physicians on the local level. 4 Education of lay-men, children, physi cians, and particularly manufacturers to their responsibility to the public health and safety regarding their productS- 2, Drugs should be given to children only a* a matter of fact; it should not be made part of a game. They should never be bnbed by referring to it as candy. 6. The establishment of more properly functioning Poison Control Centers. The*? centers perform a vital public health service. }.ut the problem wiil not be solved until every housewife creates her own prevention center at home. The American home today U a hazard instead of a haven, and it is paramount far prevention of these tragic accidents, that children must be protected. 45 S'ishonni Safety Congress WHAT THE GERONTOLOGIST KNOWS ABOUT PREVENTING ACCIDENTS TO THE ELDERLY By DR. W. W. BAUER Director Emeritus, Health Education Div. American Medical Assn., Chicago, III. Statistically, we know that the accident problem among the elderly u a big one. According to National Satety Council fig ures, accidents are vixth among causes in death in persons 65 years or older, being exceeded only by heart disease, vascular lesions, cancer, general arterial sclerosis, and pneumonia. Significantly, the firs? four ot the causes ot' death among older persons may also be contributory to the high acci dent rate. Heart diseases, tabular lesions, weaknesses and impairments due to <"ncer, and the effects ot general arterial sclerosis nay all operate to impair the agility, the strength, and the coordination of the elderly. While persons over 65 years compme only nine per cent of the total population, they account for 28 per cent of all accidental deaths, 20 per cent of all bed disabling in juries, and lit per cent of all hospitalized accident patients, .ist well as II per cent ot the medical costs of accidents. The most spectacular accidents among the elderly are those which involve fractures or the hip often due apparently to very slight falls. In many instances it is problematical whether the fracture caused the fall or the fall caused the fracture, since many of these j ractures occur in perrons with weakened (ones and tend, in some instances, to show a familiar prevalence o? a similar type of accident or fracture The frequent difficul ties encountered m the healing of such fractures, even with modern surgical inter vention, point further to the possibility of a pre-existing bone disease. St is probable, although it is difficult to prove, that the proportion of perron* 65 tears and older admitted to hospitals be cause of accidental injuries is higher than that ol any other age group. A California health survey has shown that persons 65 ,ears and older had 109 hospital admissions per thousand population, as contrasted with per thousand in the age groups 45 to 64 ;tnd the average for all ages of 71 per thousand. The same survey indicated that the older persons also tend to remain in hospital longer because of slower or even .crested progress toward recovery. Older persons are susceptible to all kinds of accident*, from traffic casualties to those which occur in the private home, it is obvious that the elderly person who is slowed up by physical infirmity i* more likely to be hit by motor vehicles. He is also likely to be more seriously injured, ff, in addition to his physical frailty, he suffers from hear ing defects, impaired eyesight or mental confusion, his liability to accidents on the public highway is thereby obviously in creased Vet, despite this greater liability to public accidents, persons over 65 suffer 53 per cent of their accidental casualties in private homes, 19 per cent in public places, 5 per cent at work, and 23 per cent in various types of motor vehicle accidents. "Safe at home" is often a grim mockery. Falling '$ among the leading causes of death and injury, accounting for 54 per :em of the fatality in this age group. Three out of four of these falls have been tn private home*. Forty-three per cent of the total motor vehicle deaths among the group f'ver 65 are pedestrians- Other causes in clude fire, asphyxiation, and accidental poi soning. So much has been published about the ways ot keeping older people safe, 1 fear much of what 1 am saying will be old hat. Vet, the very fact that accidental injuries to older persons persist and increase, should be indication that the preventive measures have not been fully put into effect. Perhaps, the first requisite for the desired improvement in accidental casualties among the elderly is to convince aging persons tbrmvivev that they need to exerase special care. Most persons resent growing old; (hey try to hide the evidences of advancing age as long as they possibly can, at least until they reach an age when they* can begin to boast about how old they are. An essential first step, therefore, would 46 Rome Safety verm io be the development of an awareness in elderly persons themselves of their grow ing limitations. This wilt not be an easv task because of the natural resentment of the individual at accepting (he fact that hi* efficiency ts being lowered by the passage of time. A continuous, tactful program in health education will be the solution to this problem, and it is going to take time. It will not be done overnight. Until we can convince aging persons that they must be more careful, there is little point to the precautions which have been prescribed as a means ot reducing casualties among older persons. I should like to call vouf attention to an important publication os the National Safety Council entitled. "A Daren Ways to Keep Grandma or Urandpa Safe." Most of the suggestion* in this pamphlet lave been made many times, but here they are consolidated into small space and the pamphlet itself can profitably be put into the hands of individuals wno are responsible for the health and safety of the elderly. 1 am a little disposed to the opmioo that the pamphlet would be more effective among the elderly themselves if it did not so obviously imply that Grandma and Grandpa have to be kept safe. Hie best way to keep then sale is to teach them how to keep themselves safe, Let me call vour attention, briefly, to some of the wav* m which elderly people get into trouble. They take the wrong kind of medicines, especially at night, or they take too much, it has been suggested that the cork or stopper be fastened with glue or tape or that a bit of sandpaper be fastened around the bottle or around the stopper. This is good as far as it goes; where older persons with tailing eyesight or a tendency to absentmindednesi require medication, it would be even safer to keep this medication under the control of somcceie other than the individual himself. The Visiting Kune Service of Xew York studied 202 elderly patienu and found that nine per cent of the records included in stances of mediation errors. Patients con fused medicines or took the wrong quanti ties or took drugs inconsistent with medical orders or used inadequate doses. The pa tients in the group studies averaged 1.5 errors each, and only two-fifths of the group made no errors at alL When those who made no errors were eliminated from the lutal number of pa tients, the a .rage of errors per patient increased to 2.6. One patient made as many .* 11 errors, and five per cent of the entire group made between five and 11 errors The must common error is the omission ot medi cations, but multiple prescriptions also create a difficult situation. It is important to keep vuch patients under close supervision and to be sure they are queried regutarly about what they are doing or intend to do regard ing medication. An important group of safeguards for elderly persons ts that which takes into con sideration their weakened muscles and their tack of coordination. There ts. for example, the so-called pole jack which ts a modifica tion of the fioor to ceiling lamp fixtures to which i, attached a handgrip by which a person can help to puli himxii up frocn an easy chair to a standing po-ture without los ing his balance and suffering a falL Oosely allied to this is the handrail along lengthy corridors and the various bathtub satety grips fastened either to the wall or to the rim of the tub. Toilet seat safety bars are helpful, too. The safety seat for the bathtub solves the problem of slipping and /ailing. Every bathtub, not only /or the elderly, should hare a non-skid safety mat it the tub is used as a shower. An important factor in safety among the elderly is illumination at night. Every older person should have a night light in his bedroom, and the corridors leading to the bathroom should also be illuminated. If there ate open stain, a gate across the top wilt save a possible tumble. Any stairs that have to be negotiated at night should be thoroughly illuminated- One of the ben types of illumination is that whidi is at stair-tread level, thus making it easy tor the individual to see where he is stepping. Reaching frequently results in falls. Here the solution may be a homemade pick-up stick, such as is used by public park em ployees in gathering waste paper. This may have a spike at one end and a magnet at the other for picking up different kinds of objects which may be out of reach on the floor, damp devices an sticks, used in many shops, add safely when high sheives must be reached. A cane is a great help to an elderly per* 47 10A? Xutumal .S'j/i'fv Congrest n>n It terve* u a Hurd leg and a balancer, ,md it can also be used to lend a bit ot tlourish to the style of the elderly individ ual Such canes may have metal attachments fur cutting m*o ice and snow or they may have a tripod grip which gives additional <tabihty. Another help to preclude bending ,tod reaching is the extended shoehorn which erroneously regarded as a lazy man's device but is really a safety measure for the elderly, Nylon stretch shoelaces also make it possible to tie the shoes without the bending which may give rise to dizziness. Aides to falling vision may include the ue of luminous or bright paint for idennijing such things as light and heat controls and other objects to which the elderly may lived special guidance. An important factor in safety for the vMerlv is not to leave them alone for ex tended periods. This is not always aceom* pli-hcd with ease and may require the evercise of considerable tact. 1 have in mind one elderly iadv who is greatly im pressed with the danger of burglars break ing in and doing her harm while they rob the place. At the same time, she is very entinve about having someone brought in and declares indignantly that she is tong past the age of requiring a baby sitter. For such situations, the new profession known as "elder sitting" may come in very handy. Disguised under social arrangements, it does not look like surveilance which could be resented but bears the much more acceptable label of companionship. One well' known physician seeking an eider sitter for his US year old mother was somewhat taken aback when he discovered that the individual who came was 87 years old. It turned out very well when the two old ladies struck up an abiding friendship and "elder sat" each other on a purely social basts. This elder sitting can be extended into a project for the elderly who are growing increasingly unhappy with so-called pro grams of recreation which turn out to be nothing but bocn-doggling and give no psy chological satisfactions. Periodic visits to the elderly shut-ins by more vigorous elderly (rrsons can be a great alleviation to loneli ness. can give the caller the satisfaction of doing a service, and can also help to dis,-m-cr potential accident hazards. Upon occa-ion, it may discover an actual accident victim lying helpless in a lonely house. Fire is ;m important hazard to older persons, especially those jiving alone. It is enhanced when eiTorts arc made to do cook ing or when the smoking of tobacco is a habit. Both gas and electricity are fire hazards. In addition, electricity poses a shock hazard as well as additional dangers when moving machinery, such as fans and washers, are in use. It may become neces sary to separate the elderly individual from alt such hazards, including the use of to bacco, except when a younger person is present. Naturally, such extreme steps should he avoided when possible and. when neces sary, should he initiated with the utmost tact and kindness. This has been a somewhat dismal recital of casualties and dangers. I would like to rlci-e on a more helpful note. A study of {alls among the elderly people living at home wav made by the I-ecds Regional Hospital Hoard and the Geriatric Unit of St. James Hospital, Leeds, England, and published in '"Geriatrics." This closes with a reminder (hat "among the clinical impressions of the survey is the picture of the old men and women who had remained physically and mentally active and had not experienced any fall* Among the small number of still active sportsmen of the survey was a man of 76 who had played at fast one round of golf daily for the last JO years. He had the strongest handgrip, was in perfect health ami was mentally superior to most oi his contemporaries. He had never experienced a fall." Our objective in keeping elderly people safe from accidental injury is only part of a much larger purpose The mere avoidance of injury & not enough. Older people must be given a genuine opportunity to find satis faction in living. This is best accomplished through giving them or helping them to achieve a continuing sense of usefulness and preventing the development of a feeling nf being pushed aside. Loneliness and the tack of a sense of be ing needed are the greatest dangers faced by elderly people. Surrounding our older citizens with a happy atmosphere of affec tion and solicitude without making them dependent any more than is absolutely essen tial it the best approach toward a welladjusted and happy mental outlook. This, m itself, will go a long way to guard them against accidental Injuries. 48 1 i //. Sitietx TOOLS IN POISON PREVENTION EDUCATION By IRVING SUNSHINE Technical Director, Poison Information Center, Academy of Medicine of Cleveland, Cleveland, Ohio Pci* lr* --a* - * r-T-eri have spread tnert tw 't-' rir-t center m *-* and breath of *{ t 'r --! N ~>*{^ring some 4-id, !> * -- , -r- - two-man unit j-wur-N '-u-t*' w ,t- --wvngr victims of a<"CJilent*. pwram ' r more elaborate renter* <-e -** --j-xet. therapy and pre vents*! -iui >i*t in several targe mcirupcUctf! area* .araer centers are usually pan o* * m t --ate health depart ment. but are n-ored bv local phy*ctt&* oe arwk --w "i-niutrinj. Atl thew tai-iie*-* * ruinate m a com munity** inter so pr-nvSe a reliable source of nii'.rraai* t r*-e chemical composition of. and the i^esrul therapy for, common household products srplieated In accidental piutuic ataev product* exist, and so natty ors sews ecatsnsc lo be marketed, that it i impossible ror the average physi cian to keep* informed about their toxic (itcnriaL The center prorides a permanent, cumulative, active repository tor this infor mants and makes ir available to all and -undry who may require this special in- tormatim. As centers became established, and as their basic libraries and information files were filled, they became quite competent to handle the information and therapy aspects of their function. Whenever they did not lave the specific information requited they could consult with experts available on call all over the country. This list of experts is constantly growing as mure industries and government agencies place their personnel on the available list. Haring satisfied this basic need for pro fessional information, titose concerned with activities of various centers came to realize that something else was necessary. If the program was to be of any value, it must take steps to put itself out of business; that is, tnimnaze the number of poisoning accidents. It became readily apparent that the only way to do this was to foster an active, cen*utumg prevention program in the community. In outer to ilcvi*e a prevention program, the nature oi U*c local problem must be known. To this end it h es-entiai that complete data on accidental poisonings be accumulated. The dau tor a typical urban community, Cuyahoga County (Greater Cleveland), f'hio include the number oi phone call* to the local Academy r>i Medi cine'* Foi<on imormti*>n Center tabulated, the number of patients teen m some of the Siospilals in the city, and the number, of fatalities. The data are tvpical of those u-en elsewhere in urban communities and in the summary of all centers reporting to the National Clearinghouse for Poison Conirol centers in Washington, D. C. Not only are the agents involved significant, but also all the other factors of the accidents, and detailed analyses of these are made- The preparation of these data is a func tion of each center. Various allies may be obtained--public health nurses, health de partments, hospital administrators and their record room librarians, the soda! service staff of the hospital and the local medicaliegal agency Then, alter detailed analyst.* of each incident, one can devise a preven tive program geared to the local community. However, statistics are hardly presentable to an average audience; they mutt be vital ized and presented hi such a form that the audience will accept them as describing a real situation with which they can personally associate as part of their everyday living. This part of the program requires pro fessional help. The audience can be defined as the parents of children between one and five years of age and die objectives: (1) to encourage parents to prevent accidental poisonings, (2) to teach young children, as well as their parents, the nature of the hazards so they can cooperate in the pre vention program, and (31 what should be done if, despite all care, a poisoning accident should occur. The professional*--copy writer, artist, layout man, health educator, physician --all must be brought together to devise suitable educational materials. Locally, the Cleveland Advertising Club and the Health 40 /2 ffatioHOi Safety Congress Educators ii the Cleveland Division of their children is an excellent way to initiate Health li.itc cooperated with the center's this kind of program. Some parents bring their children to Well- As a result a 20 minute talk on `Poisons r Sick-Baby Clinics and are, while there, In YOL'R House'" was written and illus- a captive audience looking i'nr something (rated with 42 colored slides. This program to pass the lime of day. Exhibits and "'* publicized to all parents group*--PTA, posters were therefore placed in prominent nursery school mothers, neighborhood coun spots in these clinks. Nurse* were encour cil. Local physicians cooperated by present aged to talk to the parents about preventing ing this program. This was relatively easy poisoning accidents during tiiese periods, and tor them since the manuscript for the talk the previously mentioned pamphlets were was made available to the physician as a available for distribution. suggested base for his presentation. The Local physicians were also provided with participating organization was encouraged tree copies of the pamphlets so they could to pick up the slides and arrange for their distribute them to parents of their patients projection. They were also urged to have while discussing prevention of accidental .1 few in the potential audience search their [rOHoning. Some 24,000 were used by 375 imn homes and bring in the household physicians. Visiting nurses also used these products under discussion as exhibit mate tame materials during their periodic home rial. s Hits, They were al*o provided to local Following the program, the physician would distribute several items: a card on "First Aid for Poisoning" and one of two pamphlets, "Curiosity Can Kill" or "Ten Little Tasters," Each of these was designed to vividly review the basic facts presented m the preceding discussion and to encourage the parents to safeguard their homes by (Hitting potential hazards out of sight and reach, so their children would keep out of trouble Parents were also reached by use of the tarinus media: T.V., radio and newspapers. As unusual episodes occurred or as seasonal problems were approached, they were pub licized. In each of these releases, emphasis wa* always on the prevention aspect. Pub licity was never sought for either the center or any individual. A feature story on the woman's page was used to emphasize the mle the ladle* play in tins program. The agriculture editor as well as the science uid home and garden editors were also approached with suitable materials. Excel lent cooperation was always achieved when ever a good story was available. Parents were also reached at work. In dustrial "house organs" were encouraged to report on the parents' role in the prevention program. Safety engineers through their -aicty councils which were urged to mcorloraie them into their home safety pro grams, Another way of reaching parents and baby sitters was through the toad Red Cross's accident prevention ami baby sitter programs. Local pliarmacists were also interested m this prevention program because medications were the primary offender. Through their local academy they presented members with details of the problem. Hot only did they provide their members with suitable labeK bearing the inscription "Keep Away from Children," but they helped design and pro duce a placard that was placed on each prescription counter. This placard indicated "Medicines Can Be Harmful; Keep Out of Reach of Children." During Poison Pre vention Week they purchased and distributed copies of "Dennis the Menace I-ooks at Poi soning." In addition to the several pamphlets, two different exhibits were prepared. They were designed to be placed in prominent bank or store windows, at county and local fains and at any other suitable large meetings in the community. Putting up and taking these down was relegated to the junior League and to the local Kiwaru* Club members. As they became active in this way, they also exposed the rest of their local society, were urged to present pro membership to the program. The Junior grams or exhibits on off-ehe-job safety on Chamber of Commerce also became inter the premise that once a person is made ested in the program and helped prepare safety conscious, this will carry over Into and set up exhibits as part of their com all hij activities. Certainly the safety ofSOmunity program. SO Home Safety These visual aids were also used in the local schools* closed circuit T.V. program as part of tbor health education program. The same school system u revising their health erinnwon curriculum and plant to include suitable materials for both primary and sesoedary school children. Children were also reached through the local 4-H group. At the annual fair they prepare exhibits which arc judged by local physi cian*, They also incorporate desirable safety practices as part of their weekly T.V. pro gram. In tbe course of tune the many groups mentioned were draws into the continuing educational program. The hr** '`otscm Pre vention \Vk in March, lV*i served tu catalyze a united effort by all these people under the direction of the center's staff. During this week, with the excellent co operation of ali the agencies previously mentioned, a concentrated program was pre vented to the community. Included in this program were eight radio programs, five T.V. programs, 15 exhibits, numerous fea ture stories anti regular new* release in the daily and weekly newspapers and com pany house organs, radio and T.V. spot announcements and many talks before PTA, pre-school and service organizations. This program served to nScrt ail the groups that many others were interested in this aspect of community safety. They were then even more responsive to continuing activity during the forthcoming year--this* insuring broad coverage oi the community. It is only by this kind of continuing broad exposure that accidental poisonings will be minimized. As the program achieves success, it will also point the way to the ntccessful reduction of other types or accidents. WHAT WE DON'T KNOW ABOUT HOME ACCIDENT PREVENTION RESEARCH ASPECTS By DEAN I. MANHEIMER Chief, Accident Epidemiology Project t, Bureau of Maternal lit Child Health, California State Department of Public Health, Berkeley, Calif. I'd tike to spend the bulk of my time telling you about an extensive research pro ject which we at the California Department ot Public Health are conducting on child ren's accidents. Thu study is being support ed by a grant from the U, S. Health -Service. As you may know, almost two-thirds of the accidents which children have between the ages of five and fourteen occur in and around the home. For children under five, the proportion of accident* incurred at home is, of course, considerably higher. Thus, although our research is not con cerned solely with home accidents, much of the accident experience of the 700 children we are studying took place at home. On* of the major purposes of our study has been to determine whether there are any personal, family, or environmental fac tors which differentiate children who per sistently have large numbers of accidents from children who have relatively few or no accidents. This is an interesting and im portant problem because these accidentrepeater children contribute a disproportion ately large number of accidents to the total picture of childhood accidents, even though they do not account for the majority of all accidents. More important is the fact that accidental injuries are, in a very real sense, a chronic health problem for these children --unlike rhildreo who have only an occasional minor injury. Therefore, we believe it is important to learn more about these children and how they differ from others who don't have this chronic accident problem. Our hope is that 1962 National Safety Congress information of this kind will make it pos sible in reduce the toll of mimics among these children. intuitively, it would seem that the child who repeatedly shows up m the doctor's office for treatment of injuries imut be differem from other children. However, this is not necessarily the case. Without violating the taws of probability, some children could have a larrge number of accidents in the same way that ut dealing a deck of cards it is likely that someone will receive more bad cards than scent to be hit fair share. You would not expect very many persons, how ever, to consistent}- draw had cards from the deck over long periods of time, unless something other than chance vvx operating. So, our first job was to find out if many children persistently have more accidents than we would predict on a chance basis. We did this by analysing the medical records of over H.OOQ children who are members of the Katser Foundation Health Plan and the Permanent Medical Group. Since this ts a comprehensive pre-paid medi cal service phut, these records are a unique 'ource of accident data. They represent a relatively complete history of medically at tended injuries, and the medical records of many of these children cover very long periods of time. All children, however, were in the plan tor at least tour years. Statistical analysis of these data revealed that children of the same age and sex do differ in a significant fashion. We found that some children had many more arcidentx and other children had fewer accidents than would be expected on the basis of chance. Moreover, these differences m acci dent experience tended to persist over time. On this basis we can reasonably infer that there are, indeed, differences in accident liability among children. At first glance, the problem of establish ing the probability of differential accident liability may seem to be largely academicWe don't think so, we teeI that it has im portant implications for accident prevention programs. For example, we have a child tn our sample who ate toxic materials three times within a five year period between the age* of three and eight. It seems unlikely that the mother of this child would be moved by posters and advertisements warn ing that poisonous materials should be kept out of children's reach, smee apparently she wasn't moved by the very experience of her own child eating toxic substances. What would move her? We don't know a* yet, but we are reasonably sure that she prob ably cannot be reached in (he same manner as mothers whose children have not ingested liaisons. This supposition comes from a number of past studies in the area of persuasion which show that those members of the popu lation to whom a message is primarily' di rected are often the very1 ones who mol resist acceptance of the message. It is quite understandable, for example; that cigarette smokers would be less convinced of the rela tionship between smoking and cancer than would non-smokers. The pre-test findings from our own research are also quite sug gestive in this regard. We asked mothers this question: "Generally speaking do you feel that most accidents can be prevented * ` Mothers of children with few or no acci dents were considerably more likely to take the position that accidents can be prevented than were mothers of children with many accident*. If the foregoing reasoning is correct, it is necessary to learn more about the accident repeater and his parents in order to design accident prevention programs which will be effective with this problem group. After studying the accident. histories of the ,000 children in our original sample, the next phase of our research involved choosing three groups of children to study intensively. These groups, eaeh composed of 235 children, were chosen to be as differ ent as possible with regard to the accident experience of the children. The first group, which we will call the "highs,'' had very many medically attended injuries over the years they were members of the health plan. Another group, the "lows,'' tor the most part had no injuries at all over the years, c,f at most had one injury. The third group, the "intermediates," were children who had more injuries than the "lows'* but less than the 'highs.** One of the criteria used in selecting theie children was persistency of their accident experience over time. This means, for ex ample, that wc did not include in the "highs** a child who had many accidents but which were all concentrated in a short period. Home Safety Furuicrmorc. childrm who were in the plan for long periods or time were given prefer ence over others; tulty 90 per cent of the children selected for the three groups were in the plan for over eight jearj. You may be wondering whv we didn't decide to concentrate our efforts only on the "high" and "low" group*, or why we chose an "intermediate" group. We chose to include the middle group, not only to have three points on the continuum of acci dent liability, but also because this middle ^roup ts likely to be more tvpical of most children's accident history than either of the extreme groups. The next question we had to #n*w*r was what aspects of children and their lives are most likely to have some meaningful rela tionship to their accident rates. Let's go back for a minute and think about the boy we discussed before I didn't mention this, but in the same five years in which he ate poison three timet, he also suffered two 'ther major accident*. What could have caused all this? A first question might be- what kind of mother did the child have? After the first time he Had to have his stomach pumped, why didn't she or her husband place safety locks on all the cupboards? Were they re sponsible people? Did they re about the child? Did they, like many people, fed that accidents are caused by chance and cannot he prevented? Another set of questions might be concerned with the characteristics of the child himself. Did he have excessive needs for putting things in his mouth? For getting at forbidden things? Was he stupid? . . These are just a tew of the many variables which may have a meaningful relationship to accident rates. Broadly speaking, we can categorize the relevant variable* m the follow*)ng way: U) Characteristic* of the child--namely, his pertonality, behavior, and physical make-up; (2) His psjcho-social environment: and (3) His physical environment. In the time we have, it it impossible to describe all the variables we are considering in regard to these three categories, but I can give you some ex amples of each. t. We are interested first in determining which of the child's characteristics con tribute to the likelihood of exposure in haz ards or risks. Second, once he is exposed. what contributes to the child's ability to cope with hazards? For example, a child with high intelligence might be expected to c-jpe more adequately than other children with hazardous situation*. Thus w are assessing the intelligence of the child. Simi larly, physical coordination if being meas ured, since we would expect a well coordi nated child to cope better in physically haz ardous situations than a poorly coordinated child. Perhaps less obvious are psychological characteristics, such as me capacity to tol erate frustration or the need for acceptance by other children We have hypothesized that children with very little tolerance for handling frustration are more likely to be found in the "high" accident group than the "low" We suspect that level of frus tration tolerance, .nv the psychologists put it, may relate to the rapacity to deal with hazardous situations in the following fashion. If a child with relatively low tolerance for frustration tnes to open a jar containing chocolate sauce which hc*s verv anxious to get at and finds that the cap is difficult to remove, it is likely that he wilt become angry' and impatient. He might resort to tapping the sides of the bottle cap on * table as a way of loosening the cap. But remember, he's angry and impatient, and it could well be that he'll tap the jar too lard, break it, and cut himtelf. A child with a more adequate capacity to tolerate frustration is likely to remain calm, and consequently to deal with the frustrating situation in a more competent and teas haxanlous fashion What of the need for acceptance by other children--how might that relate to acciden rales? Let me read you some comments from an interview with the mother of a "high" accident bav. I think these com ments show verv well how such a need can he related to accident rates- This mother told US t Johnny tends ta give in to hl friend*, Ho doe* thing* their way. rather than standing up for the way ho thinks t* best. He * eiv going and he wants to bo friendly, so ho lets the other kids run orer bus. If they want to do something on* way. he gtvea in all the time Of course, if he gives in about the rule* lor playing monopoiv, it doesn't matter very much; but it matters a great deal if 1962 Sational Safety Congress HU need for acceptance extend* to walking on a railroad track or hopping a ride on the hack of a truck. 2, In the psycho-social environment of the child, we are interested in studying the ways in which parent?, and especially mothers, may contribute iv a child's accident liability. We can think oi parental influences in sev eral ways. First nt all, parents can influence exposure to hazard* by the degree to which they control or supervise the child's activi ties. Second, parent.* can hr instrumental in developing the child's ahilitv to cope with hazards through influence on his emotional development and adjustment, a* well as by their own safety practices ami attitudes. In regard to the influence of the parents' personalities, j-er se, on the child's accident rate, we base reason to beliete that parents whose behavior is often violent and aggres sive are more likely to have children with high accident rates man jarents w^'-se be havior is controlled and subdued ny do we say this? We know that parents serve as models to children; children imitate their parents* behavior as a way of learning how to be grown-up. Now, ut course, this doesn't always happen. One thing which prevents u is a poor relationship between die parent And the child. Rather than imitating their parents and growing up to be like them, such children may grow up to be iust the opposite from their mother* and father*. On the other hand, imitation and identi fication are probably more often the rule than not. Now, we suspect that a child who imitates the aggressive and violent be havior of his parents is more likely to get into hazardous situations. If his father, whom he admires, tends to hit people when angry, it it reasonable to assume that the child will also resort to this kind of be havior when angry. Fights, physical aggres sion, as well as other kinds of impulsive and erratic behavior, are obviously potential sources of accidental injury. Another hypothesis deals with the rela tionship between the parents and the child. We suspect that a parent who actively re jects or expresses dislike for his child will spend less time with him. will exerase careful supervision over the child's activities will give less attention to training the child u? recognize and cope with hazards. Here's what the mother of a "high" accident 12 -ear old girl had to say -bout raising childrenr t never had smut children around rri* mucb- U's hard trying to handle a job that I don't nave any experience for. The results come back in your Up mighty fast. My child has atmclous behavior, i can't stand her my self. If I can't stand Her, I know others prohahly fee! that way. t feel that childrea should do things on their own. Juds should play with other Kids amt not with their parents She hsa a lot of friends that come to play here. She doesn't mind what sgc they Rv romra**, Here i- what the mother of , "tmv" r.eciclmt O'' year old boy had to f have only one child. I would like more t ean`t think of anything i don't enjoy about having children I have heard some mothers say that they never can go any place because of the kids, but an far as we re con cerned, he Juet goer with us anywhere. If he esa't. I can always get my sit- r<rr* to baby-sit . it's a pleasure doing things for him and with him-- playing ball, riding bicycles, playing with toys, helping him with hi* home work We feel that famiues should do things together. Just from the point - - wanting to protect them. ,S The phy-ical environment may be de scribed in term* of tW nature and extent if the hazard* to which a child is exposed. \V* regard some of these hazards, such as -tutter and disorder around the house, as ''hazards by choice"--the parent*, and the vftild himself, can exercise *ome control over them, Other hazards les* subject to rantreti include the adequacy size of living quarter*, structural characteristic* of the house, and the availability of *afe play areas in the neighborhood. Both types of hazards may have a bearing on a child's accident rate. Before completing discussion of the kinds of variables be are studring, I'd like to give you an idea of the way these variables are mter-related. Suppose a family is living in a Jtouse with floor heaters. <Man> Cali fornia homes do have this kind of heating *y*tem.) Thanks to the work of Dr. Julian Waller of the U. S. Public Health Service, who made use of data from our study popu lation, we know that at least JO per cent ,,f the burns incurred by children under four vears of age come from floor heaters. Clearly the^r heaters are an environmental 54 I Home Safety hazard, but that doesnt mean that the child has to be exposed to them. Parents can certainly reduce this environ mental hazard when it exists. For example, ne have a woman in our sample who laugh ingly told our interviewer that she had a piay-perv--not for her daughter, but for the floor heater. She put the play-pen around ihe floor heater and that safeguarded her child from at (east this hazard. This parent rerognized the hazard and did something About it. However, we have children in our sample who have repeatedly been burned by floor heater*. It is important from a research point of view to learn about the characteris tic* of the parent* of such children Let me give another example of the inter relationship of variable*. Tins describes the possible interplay between the characteristics id the child and hi* physical environment. \ young child who i* alwavi cold h more likelv to be burned by a Ho>r heater than nc who i% not, because very likely he is attracted to the heat. Or an impulsive child who acts before he thinks, might well run into the floor heater while playing. To study the kinds of problems 1 have told you about, we arc collecting three types ut information: fa) interviews and person ality tests from the mothers; (b) physio logical and personality test* from the chil dren, and (c) school records. We used school records became we wanted an Inde pendent source of information which would not be subject to the possible Idas of infor mation obtained from the mothers or chil dren themselves. So we went to the schools that these 700 children have attended and obtained information from their records. The records contained information about the behavior and personalities of these children, ns well as valuable material about their intelligence and academic achievement. As ,*ou may know, all teachers arc encouraged to note their impressions about their stu dents. We coded the comments which the teachers had made over the years about these 700 children. I would like to tell you of some of the very first findings from this study, I want to ttrejs again that these are preliminary findings; they are not based on the total "ample and have not been subjected to any detailed analyses. However, we are very intrigued by them and I would tike to share the high-lights with you. 1. There is virtually no difference be tween "high," "intermediate" and `Tow" acci dent children in terms ot I Q or scholastic average. 2. The "highs" are more likely to be described as discipline problems ai school than cither the 'intermediate*" or the "lows.** The teacher*' descriptions or the per sonalities oi the children are very much m agreement with the mothers' descriptions; *o mavbe the "Id saving that a mother never knows her own child isn't so accurate. For example, the mothers of "highs" also indicate that their children are more often discipline problems at home A third of the mothers of "highs" claim that they had io punish their children for being disobedi ent very or fairly often. Only one-tenth of the mothers of the "Tows" **v this, 4, The "highs' were more often dr*cnbcd ;i* having poor work hahits. being sloppy, dtvirganized and inaccurate. They also are more likely lo be unhappy, (rase, and overly sensitive. Our hvpothests about the need for peer group acceptance seems lo be supported; the "highs'* are described as having greater needs to be hked and ac cepted than the "lows." Also, as we expected the "highs" seem to be characterized more often as having low frustration tolerance. We have a long way to go in the research sve are doing. For example, we hope that bv the time the analysis is completed, we will be able to do more than Simply de scribe the trim which differentiate the "high" accident children from the `'lows." Wr would like to provide an integrated picture of the pcr*onalitic* of children in each of the three group*. I might add that we suspect that there is no one "high" accident type, but that there are probably fevtral type* of children who have greater liability, and certainly this would be true for children of "low" accident liability as well. Our study of course needs to be supple mented by other kinds of research For example, as we pointed out earlier, we need to find through research whether different wriety campaigns are necessary to reach the parents of "high," `Intermediate'' and 'low'* accident children. We need research which trill tell us how to reach and tram children themselves in proper safety habits. 53 Aafrone/ Softly L<>n<jresi In summary I'd tike to m> tint I find that research amt prevention oi accidents require# * two part approach. One is our approach of looking at the personal ami environmental radon a*octated with dif ferences m accident liability. The other approach entails focusing on the universal factors which heighten ihe liability of ait children--for example, poorly designed (tomes, schools and playgrounds, poor label ing cm medications and household prod ucts, etc This job is one which requires he coordinated efforts of researchers, archi tects and legislators. PSYCHOLOGICAL ASPECTS By LOUISE G. THOMSON * LEON G. GOLDSTEIN Research Psychologist: Chief, Research Grams Section: Division of Accident Prevention, U. S. Public Health Service, Washington, D. C. Two cuticitiMf.ii- were readied m the very curly stages <*i Mir prejiaeatmn: f!) It would be tmpo*iMe to cue comprehensive treatment to the pcri'r,!otriral a.`f>ects of "What we don't know about li/>me-aceident prevention" m the space of twenty minute*, and (2) that to abstract the implications of any single discipline runs the risk oi over emphasis and hence distorts the nature oi the problem. We hope to show you m the course oi our discussion how and wtiy we Arrived at these conclusion*. Perhaps these comment* already suggest that we are not cheered bv the present status of home-accident research. The litera ture show's a monotonous degree of uni formity, not in the obtained results, but in the paucity oi fresh idea* .aid guidance for prevention which the results have engendered, ft should be stressed, however, that research is not a commodity which can be weighed, measured, and bought, (ike a pound of butter over a counter. It is the slowly and pain fully wrought product of the minds and effort* of those who undertake it. \`o one is ever quite satisfied with this product, including the researcher himself; rrtro*pceiivcjy, he can always see ways m which it might have bees done better. But a cKaraciensue that we have come to expect of successful research is that it should be instrumental m the creation of new hypoth eses, thereby transmitting tome of its own vitality to a widening circle of scientific endeavor- ft Is the absence of this ehane(eristic which seems to endow the total picture of home-accident research with a lackluster quality. One answer to this disappointing yield tnun home-accident re-earcl tnav he in the conceptual models which have been applied to it. As Suchman has noted, ``the kind of conceptual approach taken to the accident phenomenon will have a profound effect upon the type of research design used and the kind ot data collected." Mode's provide <h with an organised and systematic ap proach to the investigation of classes of events sharing common elements. But where the events which make up the class ate exceedingly complex and diverse in origin, the differences among them may be greater than their similarities. Thus, research design intended to re veal similarities among accidents in general may obscure information with respect to a specific type of accident. U may also en courage generalization across classes of acci dents, which misleads us into thinking that we know more about a type of accident than is actually warranted by the facts. A traffic accident, for example, in which an adult is fatally injured bears very little resemblance to a case ol infant suffocation. We can say, oi course, that both accident* involved "carelessness'' or "neglect" on the part of someone, that features of the en vironment in which the two accidents hap pened contributed to the probability that they would happen, and that both resulted in death. Similarly, in considering so targe and varied a class as "home accidents," the fact that they tend to happen in the same Setting does not mean that they can happen only in this setting, or that (hey arc alike in terms of the baste events which underlie them. Effective control usually requires ,56 i Horn* Safety highly specific imormation about the event we wish to control. To obtain such infor mation for preventive purposes, we need research models designed to fit the accident type to which they arc addressed. longed, the extent of the injury may not be known at the time of the fait, or the person may have had some predisposing physical condition to which the tall was incidental. evenheless, our rough esti dents gives rise to a second important re search need, that of attracting the seicnttn talent and reenurce* of many disciplines Apart from studies concerned with the medi cat aspects at injury, there has been a ten dency for the psychologist, and sometime: the engineer, to dominate the accident- re trch scene. Specialists from these areas have valuable contributions to make, bui their combined knowledge and skills are n* sufficient to embrace the whote of the field Further, the degree to which either or both the psychologist and the engineer ran con tribute to a particular project depends in part upon the type ot accident under study, Consider for example, the array of train ing which could be applied lo the problem of accidental ingestion of poisons in the Itome. A statistician may be needed to deter mine the research design; a sociologist. to compile and interpret demograpK - data; a toxicologist may draw upon the , eoaliaed knowledge oi the industrial and physiologi cal chemist, the pharmacist, and the physi cian. An engineer planning a more-secure home medicine about might well consult with the physiol anthropologist, the psy chologist and interior decorator. This list could be indefinitely expanded by including other type* oi home accidents. Indeed, its limits are coterminaf with the range of existing knowledge: therefore, we believe it would be to the disadvantage of accidentprevention research to become identified with the efforts and poent of view of any one articular discipline mates arc certainly large enough to convince (he most skeptical that accidental falls in the home constitute a major health problem. The very young and very old are more susceptible to injury and less able to withstand trauma. Mortality figures may be largely influenced by these factors. injury data on home falls are surrounded by many troublesome uncertainties. Surveys generally report falls as constituting about 50 per cent of the home injuries in their rcpeettve studies; but this figure vanes from 40 {*r cent to 61 per cent, depending upon the criteria of injury and the popula tion sampled. The National Health Survey defines injury as disabling for one day or requiring medical attention. On this basis, about million people are estimated to be injured vearly m home fails, an injurytn-death ratio of more than 600:1. \\~ho * Injured bv falls m the home? it is probable that all ot us are at some time in our lives, but again the criteria of injury are So variable that one it hard-pressed to give a confident statistical answer. A study f.f 10U home-stairway falls by .Miller and Eunxy suggests that fall injuries on home stairs may not parallel the age distribution or fall deaths. Their gToup was confined to persons between the ages of 15 and 6$, all of whom had been hospital emergency case*. They reported that the peak fre quency of falls m this series occurred in the 50-45 year age group While this is in agreement with preliminary oata on stair* and-itep injuries now under analysis b> the Let us turn new to one ivpe of home acci dents, tall*, and see what kind of things we do know about them, and what we need to know in order to develop comprehensive prevention programs. Falls account for 11, 000 to 12,000 deaths per year, or approxi mately 44 per cent of the total number of Accidental deaths in the home. Pennsylvania Department of Health, we can not base conclusions on either of these studies wtthout knowing whai their ample represent. .Almost all surveys oi home accidents slum- a predominance of females over males in the fall-unary group, hut this apparent sex difference may be reflecting differences n exposure and activity. Collins, who attempted reservations because it is not alwa>s ea. to determine how deaths associated wit falls should be recorded. The interval b< tweto injury and death may be very pre to control for the exposure factor, concluded that among persons aged five and above, females at home and m public places have more Sails lboth disabling and non-disabling) than males ot the same ages. /9<12 A'ofioirof Safety Congress Where do home fall* occur?' Because they afce place m the coarse of normal human activity in the home, we would expect the location of fall accidents to be closely asso ciated with the age of the individual. There is considerable evidence that stairs and steps, both inside and outside the house, constitute a tpeeial hazard (or all age groups relative to the amount of time spent on them. Stairs, bedroom, and kitchen, m that order, seem to be the most frequent sites of falls inside the house. Outside, the steps and yard are alternately reported * holding first and second place. When do home falls occuf? Most studies show a predominance of home accidents taking place in the attemoon hours. Since falls constitute so large a proportion of these, it is reasonable to aume that they distribute m the same manner, paralleling thi* hours of greatest acm itv m ihe home. The age and physical condition of the indi vidual, however, may have an important modifying influence on the time fall acci dents take place. There is a suggestion, for example, tlt elderly people are especially likely to fall when getting up from bed at night. Same "ources note that fall accident* are not evenly distributed over the year and that fall injuries tend to occur roost often dur ing the winter months and in the Middle Atlantic and New England States. These observations are probably reflecting climatic conditions, principally icing an outside sur faces, as well as sociological factors like housing, transportation, and habits of living. What causes falls? There iy agreement that many personal and environmental fac tors combine to produce falls, but the man ner tn which they contribute to any given accident is highly variable. Physical im pairment is of obvious significance among elderly people. But many of the conditions which afflict us in old age are incipient in subtle forms during younger years, and it is quite possible that physical impairment may contribute to fall accidents at any age. Two studies based on all age groups assign 31 per cent of home falls to physical ruses, but this figure has been reported as low as 2H per cent- There are data to indicate that chrome illness plays some role in home accidents. The idea that "accidents occur because of man's emotional reaction lo his environment'* is often encountered m the literature, but the role that psychological factors play in falls is a heavily clouded issue. `'Hurry." 'carelessness," and "poor judgment" are mentioned as contributing factors in home accidents, but it appears that none of these has been investigated carefully with respect (o falls. On the oiher hand, some researchers nf * psycho-analytic persuasion believe that fracture patients, including those injured in falls, have distinctive personality character istics. Apparently, others are inclined to aqree with this conclusion, but we must regard the evidence a* unconvincing. The physical environment is, of Course, signficant in the precipitation of accidental falls, but few studies are reported in enough detail to show exactly how the environment did contribute. Lack of uniformity in treads, nsmgs, or nosings was found in 73 per cent of the stairways measured by Miller and Esmay, and this was shown to be more important in causing falls than the steepness of the flight, midway landings, or wedged steps. These stairways were alo studied w-uh respect to the frequency of slipping falls on (reads covered with patm, s*rnilt, and rubber mats. Both varnished steps and rubber mats were eorohiered more con ducive to falls than paint and bare wood. Sheldon's study of falls among elderly peo ple reports that a common cause of stairway falls lay in missing the last step or group of steps in the mistaken belief that the bot tom had been reached Falls from one level to another and falls to the same level are usually reported as about equal in frequency of occurrence, but this may depend upon the composition of the group studied. Among chtlden under two years of age, falls from furniture are prominent; three-year-olds begin to fall from higher places. Injuries from falls to the Gtnte level, such as those occurring on slippery floors, may be more typical oi adulu than of children, Seiler and Ramsay attribute three-quarters of the falls in their sample to slipping on polished floors, tripping over loose mgs and other objects, and falls trom furniture, but they do not identify their subjects by age group. Tripping over objects may be especially associated with the seventh and eighth decades of life, when many people have difficulty in lifting their ieet. iS Home Safety Thh review does not exhaust all infor mation on accidental falls, but we believe it is representative of approaches that have teen used and the kind of data collected. In many cases, companions of findings are not feasible because of the extremely wide dif ferences in populations, in injury criteria, in recall period, and in method of reporting. But at! factors considered, it is difficult to escape the exclusion (hat pre*nt research sheds a very dim light upon the phenomena of accidental falls. Let u re-examine the basic problem. We understand the term "fall'' to mean "the act of dropping or descending" in obedience tn the law of gravin' But this event may Indies by Travis and others suggests one father ingenious approach to this problem. These workers investigated the ability oi college students to balance on an unstable platform under various experimental condi tions. Their findings showed marked indi vidual differences in the relative importance f visual cues; some subjects showed nearly iota! dependence upon the usual held and nihers were capable of good performance without iL Further, while small practice effects were noted, reliability of test per formance was high, indicating that the manner in which a person utilizes sensory curs tn maintaining balance rrw> hr relatively constant be initiated by two fundamentally different conditions- The first of these may be identi fied as loss of balance: that ts, the individual behaves m such % manner u to lo* physical control of his own nature. A *eend con dition may be identified aa lost of luPfert: (hat i, an individual may retain postural control, but lose support from the environ ment upon which he depends. These two sets of condition? are not mutually exclusive : We cannot know, oi course, what relationJiijv--if any--performance on a laboratory- task such as this one might bear to the real -iruations under which people lose their balance and fall. But ti some people are more vulnerable to falls than others, it might be possible to identify them with a labora tory procedure and institute appropriate saleguards. sometimes both may be compounded tn a Other areas of laboratory research which *ing!c accident. Nevertheless, a distinction might benefit our knowledge of accidental between loss-of-support falls and !o**-or- tails are those concerned with neuromuscular baiance falls is an tmpertant one to recog and sensory' response lo change* in the center nize from a research, as well at preventive, of gravity. Does the redistribution of weight rundpotot. with age influence the ability to maintain In order to explore accidental raffs m terms of these two definitions, we need very precise information about the people who have falls and the circumstances under which they occur. Do some age group* have more of one type of fall than others? Is there a difference tn falls and the pattern of injuries incurred by those of differing sex, socio-economic status, athletic training, balance? What effect does the practice of women wearing high-heeled shoes have cn postural control? What accounts for differ ences in the pattern of fall injuries sustained by children and adults? The effect of aging upon all the processes associated with bal ance Is 'teed of intensive research, especi ally wi a view to anticipating trouble be fore it develops. intelligence, and locale? We need to know The degree and condition* under which the physical meaurement* of individuals balance may improve with training ts an- who suffered falls what apparel they were known, but many professional groups-- wearing, whether they had taken drugs or dancers, circus performers, and athletes-- alcohol, or been fatigued or asleep prior to achieve a remarkable liegrte of postural the fall, and explicit features of the environ control. Is the frequency of falls and fall ment in which the fall took place. These injury less among such *peetiiired groups? are the kinds of facts which must be assem If it is less, i* it less because they hive bled In order to direct our research into learned technique* which avoid injury, or new areas and to delineate control programs. because thev ate better able to maintain We are not confined, however, to the col equilibrium ? lection and analysis of data such as these. Laboratory studies may prove of great value in helping us to understand how postural balance can be maintained. A series of The control of fa!!, attnbunble to io** of support require* a different research em phasis. Education in the recognition of haz ards is most effective when tt can be di- & if'Jd? Xattonaf Safely Congress reeled toward specific age groups and the specific problems affecting them. Here again we are confronted with the need for very detailed information. How many children are injured yearly in tree tall* because a branch gives way? Do some home Udders give rise to more falls than others? I* there a relationship between the type of latch on a crib tiding and incidence of falls from these cribs? We are told that fall injuries to children are commonly the result of striking furnishing* and objects, but wltat kind of furnishings and what kind of objects? Home furnishings which ire aesthetically accept able and suited to the physical dimensions of their users, and which also minimus the incidence of falls and fall injury, pose a very challenging .area oi study. Regardless of the type of fall we are concerned with, there are data necessary t our understanding of accidental falls which can be obtained only through longitudinal studies. The significance of this costly and laborious research method can scarcely be overemphasized. Without it, we cannot deter mine the repetitive tendency of an individual to have falls: nor can we measure the influence of multiple variables arising from training, experience, and environmental and physical conditions which may alter fall susceptibility. Finally, it we are to excm** intelligent selection in planning our control activities, we need longitudinal studies to tell us what kind of measures are most effective in preventing accidental falls. The ideas presented here have been nec essarily limited to those which seemed most important to u*. Inevitably they leave much unsaid, but let us review the principal points considered. 1. Some nf the difficulties which beset home-accident research may be ameliorated bv the use of research focusing on specific tvpes of accidents, rather than on general accident phenomena. 1 The base f the approach to hv*eaccident research mav be broadened by the inclusion of many kinds of scioitific skill? and methods. We have attempted to show, through a review of the literature and suggestions, for future research, how these principles might be applied to the study of accidental {alls We have made a distinction between falls attributable to loss of balance and those attributable to toss of support. But our selection of falls for illustration was essesdally arbitrary. .Ml types of heme accident* provide problems rvf extraordinary research .merest l: rn-uu to bring ferule and tm.is.1 *.*? . vti to bear u|j* thee. SOCIOLOGICAL ASPECTS By ERNEST M. KUHINKA University of Wisconsin. Madison, Wig. A reflection on accident prevention in rural and urban homes demand* comprehen sion (hat an accident, wherever it happens, is just never simply a matter oi a reacting mechanism, or the result of a set of stimuli. If the case was that simple, prevention would be an elementary talk and the solu tion would depend only upon time. How ever, the problem U not so elementary, and thus presents itself as a complex situation where the consequences are grave indeed. The seriousness of this predicament may be illustrated by some crude figures indi cating that the rate oi .tceidents increased by *nt per cent between 1961 and 1962, while the increase of the total U, b. population a a* approximately only 2J per cent .`to other illustration is the specific "heme acbdent rate." which increased by five per ce between 1961 and 1962, stilt high zb etw> parison to the national growth. This figure involved 16,200 home accidents to 1962 sod ranked as the highest in the nation aim ov-tor vehicle academy. A* a sociologist confronted with boor accident prevention. I am faced with a jene* of questions, such as what are acodets and prevention and bow are they interrelated * What are the factors responsible foe as ac cident? is there a fluctuation to the mishaps of man and time ? Does specific spa&al order influence the rate of accidents? Whs* kind 60 Home Safety ">.u individuals of groups ire more or le*s vulnerable to accidents and why? bimitar question* could cavity be lengthened and in vestigated by either short-run or long-run plans; the latter being answered only arter the initial short-run plans have been com piled. are observable m the environment through the concept of goal We sliall explore action where and whenever we combine into one unit a goal-directed series of behavior that terminates in a fairlv distinguishable pattern and produce* a behavior that was prevented irom mulling in an accident. If the goal- Therefore, in this paj>er we will concen- directed unit could not produce the expected trnie upon defining concepts relevant tor results, defined by the choice, goal, of norm, luiute investigation and describing method then there is the occurrence oi an accident. ological considerations tor short-run and long-run research, Briefly, the task we in itiate is not a tedious repetition oi an atreads conducted investigation, but rather a around which future investigations, including an chert to find cn svsiematically ivhat we do not know about accident preven tion, may be coordinated, analysed, and veri fied by standard techniques as recorded m professional literature and lliought in recog nized academic fields. In defining relevant concepts and their relationships, ne may emphaixe tiiat study ing accidents may be explored only with the help of the fundamental order that u exhibited by society. To study their relation*hip f accident and Society), we may study it empirically with the help of norm*, choice*, and goals. Social units, such'a* groups, associations, and institutions, could >ot exist without norm* and no one could itudy accidents without them- 1, Definition of rrirtvnt concepts and (heir relationships If. Methodical refaction immnfutr Under home accident, we understand art unexpected event which may take place tnvestiffatton of accident prnrntton in rural and urban homes within rural or urban homes, The unexpect There are three main procedures for ed event must have the occurrence oi a mis hap which is in same way injurious to man. and will greatly influence hi* operational ability. The accident therefore will qualify man for a certain period of time to be studying accidents. One of the lust com plex would concentrate upon the outcome o! an accident, enabling us to form two groupof people: people who have, and tho*e who have not, experienced a particular accident. sailed disabled, and his rehabilitation will be placed into a range of short home re* :aWi:a:k*i nr long-medical care. This would produce an accident or perform ance rate that could be ud for the com parison of accident rates in rural and urban fmcittum, as the second concept, is homes, in certain types ot homes, under jftSmtfAd as a hindering agency of some prescribed conditions, in a certain period of It *uads in the way of the occur- lime, or described around a certain type ot xac*r -i as unexpected event. It may be de- disability wherein the action resulted- Tin wi a a emu measure which will pre- type of immediate investigation would be * me development of a mishap. In this >.ery helpful in coordinating empirical in era*. pmesttoe is rotated to a standard, formation into a reliable and verifiable meth- to a nutu er tea value. If preventive meas iMjological system. The techniques employed ure mt properly used, they will retain are popular and the results of such an in noraal healthy individuals m this desired vestigation 'rt valid and may be called the vufc by cootrolling the occurrence of un* method of duvrihutive proportion. hejw conditions in a home. A second method (s focused upon the The adjustment of prevention to norms is nctor, an individual involved in an accident. of great importance for any investigation on a sociological level Such a relationship grants a place where empirical investigations may be developed in analyzing the effective ness of accident prevention. The study would be based on the assumption that hu man beings are fl'ed fulfilling, goal achiev ing units- Their choice, decision, or actions Accident, however, is not a single mode of disability but represents a diversified range or wide variety. The method that would make comparisons between the vari ous way* in which the accident occurred is called the description of the structural re lationships, of the phylogenetic development of accidents apart from their function- 61 tWx? National Safety Congresr The third tvpe nf methodological investi gation of accident prevention should be oc cupied with the casual assessment of the event. The previously gained insicht into the morphology' of accidents classifies them ac cording io whether they are the result ot failure in the personal sphere oi the actor, or in the physical sphere (rural or urban homes 1. W hen a set of comparable accidents are classified on the basis of casual assess ments and expressed in a certain form of parameter*, the forming of a system of unit wholeness will be called an analvrieal method. Of course, this method oi analysts *i|i greatly add to our knowledge of home acci dents, a* weU a* all other tvpes r>i accidents. The task of coordinating Mich research activities and evaluating the intermediate re search resuits is a challenging one, since u involves pioneering work in the field However, concerning long-rmge proposals there is another need in the field--namely, a new type of register of accidents on a Mate-wide basis. A state-wide register will provide a better operating definition for E<jC*1 agencies working on accident prevennun tlun ts in use today, a* well as provid ing factual information. The register will reveal the following: not answer the reasons "why'* accident* happen, since such a task would be tot- imwerable. However, the* will answer "what we don't know about home accident prevention.-* To asses* accidents we will concentrate upon the "external" or "internal** l The relative distribution nf accidents m various sections of cities, towns, and communities, 2. Information regarding preventive series available to any region. factors of the actors, which may be describ 3. Provide information concerning exist ed or analyzed When the study connects the ing services or sources to parent*, fam casual impact to an external exposure, it ilies, and schools. will be responsible for analyzing the insiue.net. When the study considers the de scription of the internal disposition of the actor exposed to an accident, it wilt concen trate upon the motive. This implies that os the basis of method* of distributive-proportion, of morphology, sad oi analysis we will attain the ability to formulate an information center where the motives and influences of accidents will be jegjstercd m a systematic way. This will enable us to inseminate to rural and urban homes, via the channels of the National Safety Council, educational data significant to create understanding pertaining to action in relation to norms. Norm* will describe With such data as a base, each of the preventive services in the field or accident* ran command actual coverage of all neces sary facts vital to accident prevention: 1. The overall conditions within the region or area served by preventive organization center*. 2 Conduct continuous and systematic re search of accident behavior baaed on improved research methodology, which mil attribute to the refinement at accident statistics. 3, Conduct evaluation and comparison* between cultural groups and their homes. behavior and if they are followed will re Such a register would permit the full duce the high .tecident rates in the home. cognisance of the advantages and disadvan Ill Methodological consideration of longrange inv*tUgal\on of accident Are* t'entien ta meal and urban homes tages and the gams occurring from a parti cular course of action. Certain events onset l* solved upon their occurrence unless their coming has been expected and proper prep The insemination of knowledge gained by arations have been provided. Factors, such utilising the results of the intermediate in as types of accidents and the persons in vestigation would be administered by the volved, the casual Assessment and the course National Safety Council. The research fa taken for prevention wilt be maintained in cilities of the University cif Wisconsin this newly proposed register. would be responsible for conducting the in termediate investigation and coordinating an -iCturate analysis of home accident statistics deposited at the headquarters of the N'.S.C The availability of such an evaluation would In this short paper on accident prevention in rural and urban homes, we lave asked many questions but Answered few. However, m -Air research w* have discovered that the (resent status of information sources are to2 Home Safety inadequate; therefore, m order to discover a hat we don't know about home accident prevention,*' we have proposed w,iv* to gain ueh knowledge by attacking the problem <>n an intermediate and long-range plan. Through the intermediai* method we will explore the accident, me persons involved, the casual assessment oi the problem, a* welt as concentrating upon the influence and motivation ot home accidents. Tliis information, and all available data, will be placed into a long-range proposal where the proper registration of facts will be coordinated according to intermediate t-l^n* A research plan of this nature would be ot great value to the National Safety Council, which could utilize for their own purposes the research facilities of a large university--thereby granting an opportunity inr educational institution.* to work on problems of accident prevention and assist in the training of research pcronncl for future generation* in this field. In this way, universities and the X.S.C. would greatly contribute toward the perpetu ation or healthy and secure individuals, pro vided with the ability to participate in the general welfare of our nation white receiving their iult share "f benefits from our social RELIGIOUS ASPECTS By REV. ROBERT A. GRUHOW Pastor, Our Savior Lutheran Church. Fort Lauderdale. Fla. King Sclotntn in Proverb* 21 ,3! sav*. "Safety u of the Lord." Ah, here we have it? The Lord is the one who will give us safety--k the home, on the highway, at the factory. All we have to do is pray, and the Lord will take care of our whole safety problem. Is that what scripture says when tt declares "Safety is of the Lord?" No, it's not a* simple as that. Well then, just what does the Bible teach concerning safety ? My purpose in addressing you will be to `hat end. t have been asked to give you homes safety experts some theological in sight* and thoughts which may help you m hast most important work. I *hall endeavor to emphasize the spiritual and moral in fluences working on the individual which iSects his attitudes, habits and action re garding safety in the home. Having worked exclusively in the high way uictv area. 1 was shocked to learn that the second largest killer in America * home accidents. In I960 27,300 accidental deaths occurred in the homes of America, 27300 needless deaths due primarily to one cause -- carelessness. One death occurred every nineteen minutes; three deaths every fiour. Home accidents have accounted for more deaths in this country every* year than re lost through the combined causes of tuberculosis (12,070). diphtheria (140), polio 240). 'Uphill* i.i,770), rheumatic fever ihbO), appendicitis (1,870), I was even more shocked to learn that eieh tear more people were injured in our homes than in any other place. -Almost haft of all injuries happening tn America happen in the home. Somewhat over four million of these were serious enough to disable the victim beyond the day of the accident, Thai means one person in 43 m the L*. 3. a* disabled one or more davs from home acci dents List year. One injury occurred every eight seconds; 480 injuries every hour and 110,000 of these resulted in permanent im pairment, Economically speaking, over one billion dollars were lost (not counting prop erty damage) a. the result of accidents in mir home. (>od not the cause of accidents Why so many accidents in the American (tome? Are these people being punished by ,t vengeful, vindictive God ? Are we to think of God in heaven looking down upon the earth and saying, "I wonder who I'm going to kill today; I think I'll let this person die m bed from smoking cigarettes; I think I'll let this man fall down stairs and break his neck." Our Lord Jesus once asked (Luke 13:4), when an accidental falling of a wall or tower at Siluam killed eighteen people, 6J ;W.? Vuh-'na( Safety Congress `Think >e that they were sinner* above all mm that dwell m Jerusalem4" His simple and direct answer to His own question was, 'I tel! you, nay." God was not llte cause ir creates ol any accident then, nor is He the omse or creator of any accident now. if,id firomitcj safety The Scripture "Safety is of the Lord" does teach, however, that God is the pro ducer and provider of safety, that He is responsible for all the safety that is ours, that He actually promised safety. In Psalm '>1 :10 we read "There shall no evif befall thee, neither shall any plague come nigh thy dwelling. For He shall give His angels charge over thee, to keep thee in all thy w-a> s. They sliall bear thee up in their hands, lest thou dash thy foot against a stone." You will remember that the devil twisted these very words, and by doing so brought out dearly what God meant by them. In tempting Chnst (Matthew 4) to cast him self down from the pinnacle of the temple, he misquoted the above words saying "ft is written, He shall give His angels charge concerning thee: and in their hands they shall bear thee up, lest at any time thou shall dash thy foot against a stone." Very sig nificantly. he omitted the wards, "to keep ihee in all thy wavs."' In ether word* God does not promise to keep anyone safe who dues not keep himself in the ways of the Lord. Those who follow His will, way and word have the promise of safety. Very specifically God says: "Whosoever hearkrnth unto Me shall dwell safely, and shall he quiet from fear of evil." (Proverbs i 7/ir real cause of accidents Theologically speaking then, the real cause i*t accidents ts not God, but rather man's inability or refusal to accept that safety is of the Lord. And this inability or refusal to hearken to fhe Lord, to follow His will, wav and word, we call "iin." In the home, it may be the sin of anger that causes a person to rush down the stairs, trip and fall; it mav be the sin of ineomiderateness when a child fails to pick up its toys and a parent crashes to the floor; it may be the sin oi forgetfulness that permits poison to be left in the reach of children; it may be the sin ot passion that causes firearms to be div charged; it may be the sin of carelessness that causes fires to be started by cigarettes or explosives too near a fire; it may be the sin of guilt that causes a person to punish themselves by being accident prone in the home. Ml we have been yaymg boils down to one fact--the real problem is the same for which Christ came into this world 1,900 years ago The fact that it involves stairways, poisons firearms and swimming pools is purely in cidental. There is nothing about the problem that is new; it's the problem of man's failure of himself. When an aeddent hap pens, when someone is murdered or maimed, ?umcon has sinned. Call it carelessness, ig norance, anger, discourteousness, pndc. guilt feelings, impatience, mcomideratenes*. insecurity, frailities of mankind--it all adds up to man's basic problem--sin 1 The ansuer What is the answer? Safety authorities ate beginning to realize the answer is not alone in publicity, slogans, education, science, or even enforcement. One expert stale*: "It is our conviction that neither science, nor engineering, no matter how wisely or widely applied, can provide a permanent solution.** Accident prevention has its roots as the minds and hearts of men and women. It t* there we must took for the answer. We need something that will change the heart of man; something that will plant love, considerateness, concern, security, faegiveness, courtesy, humility, patience, cartubtes* and understanding in the inner recesses of what makes man act. This is the basic reason, l believe, that the National Safety Council hav set up a religious advisory group, made up of representatives of trajor religious bodies in the United States. Asd this is the reason that all major faiths have responded to the invitation to take part in aiding accident prevention. And this is why ! am addressing you now. IVhat can you do? 1 am not suggesting that religion. theology1, or the church, has all the answers; we are simply saying that religion has a vital part in the answer. You must continue your educational, scientific, engineering and publicity programs in behalf of home acci dent prevention. But I do say this, do not overlook, or minimise the part religion can and must play in your program. 04 Home Satttx ` My specific appeal is that >ou experts and leaders m home accident prevention ap proach and appeal to the religious leaders in your community for help in motivating hui,ui hearts towards saiety concepts. Realizing that "The destruction ot" human htc is irreligious, so the protection of human hie is religious," vou can appeal to alt re ligious people to join you in leading dis ciplined, controlled, responsible lives, gov erned bv love ior God, and concern for our feltowman. Using religion, not as a cloak oi religiosity, but a a basic ingredient in an attempt lo truly change the motivation m the heart; not as one aspect of accident pre vention, but miter as the broad base from Much all else proceeds; not as a gimmick <>t temporary appeal, but rather as the only lasting, permanent hope of real improvement based on true love for God and concern for our fellow men. Only when a man has love, forgiveness, paee and understanding m his heart, con he be free from passions, guilt feelings, emotional disturbances, ineonsideratenes* and insecurities that cause him to be a risk to htmseli and to others. This is basically a religious goal, and only by helping, under standing the role of, and cooperating with juur local religious leaders, can we come to an accident preventing solution. \\ e take tor granted that all of us realise this change fi heart is one nt the major goals of every religious group, and that all they preach is also toward the ultimate end of safety in the home. A better churchman will make a fetter and safer home. Specifically what ran vou do a* a moral and religious individual for home safety4 Here are several suggestions: I- As sochi as you get home from the National Safety Congress call your Tutor, Priest or Rabbi for an appointment and (a) present our problem to him, tb aik for his support and prayers, (e) ask him to per mit you to get someone {firemen, state police, safety engineer or yourself) to talk to the ladles', men's, teenagers' orga: cations and the congregation, (d) ask him to give moral and spiritual motivation m sermons and talks for these same groups. 2. In your social, business and political life speak about the moral and spiritual implications of safety; (a) to >our wife and children. As the husband, provider, and defender of your home you owe it to them, God ask% us to do so, (b) to your emplovers, business associates and employees, pointing out their moral obligations to keep their home* safe from injuries and death, ,md tci encourage and commend our inur.ime companies local safety groups and ethers tor their services. My own son come home from school recently with a deputy fire marshal** badge. He was so proud of n and had me go around with him checking >n all the Mvfciv features in our home. Thu `tumid be encouraged and commended, 3, In sour safety meetings have a Pastor ta) lead in an imucadon tor the spiritual motivation to be moral agents in safety and <b) speak on the moral and spiritual em phasis and motivation of "Love tor God and humanity." In conclusion we would quote some other scriptures which show that God, His Word, and therefore His church are vitally in terested in the very concepts and ideas winch are a part of vour program for sa fety m the liome. A prudent man forseeth the evil, and hideth him*ett; hut the sinful passeth on and are punished. (Proverbs 22u}> The thoughts of ihe diligent tend only in plenteousness; hut of everyone that ts hasty only to want. {Proverbs 21:3) Be courteous, (1 Peter 3:8) He that reiuseth instruction despise!h ins own soul; but he that hearetb reproof iZeiteth understanding. (Proverbs 15:32) Be not hasty in thy spirit to be angry; for anger resteth in the bosom of fools, f Ecclesiates /;9) Let us not love in work neither in tongue; but in deed. (1 John 3:18) In all thy ways acknowledge Him, and He shall direct thy paths, (Proverbs Jr6) b5 1 RELIGIOUS ACTIVITIES THE THEOLOGICAL BASIS FOR SAFETY By The REV. DR. DANIEL A. POLING Editor, Christian Herald Webster first defimttuti of theology is "knowledge of God ami the mpemaiural: religious knowledge and belief, especially when methodically formulated," with the second definition "`the critical, historical, and psychological studv ot' religion and religious ideas." That pretty welt points up the direction ot mv subject today, the subject assigned to me--'`The Theological Basis for Safety." That which is theological u further defined as "based upon the Bible, viewed as Word ii T.od--used in the phrase 'the theological virtues' (faith, hope, and charin')" or faith, hope and love. But l would make abundantly clear at Ihe onset that I do not intend to continue in such fashion as this! \t the -mc time, what l have to say is definitely m the broad field of theology and definitely comprehended by the three words, `faith, hope and charity,'* with the intensified, added meaning of "love" included. It is here (hat moral responsibility for safety, for physical as well av moral safety, comes into focus and relate* itself to each of us, indeed to every individual who either drive* or as a pedestrian exercises his privileges and re sponsibilities on urban and rural street* and f'udwai. First, then, let us face the increasingly icrnfving facts. It continues to be true that each year in the United States approximately 40,000 people lose their live* in traffic acci dent*, while another million and a half suffer grave injuries, many of them permanent. The cost in terms of property damage and medical expenses alone runs Into many mil lions of dollars; indeed, when indirect charge* and losses are added, up to billions. And every week-end and every holiday week-end, slaughter on the highways con tinues wilh record-breaking fury. Beyond the cold figures, though cold i* hardly the word, are the loved ones, particu larly the children, left behind. It is estimated that more than a million lives have been lost im the streets, urban annd rural, of the l'mied States since the horse-drawn carriage save way to the amazing vehicle that has taken its place. In 1959, estimates of the Labor Depart ment's Bureau of Labor Statistics gave 1,970,(tOO workers suffering injuries serious enough so keep them from their jobs for at least one day after the dav they were hurt. The year before there were 1.820,000 such injuries. When we realize that these injuries were generally not included in those related to automobile*, the accident and injury record for America begins to a--ume astronomical proportions. But there is one question, indeed only one, that I choose to face here and seriously consider. Pacing so vast a probtem as the problem which confronts this conference, there is al ways the danger of becoming too compre hensive or perhaps I should say "too spread out.** In dealing with the moral implications and more importantly the moral obligations under the implicit challenge of theology, "what are we going to do about it.** and what should we do ? Specifically, what should the Oiureh do? What should reli gious leaders of our three great faiths do? Whut should we as individuals do? What should I do? .And in all these categories what can he done? In a speech delivered by Charles C Web ber, APL-CIO Representative for Religious Relations before this conference two years ago. he pointed up the spirit in which we should approach our problem; 1. Commend both man-igemem and organ ized labor for what lias l<ecn dune toward reducing the number of deaths and injuries due to industrial accidents and disease. s well as accidents on the highways. L Commend management for employing -afety engineer* and for developing safety committees and training courses. And in this connection, rt was remarked that in do ing this they had undoubtedly reduced the rate of d-vidends to their stockholders. 6b Religious Activities for Safety 3. Commend the representatives of organ Without a single exception, every person ized labor for negotiating safely and health polled in this fashion had been actively clauses in their collective bargaining agrec- identified with such an experience, generally ,1 merits, for establishing safety and heanltoht once but twice or even several tune?. committees, and for holding training confer \nd, of course, in such conversations the ences and workshops for their `'safety" men particulars reveal the fact that many were Jand women. 4 And the fourth accolade m this dis criminating speech went to the United Stales Government and to individual state de partments of labor for establishing safety standards and for holding conferences on occupational safety- 1 quote these paragraphs not only for their ..wn worth and timeliness but to emphasize the fact that wc should recognize gam* made and that real progress is being recorded every year. But theologically, it is not enough to preach *crmons. or be your brother's keeper on traffic solely as a moral the reasons -- extenuating circumstances or otherwise involved. More than 30 years ago, Mrs. Poling with me, both of our sons, and one ot our daugh ters, crashed one morning just out ot North ampton, Mass. The car was practically de molished and we were hospitalized for months. God was good. Science was remark able And we all made complete recoveries. In this instance the cause was a defective connecting steering rod. The car went out <*f control, and that car liad Wen inspected xml cleared the day before I \n only sen of our friends died when and social imperative, or watch vrsur own their automobile, overturning on a curve, Mep and particularly watch it when you step threw him out and then crushed him. Per r<d the curb haps if the door of that car had been locked In other words, it is not enough to preach. the lad would have lived. This whole business of safety and security Within the month on our street and before in industry and m traffic, in the home, too. the eye* of Mrs Poling's companion, a where perhaps a majority of all accidents young woman stepped off the curb directly !*reur, resolve* finally to acceptance of the in the path of an automobile. Watching the fundamental obligation of man as a moral as light, she saw it clunge and without looking well as physical individual created in the at approaching traffic mo- ed immediately. image of God, to regard itf--hi* own as Clearly the driver was not to blame. She well as that of his iellow creature--to re was dragged SO feet and never regained gard life itself as mffjttZWy pretteus* consciousness. The death ot one person is a tragedy, the death of a million is a statistic" This -tatement has been variously credited, but vice at least it or its equivalent was made by te who w-a* perhaps the greatest single toller, the greatest destroyer of human life A 40-story building L going up by the side of Christian Herald House in New York City. Excavations for the basement and cellar were dug with dynamite, A pre mature explosion partially demolished the temporary runway and a dying plank killed m modern history--Joseph Stalin. Leaving a worker. out the conclusion that the death of a million A young Army cadet, walking by another tv a statistic, the death ot one when that one New- York building where planks protruded .* yostrs or your responsibility is indeed a from the 20th story, had his right arm tom tragedy. And every time we lake care of off at the shoulder wiien gale wind* hurled the "ones," every times we save the "ones," one of the boards into the street. Certainly we do more than avoid tragedy. We answer carelessness could be ciiarged against that I correctly to God, We discharge our moral bligation. Right here it is that each of us comes in. Recently, 1 made a canvass that followed in pria^pie the public opinions poll. 1 raised ihe question in conversation, "How close accident. Take care of the "one" and if we do, it I do, I will care for the community, indeed for the world, insofar as my immediate responsi bility goes. Beyond this, of course, is my influence, the peculiar opportunities ! may have in my social, religious, overall commu nity relationships. Lethargy and indifference--and how* often 67 have you come to highway death or accident 'if to occupational death or accident, or how Hne has such an experience come to you?" INotional Safety Congress my tin u entered here, for sin it may be-- ,ue moral drv rot and more vicious in their Accumulated results than even a drunken driver. But having said that, let us tarry a monient. ^ The very reeent horror in New York City when a boiler explosion in a telephone ex change bullding on upper Broadway took the (ties ot 21 and sent more than 70 to the hospital, is charged to the failure of a re* sponsible city department to make an inspec tion of that boiler. It was a low-pressure installation and a department head acknowl edging the neglect stated that his department was so limited m manpower that only highpressure boilers could be inspected. He added, "Anyhow there had never been such a low- pressure explosion before ?" One very recent burning horror on a New York thruway occurred when a passenger car with four occupants missed a badly marked intersection and then backed directly into an on-coming truck There was an explosion. Three of the four were burned to cinders and the driver, who was thrown clear, died in the hospital. Th, truck driver, irving to avoid the collision, went into the ditch and suffered serious shock Here was an accident for which highway authorities responsible for those markings and a driver violating traffic regulation* were to blame for a tragedy that should not have happened. Responsibility for a highway accident may ,,1'ien be shared by the manufacturer, by the salesman, or even the advertiser, and cer tainly again and again by the pedestrian. But chiefly you and the driver must carry the blame or bear the greatest share of it. All safety devices, including safety belts (and it is mv hope and prayer that this country will become immediately and from here on forward safety-belt conscious)--all safety devices may be nullified by any combination of speed and carelessness, thoughtlessness and lack of consideration; and chiefly the mixing of alcohol in any quantity with gaso line. ft hat, 1 think, been clearly established, actually confirmed, that the "had-been-drink- mg* driver is involved in more than half of -It accidents and deaths today. When this t said, we are inclined to think of "drunken drivers," But very few of these "had-beenirmking" drivers were drunks. Generally they are those who would he classified as respectable social drinkers whose slowed re actions were responsible for delayed or wrong decisions. The Yale studies and other alcohol rurs m both the United States and Canada have again and again affirmed that with name drivers a single eocktad makes him unfit and a menace. Dr E, if, Jclinek, who is one of the recognized authorities pre-eminent in this broad held, is particularly insistent with his warnings couched in the single explosive sentence. "If you drink, don't drive: or if you drtve, don't drink" Now we ; preach again the Christmas reason with ur National Committee of Religious Leaders sponsoring the National Holiday Safety Campaign from December 1st through January 2d. If any American citizen thinks this campaign untimely, l re mind him that the Christmas holiday spirit and ''spirits" help make Christmas and the New Year's Day following the killer days of the >ear. Howard Pyle, President of the National Safety Council, in his September letter reminds us that December deaths resulting from traffic and home accidents have nm as high as 0,000, To be commended are the industrial or ganizations and the increasing number of offices that have discontinued their New Year's and holiday parlies, or now give them with absolutely no alcohol. This is a generally overlooked fact. Certainly much more publicity should he given to it, for unfortunately our communities are sttii so filled with these affairs and their unhappy results that the creditable gams receive too iittle attention. The tragedies are news. One industrial convention in its Atlantic City meetings has successfully substituted entertainment and food without alcohol for its stated New* Year's occasicn. But it is not only the drinking driver who is a hazardous product of the wet office Christmas party; it is the drinking pedestrian as well, and one-fourth of all these motor vehicle accidents in the holiday season di rectly involved pedestrians. President How ard Pyle of the National Safety Council lays, and I agree with him, that if liquor is served at these parties, the employer has the moral responsibility of providing safe transportation home for each of his em ployees. We cue the Council's 9,000 business, in dustrial, and government members. Other Religious Activities for Safety ^erpames, religious leaders, public officials, civic groups and traffic police are asked to -upport the effort to reduce the usual upward trend of traffic accidents. During Christmas, two die every 15 minutes as a result of traffic accidents. Traffic accidents during the thre-day-196l-Chrmms week-end killed ?Ii persons and more than 24,000 suffered disabling injuries. The cost to the nation was approximately IJO million dollars. Here one matter deserve*. I believe, with all it* theological implication* more attention than the clergy, the churches, and the synasugura unaided ran ever hope to give tt: Liquor advertising on the highways, neon *ig?*s flashing their seductive invitation to the drivers of speeding cars, who have literally their lives, the lives of their fami lies and the live* ot oncoming motorists, in ibeir umieadv hand* Why should this be? Witv should any Iiiiut oi personal libertv blind us to the fact tftat these flashing imitations to stop, unload, and then load up, are also another kind of invitarion--an invitation to perpetrate An occasion ot billing or maiming. Three lime* within a <ingte usual fall ,ind earlv winter season. driving down from New Hampshire to Philadelphia and New York, I had an experience that could haie ended m tragedy. Once, as 1 pulled into a restaurant, a driver tn a Cadillac came alongside. With members of the family I went in. The driver, who was already in a near maudlin stale, sought to engage me in conversation and, when I declined to be engaged, became abusive. M he went lo die bar, t took my people back to the car and we drove on ahead. It happened again coming out of New Haven when a group of four stopped and came in to add "one for the mad" to the one, or several, already taken. And so I stayed away from that happy party. While driving from New York to Philadelphia, a car careened widely by and a little later cut across the New Jersey Turnpike and ran deep into a snow-drift where it stopped. The driver went into a stupor across his wheel. But it is not always possible to stay away. This personal liberty that we prize so highly should never supersede social responsibility. My personal liberty ends or should where mr neighbor's nose begins. Perhaps legisla tion solves no problem, but the catastrophes rightly chargeable to alcohol behind the wheel suggest strongly that these neon sign* be put out and thai the places beneath them be put back a mile from our mam road- and highways. Alwavs such reireshment spots wall be accessible to the many who want them, but Hie temptation in trp nut and directly in would be removed. New York, together with otfter state*. ha> made commendable progress by inserting a clause in drivers' licenses that commit* the driver in caw of an accident to allow a blood tet if the police require it. Otherwise the license cannot be secured. Laws for the highway as well as for industry and for all other relationships of our increasingly com plex and crowded social order arc made to be followed and obeyed. ' When they are violated, though I grant that there are occasion* and emergencies that justify speeding up, the violator assumes responsibility for injury and sadness that may follow. "Freedom yes, anarchy no," was an alter native cited recently in connection with a mob occasion in a great city of the South. And always the violator is a potential an archist. Well said it is, "In freedom, change the law if you can, but obey it until vmj can." *' In the past JO years, traffic accidents on the nation's streets and highways have been responsible for more deaths, physical and human suffering, than any one of our mo dreaded diseases. Godfrey Sperling, Jr., writ ing in the Christun Science Monitor, on March 20, 1958, said; "Traffic accidents have taken approximately twice as many Americans as have perished or. all the battlefields in all the wars this country ha* ever*' fought." And here is a poignant figure for which the Chicago National Safety Council is re sponsible: "Each year tve destroy an average ot 1300 children under 14 year* of age. Each r ear we kill 8,500 pedestrians." What may we of the church and syna gogue and as individual Christian* and religionists do to promote safety? It is an arresting thought that virtually the only teachers for voung adults, and older adults, too. after they trove school, are the religious institutions--churches and 194? National Safety Congress rtnagogues. Our* tit the opportunity with ermons, with bulletin boards, with guest lectures, and with pastoral calls, tn both the spirit and content of "taith, hope and char ity" to teach and inspire men and women, young and older, to practice the rules of safety and to advance at least an inch or two the cause of personal and community security. North Carolina, in a special i<*uc oi us "Popular Government," had this to say re cently: "There is no dodging ot the respon sibility (Am 1 my brother's keeper?! coming with the fact that on the streets and high ways of North Carolina every driver at the wheel is in every other driver's keeping." So longer is the admonition "drive satcly" adequate or enough for the reckless driver who comes over the hill in the middle of the road or across the middle strip even SO feet or more, as 1 saw one come, who may save his own hie while tie takes that of a woman who is completely correct behind her wheel. Certainly we may secure material that the National Safety Council makes available m such profusion that will inform and enable u% to inform and instruct other*. Here are tite suggestions in "The Ten Commandments of Good Driving " The commandments are geared to the *ptru ami program of this morning? "Personal responsibility---whole hearted thoughtfulness and respect for others," "Civic righteousness--freedom from recklessness and carelessness." "Temperance, '-elf-control and good manners." "Freedom from selfishness, including stubbornness and bullheadedness." "Wisdom and judgment." Right here, the speaker listens to htmself, tn all of these particulars, scriptural refer ences from both the Old and New Testa ments are lavishly included. .Among the activities that as individuals and as groups we may promote in our com munity safety campaigns, we find again from the National Safety Council a rich supply at materia) that ha* been made available to us- Among these activities are sponsoring of a ''vehicle safety-check lane, ' tponsoring such other programs as braking demonstra tions to show stopping distances; set up a community meeting at which an officer of the state highway patrol nr local police offi cer reviews problems of enforcement; hold debate? m which teenagers as well as aidter participate; orgamxe a young drivers* sportsmanlike group; conduct contests among young people for which safety stories are written; arrange special recognitions and awards for winners; do something about setting up a campaign in cooperation with the churches and religious organizations of your community; promote a moral emphasis campaign on traffic safett study directional signs and report those tha; may be mislead ing: and there is so much more that 1 am unable even to mention here. jesus made abundantly clear the fact that m terms of eternal value? one child is of greater importance and of more intrinsic worth than all the buiidmgs oi a great citv. Always ) accepted this principle mentally, casually, but one day on Cape Cod it came alive to me. * Returning from a mission that had kept me two weeks awav trom my home, 1 learned suddenly that two little bov$ had been wept out into Cape Cod hay on a ramshackle raft that they had haniiy thrown together. The bus dnser--they called that bus a "Targe" then--had been telling the Morv I had been bored by the loquacious tellow hut suddenly w/mething clicked and turning to the bus driver, I said. "Who were the boys?" He replied, "One of them was I'oling's kid. It was a narrow escape," That was different? One of them was mine. Well, always one of them is mine-- or yours. tn World War tl, 1 saw men die, suffer and die by platoons. One day there were bubbles on the North Sea, red bubbles that told their agonizing story. Again it was to be my unhappy lot to witness mass killing and the reach* tn World V\ar II. But there came a rnght m February 1942 when a yellow envelope from Washington, D. C,, fell into Mrs. Poling's Hands and on into mine. Char younger son who had gone aw-ay m his uniform and under his cross would not be coming beck. And that was different .And it is this di fference that spells out for you and for me the poignant, personal, moral responsibility that is always yours and mine --personal responsibility that should be ac cepted by each of u* to contribute toward the solution of this mot appalling killing problem of the generation: To give to the solution of this problem our dead level best. ?VJ Religious Activities for Sofeti SAFE DRIVING PROJECTS AND PROGRAMS FOR RELIGIOUS YOUTH By THE REV. LAWRENCE P. FITZGERALD Director, Dept, of Ministry to the Armed Forces, Washington, D. C. John Loom:* single* out two menace* t,, traffic safety: driver* under 25 suing o5; ami drivers over 6S going Zs. My subject deals with the younger group. I was interested to know how rnanv of these w>ung people there are In the U.S.A. So f '.ailed the Department of Commerce, Census Hurcsut, fast Friday f October 26, 1962}, and I was informed that for the nine years--16 through 24 we have 24,891,851 1111* doe* not include the 25*; but from 25 through 29 we lutve 11,186,120 more. So from 16 through 29 w* have almost 26 million. It is said that each year about 1.000,000 vuung people get driver*' license? And also, ut the 84.000.000 licensed driven in this country, 10 per cent, or about &x4 million, are from 16 through 25. We have good reason to consider these oung drivers separate!* for thev do pose a problem. Although accounting for only 10 l*f cent of the drivers, thev have 30 per rent of the highway crashes. The auto death rate for teen-agers is 50 per cent higher than for mature drivers; and the auto accident rate for this same group i* 100 per cent higher. Now this v ,,nt to **y that there are no careful and billed teen-age drivers, for *ome of them number among the be?;--the verv best drivers The rude, careless driver knows no age limit; and his number is legion. But youth seem* to be the time of iiecidcnts, For one thing, young drivers tack experience; for another thing, their bodies are often not developed enough--eves at the right level, legs long enough--for them to be safe drivers; and for still another thing, they sometimes lack the essential knowledge and driving skills winch they need to be *afe drivers. Of the 8,300 deaths caused by young drivers in one year, one researcher points out that 3,000 of these came from plain, poor handling of the car. running off the road, t'VfRunung, naming into things--abutment*, railrrad trains, tree* and the like. My own ',n, 21 vear r>M, adrep m the* hack of a car with a vriung driver at the wheel, lost hi* file becane he driver went to sleep and r*n into a bridge abutment down in Missi*-tppi, \ou see. it takes ju-t `even-tenths oi a second for a man to die in an automobile erh On a bulletin board ,it the Traffic Division's school at police headquarters'in Washington, D. C, sometime ago there was a dramatic, split-second reconstruction of what happen* when a or, hurtling down a road at 55-miics-per-hour strikes a tree: ' >ne-tenth of a secondFront bumper and grill work collapse. Steel diver* penetrate ihe tree, Two-tentks at a second: The Stood crumbles as it rise?, `mashing into the wind shield. Grillwork disintegrate*. Fenders mntact tree and force rear part* to splay out over the front door*- Three-tentks of a rc.Mmf- The driver rise* from his scat, torso upright, hi* broken knees pressing against the da-hMnrd. The steennp wheel begin* to bend under hi* death gnp Four-tenths oi a second: The car's front two-feet have been completely demolished. Rear end is still traveling at 55-miles-perhour. The half-ton motor block crunches into the tree. The rear of the car, like a bucking horse, rises high enough to scrape the bark of tow branches. Five-tenths of a second; The driver's rear-rroren hands bend Ihe steering column into an almost vertical position. The force of gravity impale* him on the steering wheel *haft, Ragged steel punctures his lung and arteries. Six-tenths of a second: The force af the impact trips the driver's feet from the lightlylaced shoes. The chassis bend* in the middle. The driver's head smashes into the wind shield, The car's rear begins its downward fall. Setm-tmths of a seiond: The entire body of the car is forced out of shape. Hinges tr.tr, doors spring open, fn one last convul- 71 i9tki Sathnat Safety Congress sion the front writ rami forward, pinning the driver against the steering shaft. Blood leaps from hii mouth. Shock has frozen his heart, He is now dead. The aim, of course, of safe driving pro jects and programs for religious south ts to cut down on these deaths. 1 wish Me could >4v eliminate them altogether, hut human nature being what it is, t suppose that is rimo't expecting the impossible. Vet on the other hand, we can do a lot better than we are doing There is far too much indifference to the almost 40.000 deaths a sear in automobile accidents; and the 1,350.000 disabling injuries. If a bomb should fall on the city of Elk hart, Indiana (population; 40,274) and kill 4li the inhabitants we would be very much t'crturbed; but when we kill as many people on our highways, a few lodav, a few to morrow, we are apt to express no horror at all? Ha life become to cheap m ihi modern mechanized world? This the problem, Now the question may be raised: What have we in the ihurches and rynogogue* to do with this* Is this not a civil problem? And the answer is: It is a civil problem, yes; but it is also a religious problem. 1 think J can very quickly show this. The Sixth (or the Fifth, depending on your background) says: "You shall not kill" (Ex. 20:13). Murder on the highway is out! Tt is a violation of the civil laws; and it is a violation of Cod's laws. But an even more positive approach is thisThe Bible urges us to value life. Moses said: "t call heaven and earth to witness against you this day, that I have set before von life and death, blessing and curse; there fore choose life, that you and your descend ants may live" (Deut oO:l9>. Our slaughter on the highway is not (he choice of life but the choice of death. John Donne said, "Every man's death diminishes me." And Jesus Christ said, "1 came that they may have life, and have it abundantly" (jn 10 101. 1 wish now to consider the problem of organizing in our churches and synagogues far safe driving projects and programs. >Uughtet on the highways is being attacked from many angles; and alt this is good There are some very' effective programs in communities, m schools, in the states, in the nation; but my assignment is to deal with programs and projects for religious youth. First of alt, on the local level, in the local parish, in the small youth group, much can be done. After all, here you touch the re ligious young person directly. In many of our Protestant churches we have five youth committees, or commissions, as they are sometimes called: Faith, Witness, Outreach. Fellowship, and Citizenship, It is this Citi zenship Committee that ought to plan for programs and projects on safe driving. Surely cverv year there ought to be an emphasis on safe driving. At least one pro gram and one project and perhaps a senes. If 1 may venture to refer to my own book in this field: 77wf ll'herl In Your Hands, you wilt find there in Chapter 10, the lasf chapter, detailed suggestions on 50 programs and projects (or 25 programs and 25 proj ects). You will find other ideas in the National Safety Council's excellent material*. Hut this is not a matter for one church alone, so perhaps the churches of a commu nity-through the Council of Churches or the youth committees of the local councils, should get together and determine upon a joint program It will be far more effective if everybody is carrying it out at the same time. This cogammity project may be something put tt--ot by the churches--but by a civic club, or by the school, or by the junior chamber of commerce. Then the churches ought to join in and support it. A commu nity-wide project has the advantage of en listing more people and making a more wide spread and lasting impact upon all the people. Once more, I believe this is something that ought also to be carried on occasionally by the >outh departments of our national de nominations or church bodies. M'hy not an occasional grand push in this area? Why not select a program and a project, a theme, make some definite {dans, produce some topics in the youth fellowship curriculum, and as national officers dedicate a definite period of time every year or so to this im portant area of concern. 1 understand there has been, through the United Christian Youth Movement, an em phasis on safe driving from the religious pome of view, 1 hope in the not too distant future this theme will be stressed again by Religious Activities for Safety alt our denominational youth groups to gether. It is ot such importance, it should be a recurring emphasis. f have discovered that there are many in teresting things being done around the country by >oung people in the are* of trafiL- safety. Some of these are community wide projects: some are done bv south groups in local churches. The ben projects arc those initialed by youth and carried forard by them, though they ma> seek adult guidance and counsel, .fane Addams used to 'av, "You cannot do things jar die poor: >nu can do thing* enli u-itk the poor." The programs tor youth ate not to effective a* those put on by youth themselves, that grow out of their concern and their interest "Safe-Teens," is an organization that got started in Beaverton, Washington, m 195S. iod now has 25.000 members m 45 Mates. Its aim is to make good driving popular. The administrator it a local civic official. Mem bers are suspended if they are bailed into ciurt on a traffic offence. Minneapolis, Calvary Lutheran Church formed in 1958 a "Deacons' Car Gub," an organization for, and run by, fecn-agers. Jf open* us meetings with Bihle study and prayer and then proceeds to a discussion of automobiles with emphasis on vale-driving and mechanical problems. They have estab lished certain rules, among them: Church attendance, three out of four hundavs; Membership is not limited to car owners only, but applicants with cars must have them inspected before they can join. They Have plaques for their cars inscribed with a rfr-* and the words "The Deacon*" printed m raised letters. At times they bring elderly and semi-invalid persons to the church serv ices <n their can. In fnterehurek Seus sometime ago I saw a picture of a couple of young people wash ing the windshield of a car; and here was the caption. "A* part of the Christian high way safety campaign, young people in con gregations affiliated with the Minneapolis Council of Churches give free windshield washes to cars parked at churches--and leave reminder cards urging safe driving," lm trying to be specific and so let me dose with some brief suggestions on pro grams and projects that I think would work m almost any church or synagogue. Here are v*me ideas for the Citizenship Committee Wu will find others in That H'heel In Your Hands Five specific programs: I- Scripture Search on Traffic Safety, if `he group t* smalt, simply divide the following Scripture passages (list on sep arate sheet* of paper before meeting) among percent present. If the group is large, sub divide into buzr groups and let these groups take une or more of the passages, discuss (hem. and then report back to the entire group. Suggested passages: faj The Sixth Commandment, Exodus 20 u. lb) Love 'lour Neighbor, Genesis 4:9; Mark 12 31. t'e) Obedience to Law, Matthew 22:21, Romans }J 1-5; } Peter 2 :fJ-I5. Id) Self-Control, Proverbs 20:1; 23 29 M' ' Peter 1 :$-7. (e) The Golden Rule, Matthew 7,12. f O God-given Life, Genesis 1:27; lohn 10 10, ' 1 Code for Safe Drivers. What are the rules of the road for safe driving? Let >oung people think this through and work out their own code Have it minievjgraphed and distributed. See That IVheet In Your Hands, chapter 9 tor ideas on this, i. Mock Traffic Court, rhi* should be fun. A patrolman arrests a traffic violator and brings him before the mock court for trial- The five most wanted criminals in driving are r "Speedy" Dan; "Tipsv" Charlie; "Sleepy" Bill; "Selfish" Sam; and "Reckless" Arthur. One of these could be apprehended and brought before the judge. You'll find help on this in chapter 5. 4. Parent-Youth Fonitn. Let a parent speak on "How 1 Want My ?<m (or Daughter) to Drive," and a youth on "Don't Worry About Me; 1*11 Drive Safely." Have open discussion after each has talked. 5 Put on a Film or a Filmstrip. One of the best is Stop Driving Us Crazy, v 10-minute sound film in color. It describes the adventure of Rusty, a small visitor from outer space who looks like a car. Rusty can't communicate with Two Legs, only with "beings who look like me, called cars." Rusty finds that earth people talk a lot 73 1962 S'altonct Safety Concrete ,tfrout loving one another, being your brother's keeper, and respecting the rights if others. But at the wheel of a car the** ay 'me thing and do another. Captured by Two Legi, Rusty leams the hard way. Rental $6.00. Order from Film Library. Methodist Publishing House, Nashville 3, Term. It is important that projects be coupled with programs. It is not enough merely to talk about safety.* something must be done shout it. Indeed, as someone has said. 'Christianity is not ju*t a way of talking, it a way of walking." h is important also that projects--wither local or national--have definite purposes, that they be not jum busy work, but that they add something significant to the drive icr safety. Among other principles which should characterize projects are these: Do not overlap what s already being done. Don't try to do something too big, something that involves more mows and more time than your group can give. Now, what are some sample projects. Here are five suggestions. These are mere sugges tion*. You'll find many more in That Wheel In r,nr Hatidt and other safety literature. 1 Letter Writing. Write personal Setter* to newspapers, to congressmen, to radio and TV ?rations, back ing the attack cm traffic law violators. 2, Giving an Award. Sometime ago the -fmcrvoit Red Crete magazine had this interesting story: Last year, the Red Cross in Woodbury County, Iowa, began awarding a plaque to the senior high school in the county whose students had the feast number of traific violations. The idea of giving the awards ram from a teenage traffic safetv confer ence Held a year ago la*t spring. Based on the number of students in each school hold ing driver's licenses, the award is made in the form of a framed certificate given monthly and a plaque presented at the end -f the school year. This of course, is a community project-- which is good--but might well be initiated by a religious group or supported by it. 3Suggest a Traffic Safety Sunday. Urge pastors and churches to sponsor a Traffic Safety Sunday Programs in the field of safety would be put on m the churches, particularly youth and adult groups; and the pastors might well preach sermons on safety, 4Conduct a Safety Slogan Contest. This contest might be conducted within ihe local group, or you may wuh to enlist he cooperation of the public media such as newspapers, radio, and television ?f possible, stive a prize. Slogans bould be brief and striking. One slogan which received a great deal of comment was: "If You Have Plans for Tomorrow, Drive Carefully Today." 3 Support Dover Education in Schools. I close with this suggestion for I believe u is quite important. Perhaps to begin this project, you need to make a survey of the triver-education program in the U S-A. at targe, then in your own Mate. Statistics how that cnlv about 30 per cent of our high schools have driver training, or three out of ten. Yet students who lake such training *re involved in fewer accident*--up to 25 pef cent If** Obviously then we ought to work for more and more driver education m our schools. Recently m Washington, D C, Paul lone* of the National Safetv Council pointed out hy 1970 we will have one hundred million cars, imeks, buses, and whatnot on Amer ica's streets and highways. These will be driven by 120 million drivers for a total of .i trillion mites annually. And he savs that well be forced to "take to the lulls in self defense" unless we solve the traffic problem. Furthermore: "The basic solution i the driver himselfFocJproof highways, safer car*, electronic traffic enforcement devices are fine. But nothing ever will be devised that can keep ,\ driver from having an accident if he doesn't try his level best not to have one , . . Unless we convince enough driver* that this is true, the traffic toll wilt remain a dis grace to a civilized nation." I believe that those of us who are youth leaders m our churches have a very vital contribution to make to traffic safety--with all us fine results--by installing in our voting people moral and spiritual principle* which inevitably make them safer drivers. 74 i WOMEN'S ACTIVITIES BETTER SAFE THAN SORRY By MRS. MARGUERITE STITT CHURCH Congresswoman from Illinois as reported by Mrs. Roy L. Newman Introduction: Marguerite Stitt Church, Congresswoman from Illinois; 12th year in Congress, 10th year on the House Commit tee; 1953, visited the Far East on good will tour to Korea, Japan, Formosa, indo-Chtna, and Burma; traveled over 30,500 mile* attiund the world in the interest of a study of political and economic aspects; in 1937, r.ne of three to investigate the U, S. policy m Lebanon, Belgian Congo, Guinea, and Spain. Awareness of a new need for safety ha* been discovered in moving about the world and at home as well. There is a present need to protro the home from violence We think, first of aggression against the {trace of the home in the dangerous world of communist* who would mould us to their way of life. Needed are men and women i ho are willing to stand up and be counted for what they believe in. Recent pictures of missile bases in Cuba nude us realize that the whim of a mad man dictator or mechanical failure could turn loose an attack on our homes. My intention, today, is to peak, briefly, on the injection of violence such as we have never known. Women are molested and violated both at home and on the street. Every newspaper carries accounts of actions of people who have lost their way of life, Advances in science, instead of giving us more time at liccne, have eau**d us to take *.o the road. Perhap* we were better or? when we kneaded bread, knit, and spun. When five college presidents were asked what Had done most to change women's world, Edna Dean Baker's answer was, "The ?elf starter on the automobile." The world i* better for women getting out and working to better conditions through organizations. We love gadgets. Arc we placing too much emphasis on material things of life? Is it possible that we have focused too much on uatidard* of living and too little on stand ards of rondurt* The average woman t* frustrated by the problem* taring her today, a loss to know what to do about them, she seek* escapism. Women have within themselves a sense of spiritual values. We can never really be *aie it we rely on material things. We must give people somethin* to live hy a* well a* omethmg to live for. When a government takes care of people, people are lets able to take care of them selves. We must raise a new generation with the thought that it is better to be right than succe**fu}--strong than smart. We mu*t get into 'he hearts and mind* of our children that some thing* are worth dying for, but many things are worth living for. W hat is wrong with us ? We don't take ihc time necessary' lo think. We rely too much on material things, to take care m what sliould be done by spiritual means. In foreign lands, people are people wher ever you find them. Women are women. The heart of women is the same the world over They look for a better life for their families, security, and peace. In a discussion wuh a magnificent man from a newly freed country, the main issue was colonialism, not easily forgotten, Tt was a surprise that his nation felt so little kin ship with ours, in which a war was waged for independence only 156 years ago. His answer was. "Mrs. Church, don't let the British set our foreign policy; didn't you hate the British?'* ! replied, "No, we were just too busy. We never had time to hate anyone." To itis question as to how our people gut access to so vast a country', f said, "In oxen 75 1062 National Safely Congreit drawn wagons. The wife usually walked," and to his next question, "What did they take with them?'1 I answered, "An ax to cut down the /ores!; a musket, m case thev met hostile tribes, and usually a Bible, because they were Christians " His answer to this was, ' Madam, nobody m your country thinks about that am- more." This is our new responsibility, to be un willing; to think that we have less faith, endurance, strength, or courage than our forefather*. .Accepting this responsibility, we can save our land from violence \ French woman, active m the French Underground, said, "What is the use to fill ettr arsenals with weapons, it we permit the eneni) to take over our minds?" What good will come of producing a nation with the greatest material values--if we lose our principles ? Once more, we must stand up tor what we believe in. We do live on moral values; without them we cannot be truly safe. What makes a nation or a man great, is what is believed in. We are not discouraged, tor we believe that we are the greatest country in the world. We have the backbone, and we have a background based in a system of moral .itul spiritual value*. The recent session of Congress dragged on and on. Congress was puzzled, not frightened. Representative Marshall of Min nesota made a quiet resolution, and a new inscription appeared over the speaker's ros trum, "In God We Trust." Somehow, those words gave us strength that nothing can ever happen to destroy. ?6 YOUTH ACTIVITIES TRAFFIC SAFETY-- COUNTY-WIDE 4-H HIGHWAY SAFETY CAMPAIGN By CHUCK SCHILLER and LINDA SCHLOSSER Oblong. 111. Painting warning Mgns on bndge banisters and abutments on all county roads in Craw ford County in cooperation with Counts Highway Department, Charle* Dees, County Superintendent of Highway*. Step 1--Agreement of need for warning ugns, 1961, with coumv highway engineer. Step 2--Discussion of project with 4-H federation, February, 1962. Step J -- Federation members discussed activity with club leaders, both home eco nomics and agriculture; contacted bv letter to see how many would cooperate, Step 4--Approval of activity by county after more than halt 4-H leaders agreed to help. Set date for activity. Step 5---4-H federation appointed com mittee to meet with county superintendent of highways, who agreed to furnish map* of county roads and all paint and stencils. Step 6--Meeting of 4-H leaders and county superintendent of highways to outline areas of work for each club, assure complete coverage of county roads, distribute stencils, paint, and maps, and red hags provided by Crawford County Farm Bureau <iwo for each carload}, 5trp /--Stan publicity in taper; request public to drive carefulh . .miv-unc* date work would be done Step 8--Took map of ait work area* to Radio Station WTAY *o announcer could keep people posted as to where 4-H mem bers were working. 'rep *1--Took Dail't ,Y.er photographer on tour tor picture? of 4-H member? doing work, so he would be sure to use them. Step 10--Summary of work done, secured at county 4-H federation meeting. Published m column following Saturday. (Evaluation.) Results: Twenty-tour carloads Of 4-H members (at least 120 boys and girls and their 4-H leaders) painted warning sign? on over 250 bridges and abutment? on 160 miles of county road in Crawford County during Easter vacation, April 20 and 21. The county highway department were stood enough to give each bridge banister a coat of white paint first. Boys and girls u;-ed reflective orange paint for diagonal -tripes, followed by a coat of clear shellac as a protective coating as soon as the first -oat had dried, about one-half hour later, making a total of 500 paint jobs done. HOME SAFETY By DEBDEE KELLER Association, Future Homemakers of America, Stilcsvillc. Ind, Last year, the Indiana Future Home makers ot America had "home safety" a* a special state project. All chapters partici pated in the project a? it was an honor chapter requirement. We feel that this was a very worthwhile project and that great strides were made by the members, as well as our communities, toward safety con sciousness. The Indiana Farm Bureau pre sented safety awards to forty-one chapters at our state meeting last June. May I tell you some ot the ways that a few nf our W.? Yuti.wio/ Softly ConfrttS 'hxpters undertook to make the member* and (heir eommumiie* more wifely conscious? The Cromwell chapter <ponored a poter fretted for the fourth, fifth, and sixth grades The child wuh the bent safety poster Mas awarded a worthwhile gift and the best posters were displayed throughout the school. This project made the voungsters aware of the danger of running with 5urker sucks, marbles or oihrr objects in their mouths, the danger of playing wuh matches, and the importance ca roller vkair- and other toy Ixttng kept m thnr proper place*. The Franklin chapter invited a representa tive from the police department to talk cm "safety in the community, home and the school." To help emphasize Itome safety, the representative gave each girl two booklets: //.r Peotecltvn Exercises and PaUtml Pro tection. In each home enonomics class a special class period was set aside for home .ifety. The girls learned: 1, The correct way to handle and use household equipment both at home and at school. 2. Safety in canng for infants and small children. 3. First aid and its importance to everylav life. The Fremont and Bishop Luers chapter* devoted their home safety project to "radio active fallout" and the need for fallout ''belters. They were aided in their efforts by the chairmen of their loeai civil defense organizations. From their study they learned the meaning of radioactivity, the danger of fallout, how it would affect livestock and mps and die precautions that should be taken should we be faced with radioactive fallout. From a film showing the effects of the World War II bombing of Hiroshima and Nagasaki, tlie students were made aware of the devastating effects of the two atom bombs. We have a duty to God, to our country and to ourselves to preserve our live* in the event of nuclear war. The Mount Vernon chapter was shown a film entitled "That We Might Live." Thi* film presented the theory that concern for the safety of others as well as ourselves i> every citizen's duty to his fellow man. Gosport chapter planned their safety pro gram during the Christmas season and used as their theme "safety at Christmas time.' They demonstrated how m fire proof a Christmas tree and ihe decoration* uting boric acid. The Oaypool clujiter u*cd a skit in prom nut home fire surety. They demonstrated the ',`orrect and incorrect way that one should react if, (!) You were suddenly awakened m the middle of the night to discover your home was cm fire; (2) How to report a fire; (3) How to remove a baby, a person tick in bed or elderlv persons in event of a home fire. The girls oj the Lakeville chapter gave a demonstration to the seventh grade heme economics class on `Safety in the kitchen." Tlie seventh grade girls were given a quiz lu determine how conscious they were of safety in the kitchen. Much to their surprise, i hey didn't ail score one hundred per centA few of the points demonstrated were: (11 Proper use of different types of kitchen stoves; (2) Proper location of the stove in the kitchen; (3) Use of pot holders; (4) How to safely use sharp knives and (5) Proper use pf electrical circuits. Every chapter in our state organization filled out the "Analysis of Home Safety Questionnaire* sent from our state associa tion. We fed that this questionnaire was very effective as it made the girls open their eyes to the hazards in their own homes. From the analysis of this questionnaire, t have dis covered that the most hazardous condition* in our homes are; 1. Lade of safety gates at the head of stairs. 2. Lack of handrails and bath mats for the bath rooms, 3. Ladders that are not sturdy enough for climbing. 4. Throw rugs that are not anchored properly. 5. Lack of knowledge of emergency numbers. it, lack of or unsafe bannisters on stair ways. 7. Lack of fi>-e extinguishers. ?. Wires that are not grounded. Flues, pipes and chimneys were not checked often enough. !0. Unused freezer.- and refrigerators with doors and locks Intact. It Scissors or other sharp tools within the reach of children. Youth Activities for Safety 2. Firearms left loaded and within the save a few steps that w* are not interested reach of children, in seeing where we sre going. We think. "I The statement that ignorance is bliss is have gone up and down the stair* *o many t very untrue when concerning fety, Arei- limes that I cnuld go up and down blind 1 >lmts in the nome are just as fatal a* car folded." N'u doubt this is true, but it only ! accidents. Approximately, 32,000 persons are takes one fall to cause serious injury, so * killed by home accid'its and 4,300.000 are why take that chance. Stairs are dangerous; disabled by home accidents, annually. Car therefore, we should show proper respect accidents are responsible for 311.000 deaths (or them. and 1,500,000 disabled. We arc kilting and Sidewalks should be kept free from dcbri. disabling more on nur highways and in our f learned very early in life that debris didn't homes than we did in the Korean r` mean |ust small rocks or sticks; it could I Hazards are conditions that make it pos mean a tricycle belonging to Deedee Keller I sible or easy tor an accident to happen in can still hear my parents saying, ` Deeder a way, each ot us is fighting a war with move your tricycle out of the way or some hazards. We are all very careless at time*; one will fall over it." Then I was too young we seem to think that "it just can't happen to understand why my parents insisted that l to me," but sooner or later our carele<n* move m> tricycle, but now I understand will catch up mth u< very well. I realize from my own experi ence with my tricycle that children are j 1 know ot a very tragic incident that illu- never too young to start learning lessons j (piles my point so well A mung married m safety. j woman picked up a lark and attempted to get a piece of toast from the toaster; she was electrocuted instantly. Her death hi< made even more tragic by the fact that she left a nine month old child. The accident '.<curred because she was careless and did not take the time to unplug the toaster before attempting to remove the toast that azs stuck. These are cold and tragie facts, We are coming into the season of the year that means snow and ice. Let's get a head start on "old man winter" and check to see that the snow shovel is still in good shape And that we have an adequate supply of rock salt making it possible .it us tu keep our walks free of now and ice--thus avert ing a hazard. , hut let us face the facts of home accidents. Burn* cause about erne out of every six deaths, making home fires one of the biggest The most common household hazard is tails. Falls account ior one-fourth of ail hazards that we must face. Home fires may lx caused by faulty dues and chimneys, accidents. Floors or vuir* should nut be faulty oil or gas burners in furnace*, leaving highly waxed causing them to be slipperyUwavs anchor throw rugs. An easy and an inexpensive way to anchor throw rugs is to vew rubber jar rings on the barks. Most rugs today have rubber backing, hut some oily rags laying around, hot grease, lack of screen* in front of fireplaces. leaving electri cal appliances on for an indefinite period of time and curtains too near the Move, t. name just a few* causes. times with frequent washings the rubber backing becomes wont and the jar rings What do you do in caw ci a fire? Fr*t, jewed on the back will help hold the rugs firmly in place. How can we compare a very call your fire department. We hope, in the interest of safety, that the telephone number- small amount ot time plus the cost of a tew of the fire department, police and doctor are boxes of rubber jar rings to the com in posted near the telephone. Often in case of volved with a po`ible broken teg. arm or a fire or academ one might become riuttered rack? and find it difficult to find the numbers in the Stairs should be well lighted and never directory. This would ake tune and. m many cases, time can mean life or death. Post used for storage. Proper treads and hand emergency numbers just ta ease they are rails should be installed or alt stairs. For needed. Make it easy to call for help! added safety, it is a good idea to paint the first and last step* white, especially Have you taken a good lock at your basement stairs. Also, do not attempt to closets recently? Do they bare a striking carry a load so large that you can not see resemblance to Fiber McGee and Molly's the steps. We are often in such a hurry to closet? If they' do it is time that you gave 1963 National Safety Congress them a thorough cleaning. When He sa> cleaning we do not mean moving the contents of the closet out and changing vhelt paper and waxing the floor. Give the old broken toys and outgrown clothing to Goodwill or any other organization in your community that wilt make good use of them. While we are talking about closets, do not forget the medicine cabinet. Discard all old unused medicines and be sure that poisons are labeled and kept out of the reach r>f children As a suggestion, pins could be stuck in the corks to eliminate the danger of mistaking poisons at night Be sure to keep a cheek on vnur medicine cabinet to insure that an adequate uppty of first aid supplies will be on hand when needed. Many accidents happen m the garage. Why ? People's carelessness' The chief reason is carbon monoxide poi-uuing. They will start their cars, on a cold morning and leave the *nife door cio?ed. This is sure death? If i.ird tool* or other tool* are stored in the garage be certain that they have a specific place and arc returned to that place after tiring used. Tn the past few years, suffocation has been the ci...se oi death for many infants and small children. The plastic bags that cover our clothing when it is returned from the cleaners serve a verv useful purpose, hut how deadly they can be in the hands of an infant or small child Hedclothing should not be heavy and bulky and if the child is ;>vung, be very careful in the use of pillows. It is only a few weeks until Christmas. He sure you follow a few very simple safety rules that will help to make this Christmas season one ot the merriest ever. !. Do not lei your Christmas tree become too dry--put it m i stand or container that will hold water and do not forget to water it. 2.t.Nc only hre proof decorations, 3 Put >uur tree in a sturdy holder so tiut it will not topple ovef- 4 Check all electrical wiring. Home safety is one of our most difficult problems. Law's can be made and enforced for governing the road; safety rule* can be enforced in industry but an educational <afety program i* our only hope to combat home accidents. As stated in our creed, We are the builders of homes, homes for America's future. Homes where living will be the expression <vi everything that t* good and fur. Homes where truth and love and security and faith will be reali ties, not dreams. Yes, as future homemakers, hone safety is a very important element for better homes .ind family life and it U our responsibility, `"When you gamble with safety, yewr life is at stake." RECREATION SAFETY--CAMPING IS FUN . . . By CHICAGO AREA COUNCIL, BOY SCOUTS OF AMERICA Scene I--Planning--Using Tour Permit Scene 11--In For a >wim Scene ill -- Preparing popper Scene IV-- Around the Campfire bf.Y / Stage Right: Narrator with rostrum. Stage Left: Living room scene ... in place. Actors are all in place as narrator begins. Musical introduction fadeotit . . . spotlight on narrator. Narrator: In recent years, family and gruup vamp ing hu* gamed in popularity. Good camping lies arc .ivadable in every part of America- ThU popular iorm of outdoor recreation has a `pedal appeal to young men's and voung womens groups. We an either have "the time of our lives" on a camping trip--an adventure which will live in our memories for years to come; or, through improper planning and mismanagement, combined with poor judgment, we can make an in nocent camping trip a tragedy The Boy Scouts of America have a rugged outdoor camping program. Fifty-two years SO 1 lltft l.tHHi,, - of experience in the ramping business has caused us to be aware of simple satety practices tliat are not always considered by die untrained camper. Accidents can happen f>(i a camping trip, but we trust that our presentation todav will serve as a pattern ;id a guide to you, vour group, and vour umilv as you set out to have fun camping m God's great out-of-doors. I here is a iot we could v t* you and Miow you, but we want to spend our time on mt four or five items as they are related to recreational camping, In an emergency, we all know first aid welt and what to tin in the event of an accident or calamus, m home or away camp ing. We don't want to practice our first aid <>n ourselves while away camping, so con siderable time is spent by the gang, under the direction of our advisor. before we ever leave home. We want tn have a safe journey to our camp ground and a safe time while in camp. Let me show you what went into r*ur last trip at a camping trip committee meeting at the home of our advisor. Spotlight on living room with Advisor and three campers. Advisor: S don't know about you guys, but 1 have to get up early to go to work tomorrow, 'o let'* get started #1, you're the chairman of this committee planning the trip, so you take over. #1: Thanks, Advisor- l stopped down at the Boy Scout Service Center today and picked up a local and a national tour permit We need the local permit only, because we are going less than 250 miles. But I want us to review the national tour permit because it has some item* in it which I think we need to cover. 1 have taken the liberty of filling m this preliminary information. 1 think we wilt all agree, the purpose of our trip is for camp ing. fishing, and swimming . . . plus some boating. We will be traveling from ^__ to -........,, a 500 mile round trip. Let's see, the dates are July 15 through the 22nd. Is that right? #2: That's right, #1. I ean hardly wait for this next month to pass. I suppose you have 'he leadership and personnel information alt filled in too. =1 : Yep, that's right, --2. We will be having 15 campers and three adult leaders for a total of 18. Now, the thing I really want u* to look at carefully U this item under ''transportation''--insurance. Let's go down a couple of these items. No, 9 says, "Will tou enforce reasonable travel speed tn accordance with state and local laws?" H31 ! sure hope we do* 1 want to get there in one piece. .And under No 10. we can answer "ye*" because thi* i about a six hmir trip. *1: Of course we will he traveling bv private car and under item No 12, every driver will be 21 years or older. And, as far is 1 know, all of the driver* hold a current operator's license. Advisor, do you think this it correct *o tar? Advisor: Ye*, I am sure this i* correct, #i. 1 know my license i* current and moving down to item No. 17, 1 will be one of the drivers. l-et*s ee, I have a 1961 Chevy annd my insurance coverage meet* the minimum re quirement- The other two driver* will be --,,......... with his I960 Dodge and--...... with his brand new 1962 station wagon. I have checked with both men and know they carry the minimum insurance suggested. HI: Let's just take a minute and discus1 item? No. 18, 19 and 20. 2: As I see it- we can jay "ve*" to all three items under No. 18. Dr----- -------- is coming over a week before the trip to give us all medical examination!, #1, you're the qualihed first aider and I know you will take along our hig first aid kit. is 1 : I sure miend to do >ome swimming and boating and we can check "yes* for the next four items. Advisor, you hold a current Red Cross water -afetv instructor's card so you will be in charge. The other items we wilt make certain abvut when we get to the i^mp site. &}: I took the time to check with the ranger at camp and find our nearest emergency 31 1P&? Xationai Safety CuttgrciS medical aid is ten rmtes away from where we will be camping. #1: Now let's get on with the rest of this form. ! know you are all anxious to. , , . Narrator interrupts. SCEXE N Narrator: (spotlighted) ! recall that meeting went on into the wee hours. I bet Advisor was tired that next morning. We talked about our equip ment, the food and the program, and made assignments tor each detail- It seemed like a lot of work at the time, but we find it paid off. Nothing was left to chance. Now let's make a short stop at out camp ing area. We arrived late in the afternoon. Bov, was it a hot drivel The first thing we all wanted to do, even before the camp was vet up. was to take a swim. spotlight shifts back to stage right where tour campers are getting ready to go swim ming. They are wearing swimming trunks and carrying their towels Advisor: sfc5, eves though I am the adult respon sible for our swim, I would like you to help ire to get things organised. --4- Right you are. Advisor, i am anxious to Ret in that lake and cool off. We are all in ftood physical condition according to Dr, Now let's make sure the swim ming area ts marked off. #4, will you go and have a took at the lake ? #4: [ am one jump ahead of >xiu, #5. I have already been over to the lake and saw tliat there were three areas marked off. Tony, the ranger, tells me that the bottom was in spected earlier this summer and he says there are no drop-offs or holes or any other dangers in the lake. It is a nice gradual, sloping, sand bottom. That's good, #4, Just for being so much on the ball, you can be my permanent assist ant for today and help me life guard. You take the rescue line and stand near the shore and [ will climb up the bank away and natch the whole area. We will use our slioes for counting buddies during the buddy check. When ! blow my whistle everybody stop where you are and hold your buddy's hand high in the air I will take a quick check and count shoes and we will be lack m the swim again. #2: What about diving, #5? Diving is okay, provided u is done out in the swimming area and only off the board. Let's not have anv diving in the nonswunmers and beginners area. It i* too diallow and there is * danger of dutng into someone. When jou do dive, just be sure that the man in front of >ou has come to the surface and i* on In* was back to the raft. Okay, f guess we're all set--let's go! Croup exits from stage; spotlight shifts to Narrator. scexe nr Narrator: We had a real blast! Lots of good fun under mature guidance On the next morn ing. we had a chance to do 'omt canoeing. Of course, only those fellows who qualified as swimmers could use the canoes. Our one beginner did go in the canoe with Advisor And, just as a precaution, we had him wear a life Jacket. One canoe did tip over, but, uf course, it did not sink. Alt canoes and row boats will hold up the occupants and a* many as 20 people if no one gets panicky. In a few minutes another canoe came lo the rescue and we were in for an afternoon of racing and gunnel jumping It was all in fun. On one afternoon we ail went over to a bigger lake where Advisor had a friend who had water skiing equipment. This was the highlight of our week's camping and, as l retail, all of us had a chance to try the skis and team the skiUt of this exciting sport. One of the rules we did not deviate from was the wearing of a life jacket white water skiing. No matter how good you are, there ts tx telling when a ski will get away from >ou and you may become tangled in the tow rope or fall and be injured. But, let's continue on with our trip. Camp ts now set up and supper preparation gets tinder way. Youth Activities for Safety NOTE: Spotlight shifts to camping scene with tent in the background, picnic table in center; two boys preparing meal around charcoal grill; ethers sitting around the picnic table. 2: &*>. #1. what are you doing ? *1 : trying to get settled for the night. Who put this lantern in here/ 1 am ready to eat. Where do wc wash up? Here i* a bucket of wash water from the lake. Don't >x>u dare use our precious drinking water! We carried it all he was from the ranger's house it is the best water in these parts and Tony has it tested every jfiir by the state. 4; 1 #5: Soups on--let's gather around the table f did. I wanted to sec who would be the while " l oilers thanks. first one to recognize a modern convenience a\ if l; Well, I am taking it out. You know what it says about volatile fuel* and their uk m a camp. This lantern can only be used out side. I brought my flashlight along for use in the tent. Anyway, l am *o hmhed I don't expect we wilt need a fight very lung twvmt ' Thank vmi. Father, for this beautiful camp and lor Thy hand of blessing and mercy upon us while we traveled and since we have been Itere. Continue, Tord, to guide ;ind direct. , . ,, Fade out. SCEXE ir Narrator: 5 think you are right. *1, wc have had a rough day. As you recall when we were tt> Jtad a good meal dial night and soon evening shadow* overtook our camp and we planning our trip a month ago, wc had a were nearly ready to hit the sack. discussion about taking mv gasoline stove along and we decided agam-t it--ton modi danger of explosion when e are nor userI to using this kind of fuel (Note--Blue light shifts to camping scene where gang is sitting around the campfire.) Advisor: W e have surely had a good beginning to our week here in camp. That tragedy described m the folder was enough for me. Anyhow. I like charccnl better. We lave used charcoal on all of our trips and I feel rather expert in this kind of cooking. * t: f can see now that it's been no accident that we are all here safe and sound. -4.*. Even though we have ptemv of wood here at our camp, we are better off with char coal. Besides being safe it gives a dean, steady heat. #4: You said it, we will be ready to chowdown in minutes. #!t Say, #4, I don't see how >ou started tliat famous charcoal fire Did >ou cheat and use starter fluid? No, I used my old stand by, tom up milk cartons (#4 holds up 'arton)- f would have used starter pellets, hut as long as we liavc the cartons, L can use them up in this way. You are right, #!, we have planned well and used good common sense all along the way. rr$ : VYe have had a safe and pleasant trip up here. iUt We have enjoyed a refreshing swim--thanks to the good briefing hv you, #5. Advisor: And, we have had a good meal, expertly prepared by chef, #4. Camping is fun if . . , we eliminate the hazards before they happen ... in careful planning. IVG2 Satxonai Safety Congress TRAFFIC SAFETY YOUTH RECORDER --LINDA FOSTER Hammond Youth Safety Council, Hammond, Ind. W* found two reason* fo explain our traffic problem. 3. The huge lire ami *cjpc or artivttv on the highway. 2. The increasing amount <>t (rathe acci dents. In each conference or council there is an urgency to meet thi* situation We, as youth, are part of the problem of traffic safety, but we also want to he part of the solution. Most adults consider teen agers m the problem, but never in the solution. As youth, we have three responsibilities: We must drive properly. We must set the example for other students. We must also set an example for adults to help im prove their driving. 2 We must tcU other students at our high schools about safety. We must have different activities to catch their interest. i. We must participate in the different activities of our safety council. We must stand up and be recognized. There was a great variation m our dis cussion group. We had teenagers from rural and urban district* Some were from safety councils and others were 4-H groups. They all had different problems of safety. Some teenagers were ;ust forming a safety eoancti and were having problems. A man said that in Nevada girls would not go out with boys who drove cars thaf were in bad condition. They also would not go out with boys who drank or drove recklessly. All the safety council* are sponsored by school?, counties, or by organisations in* terested in promoting safety. People are (he same -ill over in that the* have the same worries. They are all Irving to solve the problem of *aiet* in thetr communities- HOME SAFETY YOUTH RECORDER --BARBARA LAWRENCE Secretary of Junior Achievement. National Conference The discussion grotty u home 'ifet* caiuc tip with many types * accident* that occur in the home. Fall* are the caue of mot deaths in the home, Poisons taken in such forms as liquids, solids ami gases are next. Bums play an important part in home acci dents. Under the topic of mt-cellaneous come such suggestions a* electrical hazards, misuse of firearms, falling objects, suffoca tion, misuse of sharp objects and drowning in home pools. All these prove that il has* ;rds were not with u*. accidents would not happen. Statistics show that out ot 22,500 acci dents, 5,800 involved children four year* and under; 7,000 involved children from their infancy to 14 years. Here is an interesting fact: young people. IS-24 years old, are the ^ruut> with tewe^ accident*. la the group 24-65 i.dOU ncciiknt- *vurred m homes. At tin* point we elaUirated no the topic of falls, this being the cause of most deaths. What hazards cumulate tail** throw rugs, slippery floor*, poor lighting, wow or ice on streets, clutter on the stair*, lack oi hand vails.and improper protection in general are some causes. But now the question i what out we do as individuals or a* member* of an organization? In general, make people aware of such hazard* by putting out questionnaire! asking adult* and students to list hazards and cor rect them. Safety checks, clean up, pount up, and fix up campaign* would all help In 4 youth . leUnttfi for Safety dividually, we van teach young children the dangers of such hazards; working together we can put up pasters, hold safety contest*, make announcement* on radio and T.V., etc. Utilities companies, the American Red Cross, fire department*, PTA, service dub*, pro fessional dubs, and speaker*' bureaus, can all help the cause By community efforts, and with the proper spirit, alt of us can get a feeling of accom plishment if we do everything possible to eliminate home academy RECREATIONAL SAFETY YOUTH RECORDER--TERRENCE T. STEWART The mam reason* t.r recreational acci dents and injuries are 1. People became careless when relaxing. 2. Improper mental attitude; it can't hap pen to me. .3, People forget about safety. 4. Lack of -kill in attempting physical teats. Faulty equipment f Poor health 7, Horseplav. We found that the main reason* tor acci dents were; (a) drowning; <b} sports in juries; (e) winter sports; (d) gun safety. Due to lack .t time for diKawion, we were only able io cover drowning and water *afety. We >hould aim our program at teenagers, lycause they ire more apt to listen to u*. By supporting current safety programs wc will help them and we can mm to them for advice. In boating and water safety, we can ak the Boy Scouts of America, Y.M,CA,, the Red Cress, the Coast Guard, and Power Squadrons for technical assistance. For financial a>istance, we can turn to die Elks, the American Legion, Ciiambcr wt Commerce, I'TA, and the boating in dustry. 85 OFFICERS OF THE FARM CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 Vue President for Forint--Hakry Poweli., As*t. to Vice President, Goodyear Tire and Rubber Co-, Akron, Oiuo Members--Edward o. \dams, Director at Safety, Iowa Farm Bureau b'edersiion, Des Moines, Iowa; Mas. Almcx Armstrong, Coordinator ot Organisation Relations, Indi ana Farm Bureau Cooperative, Assn., Indianapolis lud.; jons Banning, Assistant Director, 4-H Club and YMW Programs, U. S. Department o! Agriculture, Washing ton, L). C. I W. J- Brake, Lecturer, Michigau State Orange, Lansing, Mich,; Brarr Shown, Slate Supervisor, Washington Stale Department ot Vocational Agriculture Education; Olympia. Wash.; Hamby Bryson, Executive Vice President, Agricultural Hall ot Fame, Kansas City, Mo.; Ecus X. ChrjnTianson, General Manager, Free born-Mower Electric Cooperative. Albert Lea, Minn.; Dt. John B Ci-AAR, Director of Extension, College oi Agriculture, Lrbana, III.; Maynaro Cot, Des Pbines, III.; Graham T. Coulter, Director of Publications, Kraft Foods Co., Chicago. Ill; John F, Danekc, Public Relations Staff, General Motors Corp., Btrmingliam, Mich,; Emu. Dim, Director of Safety, California Farm Bureau, Berkeley, Calif.; Kbnncth, V, Fiskc. Director of Farm Operations, VeUirol Chemical Corp., Chicago, III.; CHt*u Frederick. Executive Secretary, National Retail Farm Equipment Ann, St. Louis, Mo.; Kobcit Gildcn, Extension Agricultural Engineer. Federal Extension Service, L\ S. Department of Agriculture Washington, D. C.; Mr*. Homer Greene, President, Na tional Home Demonstration Council, Tutwiler. Miss-; Hawxj. B, Halter, Managing Director. Farm Equipment Manufacturers Assn.. St. Louis, Mo.; Denis Hasxey, Di rector of Information. National Agricultural CliemieaU Assn.. Washington, D. C,; pjtor G. E, Henderson, L'nlversity of Georgia, Athens, Ga.; Ru*>ell Heston, Di rector of Engineering, Fanners Mutual Reinsurance Co., GrinneU, Iowa; Dqucla* He witt, Executive Secretary, Farm Equipment Institute, Chicago. III.; Mr*. Dorsey Kirk, Illinois State Grange, Oblong, III; Keith Kirkratrick. Associate Farm Di rector. Radio Station WHO, Des Moines, Iona; Edward R. Klamm,.Manager. Acci dent Prevention Division, Allstate insurance Co., Skokie, 111; L. W, Knarp, Assistant Professor and Agricultural Safety Engineer, Institute of Agricultural Medicine, State University of Iowa, Iowa City, Iowa; William Kuhfus*. President, Illinois Agri cultural .Assn.. Bloomington, IIL; Frank Ladcres, Director of Safety, Nationwide In surance Co* Columbus, Ohio; S. E. Larsen, Executive Secretary, Michigan Farm Equipment Assn., Grand Rapids. Mich.; E. W. Lehmann, Urtnna, lit; Mrs. Mabel Mack. .Assistant Director of Extension. Oregon State University. Corvallis, Ore.; John Marks, Director--Rural and Education Division. Automotive Safety Foundation, Washington. D. C.; Norman Mindbvm. Director, National +-H Service Committee, Chicago, III; Hibschel Newsom, Master. National Grange, Washington, D. C.; G. L. Noble, Bonita, Calif.; V. S. Peterson. E. I. da Pont de Nemours & Co* Atlanta. Ga.; Hairy Fontious, Columbus, Ohio; Hvuv Powell, Assistant to Vice President. Goodyear Tire and Rubber Co* Akron. Ohio; L-'W. Ranot, Director of Product Pro gramming. Oliver Corp., Chicago, 111; Frank Reynold*, Manager. Agricultural Ex tension. U. S. Steel Corp* Pittsburgh, Pa.; Miss Louise HoaENram, Assistant IHrrcWr_Home Economics, Cooperative Extension Work, Iowa State University, Arne*. Iowa; Robert Rufp, Managing Editor. Minnesota Farmer Magaaine, Sl Paul, Minn,; Paul Sanders, Editor, Southern Planter, Richmond, Ya.; F*or. A, J, Schwantib, Hod, Department of Agricultural Engineering, University of Minnesota, St. Paul, Minn.; C. G. Scauoss. Associate Editor, Progressive Farmer. Dallas. Tex.; Grice Sex ton. Director of Safety, Kansas Farm Bureau, Manhattan, Kan.; Charles B Shuman, President, American Fa-m Bureau Federation, Chicago, 111; Arthur Stapw* Man ager, Fox Valiev Cnnpe-attve, Inc. Appleton, Wis.; W. E. Stuckey. Farm Safety Specialist, Ohio State Umver-arw, Columbus, Ohio; Rasdau. C, Swanson. Farm Safety Specialist. Univerm of Wtsccnrin. Madison, Wis,; E. W. Tanquarv, Staff Engineer, International Harvester Company. Hinsdale, III; Robert E. I'avior. Editor --The Republie Farm Spokesman* Republic Steel Corp,, Cleveland, Ohio; A, W Ten ney, Chief, Agricultural Education Branch, Department of Health, Education and Welfare, Washington. !>. C ; M* Helen Tubni*. Division of Home Economics. U S. Department ot Agriculture. Washington, D. C ; James Wall, Executive Sec retary, National Vocational Agricultural Teachers' Association, Inc, Lincoln, Xeb.; F R, Wiw-xev, Farm Safety Specialist. Purdue Umversitv, Lafayette. Ind ; \V. B. Wooo, Director. Extension Service. College of Agriculture, Columbus. Ohio; C, O, Youxcstrom. Director, Extension Service, University of Idaho, Umse, Idaho; Carl ton Zixk, Product Research Department, Deere and Co* Moline, III 8? OFFICERS OF THE HOME CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 i\'SC Vice President for Humes-- /. R U'ahaer, Vice President and Genera) Manager, Manufacturing Division. Humble Oil & Refining Companj, Houston. Tex. Members--J, Robjekt Anbebsox, Director. Uurcau of Healtli Education, Virginia Depart ment ot Health, Richmond, V,; Mas. Harkiimt f< Bake*, Des Plaines. W - I'scl E Basel**, Executive Director, Building Officials Conference of America, Chicago, tit: Mrs. P. D, Bevtl, Sacramento, Calif,; Tost Blakely, Director of Technical and Maintenance, National Association of Housing & Redevelopment Official*. Chicago. Ill : Harry H. Brainerd, Executive Manager, Western Pennsylvania Safety Coun cil, Pittsburgh, Pa<: C.SESAR BkaxcHiNi. Office o> Community Services and Health Education, Equitable Life Assurance Society, New York. N. Y.; Percy Buoez, Gen-, era! Manager. National Fire Protection Association, Boston, Mass.; Mr*. Lucilx Boh, Consumer Education Director, Johnson's Wax, Racine, Wi*.; Din sis M. Butlijl Ad visory Coordinator, Mississippi State Board of Health, Jackson, Miss.; Ward V. Buxzell, Assistant Director of Technical Services, National Association of Home Builders, Washington, D. C.; Charles Al. Gaheron, Jr., M.D., Professor, Public Health Administration. School of Public Health, The University of North Carolina, Chapel Hill, N. C.; Unto W, Cantwell, National Director, Safety Services, American Na tional Red Cross, Washington, D. C.; Miss Jessie Cartwright, Director of Home Economics, Norge Sales Corporation, Chicago, 111.; Mrs. Majui.ee B. Cavexoo, Acci dent Prevention Coordinator, Tennessee Department of Public Health, Nashville, Torn.: MlSS Berxaxbjx* CeavtxSKT, Director. Division of Health Education, North Dakota State Department of Health. Bismarck, N\ D.; Austin C Ckibesttx, ,1*.. Field Rep resentative. Delaware Safety Council, nc.. Wilmington, Del; Walter A. Cum*. Ph.D.. Directs, Center for Safety Education, New York University, New York, K. Y.; Mrs* Nettie Day, Chief, Accident Prevention Section, North Carolina State Board of Health, Raleigh, N. C.; Miss Helene Dewing. Acting Director, Division of School. Farm, and Home Safety, Iowa State Departmait of Htilth, Des Moines, lew; MissEdith ft. Doane, Director, Family Safety' Division, New jersey State Safety Coun cil, Newark, N\ J.; Clinton W. Driver, Managing Director. Eastbay Chapter Na tional Safety Council, Oakland. Calif,; Mist Vtotrr G. DuBois, Chief, Drmtco of Health Education. Omaha-Dougias County Health Department, Omaha, Neb.: Doxalp A. Dvkzlow, M.D.. Department of Health Education, American Medial Asjoaatkw. Chicago; 111.; Howard Exxes, Director. Office of Community Services and Health Education. Equitable Life Assurance Society. New York. N. Y.; Alfred E. Ebcdlaxo. Executive Director, American Nursing Home Association, Washington. D. C.; Bauer W. Evoust, M.D., Chairman. Committee on Accident Prevention. American Acadenv ot Pediatrics, Ruston. La.; Mrs. Lawrsnce Fisher. Vice President, KatkmaJ Home Demonstration Council, Valders, Wis.; Robert G, Frazier, M.D., Secretary, Ameri can Academy of Pediatrics, Evanston, III.; Victor B. Fuqua, Director, Accident Pre\ ention Program. Kentucky State Department of Health, Frank iort, K.y.; E, M. GearKart, Til, Managing Director, Spokane Area Safety Council, Spokane, Wash.; George Ochres. Consultant, Accident Prevention Program, Honda State Board of Health. Jacksonville, Fla.; Mrs. Sally Gixcwnr, Director, Home Division, Louisville Safety Council. Louisville, Ky.; Victor C. Giuertson, Minneapolis. Minn.; Dan D. Cowing*. Director, Division of Environmental Safety, Pennsylvania Department of Health, Har risburg, Pa.; L. A, Hargoop, Director, Program Development. Kiwanis International. Chicago, 111.; Boyd A. Hartley, Administrative Assistant, National Board of Fire Underwriters, Chicago, III; Miss Lilly D. Hoekstra, Administrator, St. Louts Chil* Urea's Hospital, St Louis, Mo.; Harold Horowitz, Technical Director, Building Ke- , eArch Institute, Washington. D. C.; Miss Wilkie Hughes, Field Representative, Na tional Association for Practical Nurse Education and Service, Inc, New York, N. Y.; Mrs. Berne Jacobsen, Safety' Chairman, National Congress of Parents and Teachers, Seattle, Wash.; RuoaRD A. Jones, Director, Small Home* Council, Unriersitv t Il linois; Urbaca, 111; Miss EuxamccH Kasct, Safety Consultant, Safety and Occupa tional Health Bureau, Metropolitan Life Insurance Company, New York, N. V., Marx Kenyon, Ph-D- Executive Director, Nassau County Medical Society, Garden City, N. Y.; W illiam I. Kern*. Safety Advisor, Manufacturing Division, Humble Oil & Refining Company. Linden. N. j,; Arville Kraus, Director. Division ot Accident Prevention. Arkansas State Beard of Health, Little Rock, Ark.; EulLni L, Like. Chief, Program Planning & Consultation Branch, Division of Accident Pre\ enuon. Public Health iervice, Washington, D. C; Fred Lose, M.D., Director ot Health, Peoria City Health Department, Peoria, III.; Miss Asse Lync, Associate Director, Home Economics Department, Proctor & Gamble Company, Cincinnati, Ohio; Lucille J. Marsh, M.B,, Regional Medical Director, Children's Bureau, Chicago, III,; Routin' J, Mason, M.D, Director, Poison Goatroi Center, St. Joseph Mercy Hospital, Pon tiac, Mich.; Stanley A. Mate, Director, Training Activities, National Rule Associa tion of America. Washington, L). C; Mas. Geneva MaTHiasex, Executive Secretary, National Council on the Aging. Inc, New York, N. Y ; Mas. Marjorie B, .May. Di rector, Home and Education Division, Greater New York Safety Council, New York, N Y.; Levitte Mendel. AsKiate Director, National Health Council, New York, N. Y-. Uqnalb E. Musitoko, Trustee, Kiwams International. New York, >.'. Y-; Jauls E. 0`Neil, Director or Industrial Service. National Society for the Prevention of Blind ness, New York, N. Y,; Ltwts G. Polk, Consultant, Accident Prevention Program. State Department m Health. Oklahoma City, Okla.; Marvin H. Poutll, Managing Director, Washington State Safety Council. Olympia, Wash,; Edward P*fs, M.D.. Public Health Director, Evanston Department of Health, Evanston, 111.; J C Robert as, Assistant State Fire Marshal of Maryland, Baltimore, bid.; .V B, Rosextold, U.D., Director, Division of Special Services, Minnesota Department oi Health, Min neapolis, Minn.; Mis Luida . Sanders, Director, Health Education Division, Wjjeccism State Baud of Health, Madison, Wis.; George L. Scharjuschacsex, Jr, Park Ridge, l!L; C. George Segelei, Engineer of Utilization, American Gas Associa tion. New York. N. Y.; Miss Jayxt Shove*, Associate Director, National Society for Crippled Children and Adults. Chicago. Ill; .Arse* D. Silverman, Assistant Commis sioner for Management, Housing and Home Finance Agency, Washington. D. C ; Henry C, Steed. Jr., Senior Sanitary1 Engineer, Division of Environmental Engineer ing and Food Protection, Washington, D. C.; John C. ThostoS, Consulting Architect Koyat Oak, Mich.; Emil A. Tiaosi, Chief, Accident Control Section, Division of Environmental Health, Philadelphia, Pa.; Mis* Ruth Tuekey, Executive Director. Community Nursing Service ot Oak Park and River Forest, Oak Park, 111; James T Wadkixs, Managing Director, Richmond Arm Safety Council, Richmond, Vo.; Spavlutsc Wagcesu, Building Editor, House and Garden, New York, N. Y.: Earl R. Walf.cc. Senior Safety Engineer. Kodak Park Works, Rochester, N. Y.; Juliak A. Waller, M.D,, Coordinator of Accident Prevention, California State Department ot Public Health, Berkeley. Calif.; Mtss Masr M. Weeks, Program Specialist, Ciri Scouts of the U. S. A.. New York, S. Y.; Mrs. George Welles, Jr, Duluth, Mituu; Miss Janice K. Westsev. Asst Protestor, Public Health Administration, School ot Public Health. Chapel Hill, N. C; George M. Wheatley, M.D., Third Vice Presi dent and Medical Director, Metropolitan Life Insurance Company, New York, N. V.. William V. White, Chief. Family Safety Branch, Public Health Service, Washington. D, 0.; S. L William*, Safety and Fire Protection Division, . J, du Pont de Nemours & Company, Inc.. Wilmington, Del.; Tyree C Wyatt, If,D., Syracuse; N. Y.; Fraxkux D, YooEt, M.D,, Director of Public Health, Springfield, 1IL OFFICERS OF THE NATIONAL COMMITTEE OF RELIGIOUS LEADERS FOR SAFETY NATIONAL SAFETY COUNCIL 1962-63 i Chatrman--Charles H. Co, Chicago, III. f-nrmcr Cii.-iirmnn 01 the Board, Amt, koebuck and .Members--Rami Morris Aucer, Congregation Sharrev Zadek, Detroit. Mich.; Rev. Dr. 0 V, Anderson, President, Central Conference of the Augustana Lutheran Church. Chicago, III-; Rev. Robert R Arvlivaxu. Christ Episcopal Church. Greenwich, Conn ; Rrv. Gregory Bezy, S.C.J., Sacred Heart Southern Missions, Walls, Miss.; Rev. Heknaro Hkaskamp, Chaplain. House of Representative*. Washington, D. C ; Erwin I). Cvmiam, editor, The Christian Stumer Monitor. Boston. Mass.: Da. Edcak H. fiChanbl&r, Executive Vice President, Church Federation of Greater Chicago, Chicago. 111.; Du. Seymqitr J. Cohen, The Anshe Emet Synagogue. Chicago, 111.; Rrv. Eva*a* CoXSTANTt.vtots, St. Demetnos Church, Chicago, III.; Rev. Dr. Clal* U. Cook, Edu cation Director, Religion Sc, Labor Council of America, Washington. D. C.; Rev. War mest R. Erixgir, Executive Director, Council of Churches of Greater Kansas City. Kansas City, Mo.; Jambs P. Ecoxomos, Director, Traffic Court Program, American Bar Association, Chicago, 111.; J. Lloyd Evans, Director. North Texas Region. National Conference of Christians and Jews, Inc., Dallas, Tex.; Dr, Abraham Felomax. Hart ford. Conn.; Rev. Francis L. Filas, S.J.. Chairman, Dept, of Theology Loyola. Uni versity, Chicago. 111.; R*v Laweexce P. Fitzcsrauj. Director, Dept, of Ministry to Armed Forces Personnel, the General Commission on Chaplains and Armed Forces Personnel. Washington, D. C; Da. George L. Ford, Executive Director, National As sociation of Evangelicals, Wheaton, til.; Da. Billy Graham, The Billy Graham Evan gelistic Assn., Minneapolis. Minn.; Rev. Robert A. Gauxow, Plantation, Fla.; Ret-, D*. John W Harms. General Secretary', Association of the Christian Churches in Indiana. Indianapolis, Ind.; Rev. Dr. Howard Harper, Executive Director. General Division of Laymen's Work, The National Council of the Protestant Episcopal Church, New York, N. Y.; Rev. Djl FMnrwcK Brown Harris. Chaplain, United States Senate. Washington, D. C,; Eugene S. Hbckathobx, President. Lutheran Laymen's Movement for Stewardship, San Francisco, Calif.; Rev. THEODORE M, HgSBUBGH, C5.C, President. University of Notre Dame, Notre Dame, Ind.; Rt, Rev. Msck. Georg* G, Hicctxs, Director, Department of Social Action. National Catholic Wel fare Conference, Washington, D. C; Rxv. Da. Caramxc R. Hooton. General Secre tary. General Board of Christian Social Concerns of the Methodist Church. Washing ton, D. C; Ma, Clarence P. Jackson f Aaaii Clement), Louisville. Ky.; Rev. Frank Jacobsen, Zion Lutheran Church, San Francisco, Calif.; Raeri Morris CaSRIEL Kat*, St. Paul. Mina; Mrs. Hideo Kodani. Pacific Palisades, Calif.; Da. Gotoox W. Ijwejov, Associate Director, Southeastern Division. National Conference of Christians Sc Jews. Inc. Greensboro. S. C; Cast, M. P- Lutxess, Bismarck, N. D,; D*. Vernon H. MacXesu, Springfield, 111.; Dr. Louis L. Mann, Chicago, III; Commissioner Norman S. Marshall, National Commander. The Salvation Army, New York, N. Y.; Rev. Dr. Martin Marty, Associate Editor, The Christian Century, Chicago, I1L; Howako C. Maxwell, Office of Church and Society, Board of Christian Education, United Presbyterian Church in the U.S.A., Philadelphia, Pa.; Rev, Da. Dusa SC McCall. President, Southern Baptist Theological Seminary, Louisville, Ky.; Ror J, McCobjcel. American Friends Service Committee, Philadelphia, Pa.; Miss Margaret Mealev, Executive Director, National Council of Catholic Women, Washington. D. C; W. A Nelson, President, Illinois Conference of Sevemh-dajr Adventists. Brookfield, III.: <X5 Rev. Kuasu.L Olhjx. Wee President, Religious Activities Division, Sioux City Safety Council, Sioux City, Iowa; Deax A, Osteksmg, Seattle, Wash.; Rev. Dr. Daniel A. Poling, Editor, Chrutun Herald, New York, N. Y.; The Hon. Thomas M- Powers, Judge, Municipal Building. Akron, Ohio; Karri j scot Pressman, t-oi Angeles. Calif ; John M. Pugh, General Secretary, YMCA, Portland, Ore.; Hex*. Sheldon Hahn, Executive Director. Department of Social Welfare. National Council of Churches, New fork, N. V; C'*t F Keu, Ph,D,, Director. Commission on Research and Social jetton. The American Lutheran Church, Minneapolis, Minn-; Rev. Dr, W Henry y.rt!,iX'CTON, Field Secretary. <ener*l licwrd ot Pensions of the Methodist Church, Evanston, III.; Dr. Leslie k. Smith, President oi the Christian Churches. Lexington. Ky.; Shelby Soltharb, Editor, Xutiomeide World!Dividend, Columbus, Ohio; Rev, Hilary J. Suluiax, OF.M., Guardian and Rector, St- Anthony's Shrine, Boston, Mass.; Rev. Dr. Alfred W. Swan, First Congregational Church, Madison, Wis.; Rrv Harry P. Sweetie*, Central Presbyterian Church, St. Paul, Minn,; RAaat Marc Tanrn*aum. Director, Imerreligious Affairs Department. The American Jewish Committee New York, X. Y.; Rev. Charles C. Wuant. AFL-CIO Representauve for Religious Relations, Washington. D. C; Rev. Edwin T. WtLLiAMS, Trinity Episcopal Church. Covington. Ky.. and Martin Work. Executive Director. National Council of Catholic Men, Washington. D. C. 91 OFFICERS OF THE WOMEN'S CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 i'tft' ptsstth-nt fr H idmi'ii--Mk>. K-U momi n *, yr., Wm-nli, lima ( Mtntl>er-:ii-tafk;r t`/lutniitm--Mur Iiihs E, Kkcc-.ka. Milwaukee, Hr-. (Aleitilter-at-largeJ { v c'Ai/irwiiXH-- Hun, i'KASO> L. D.uvr'js, Saiiiiutl t'infer or Women LeciMatorEran>twi. III- Mi-aibfrt;--M*~. Hnt.v V, A<>jtw, Pre-ulcm, Ou><ta Intermmmal, Inc.. Monrvc, . Miss Dora Liz Allen, Genera! Secrelarv, Quota International, Washington, f> C , Mas. Alver Armatronc, Coordinator, Organization Relation*. Indiana Farm Bureau Cooperative Ass'n, Indianapolis, Ind.; ""Miss Lillian M. Basahas. Assistant '" Director, Traffic Court Program. American Bar Association, Chicago, lit.; Mas. W. It. Hauer, National Council of State Garden Club*. Wilmette, I1L; Auxu D Beaton. Director, Women's Division. Allstate Insurance Company, Washington. D. C.; Miss Mtusto Etna, Fester & Klefcer, San Francisco, Calif.; ""Mas. Ra* V Btzsrt*. Philadelphia, Pa.; Mas. Herman Herman, B'nai B'rith Women, Chicago, 111.; ""Mr*. Lt;cit.ue Blake*LY. Factory Insurance Association. Chicago. III.; "Mr*< Ruth A. Bottomlv, Consultant for Safety and Health. National Congress of Parents and Teachers, Chicago, 111.; ""Mas, Lean Bv-h. Consumer Education Director, lohmon's Was, Racine. Wi*.: Mas. Om.la P, Bltix*. National Association of Women Lawyer*. Chicago, 111.; ""Ma*- Ma.cxrjtt Stitt Church, Evanston. Ill; Mias Martha Crane. President. American Women m Radio and Television, Chicago. Ill ; Da. Dorothy Darunc-. Director. Noctheart Central Region, American Medical Women's Association, Gary, Ind.; *"Hox, Matthl Boil DaW. Judge. Metropolitan Court of Dade County, Miami, Fla.; Miss Hazel S', OrtmUL R.X,, Vice President in charge of Women's Activities, Toledo-Luca* County Safety Council, Toledo, Ohio; **MtSS Makaict Dims, Second Vice Prnidrm, John Hancock Mutual Life In trance Company', Boston, Mas*.; **+Mtss Dorothy Down*. Assistant to Director r.f Engineering Firemen's Mutual Insurance Company. Providence, S. f.; ""Mi*. Marguerite McCabe Drum, Assistant Engineer, American Telephone and Telegraph Company', New Turk, N. Y.; "Mess Marion Eaftimx, Chicago. 111.; Mbs. Rimii \V. Evatcrr, !., Thomasvitte, Gjl; "Mb*. Glenn W, Folkers, Ladies' Auxiliarv iHe Xxrienai Rural Letter Carriers* Association. Joliet, 111.; "Mbs. John <* Fowler, Associate Director, Office of Volunteers, The American National Red Cross Washington, 0. C,; Miss lcaxoc Freeman, Public Saiety Chairman, Zonta Inter national. Evanston, 111,; ""fMas. Gertruite H. Press, General Personnel Director. Nfew York Telephone Company, New York, X. YJiaK Woo* Fuller. Western Instructor, Training Center Off. of Civil and Def. Mobilization. Alameda, Calif.; Mrs. Eowaro GallaoHEx, President, Reserve Officers A'n Ladies Clubs, Silver Spring. Md,; Miss RUTH GalukoT, President, National Secretaries Associa tion, Chicago, 111; ""D. Lillian M. Gjlbbxth, Hear York, N. Y.; Mrs. Marjorie Giiustn, President, National Home Demonstration Agents Ass'n.; Burley, Idaho; Mis* Marguerite Gtlmorx; Regional Director, Women's Bureau, U. S, Department ot Labor, Chicago. Ill,; Mas. Mcwton Gobckow, B'nal B'rith Women, Chicago, 111.; Mrs. Rosa L. Gxacc, President, National Association of Colored Women's Clubs; Detroit, Mich.; "Mrs, Victor Haeiich, Stale Chairman, Farm Bureau Women, Garden City, Kan.; Mbs. Maui Mason Hkvjins, National Council of Negro Women, Chicago, 111.; "Da. Irmarexe N. Holloway. Safety Program Specialist, Division <>t Occident Preifnoon, Washington, D. C. r Mrs. Ceor'-e L. H'Lh. Ladies Auxiliary >n the Veterans ot Foreign Wars or the United Slates, Chicago. Ill,; Mrs. Florence Mjxn Hjlmis, President, National Association of Negro Business and Professional Women's Clubs. Massapniua, N. Y ; "Mi** Merodes Hurst, Public Relation* C'.csbltanT, International Harvester Company, Chicago, HU; Mrs. Berne Iacobsex. 'aicty Chairman, National Congress ot Parents and Teachers, Seattle. Wash iOwner); "Miss Catherine Iarbqe, National Secretary ior safety. National Coun cil of Catholic Women. Washington. D. C.; Mrs. Liokel Jarvis, Safely Chairman. .VatioraJ Home Demonstration Council. Cedartown, Ga.; Mis* Bmirara Jnnxvra PrcridaiL. -Association of the Junior Leagues ot America. Inc ; Baltimore, Md.; Mr* *nist .A JnH\*i,x, National Board Member, Young Women's Christian Ask*- 'latioo of the United States, Lake Forest, III,; "Miss Mary Kerrioax, Public Relations Depanmem. Firestone Tire and Rubber Company, Akron. Ohio; "Mr.*, Button E. Ktvrsot, National Safety Chairman, Woman's Auxiliary1 to the American Moeal Association. Elkhart, Ind.; Mr*. Frederic j. KxorR, National Safety Chair- **af. General Federation of Women's Clubs, Delmar, N. V.; M>* (Ju.lt L, Koger. Natima] President. The American Legion Auxiliary'. Indianapolis. Ind.; *Ml*s Cuts Lam. American Home Economics \*ociation. Chicago, 111.: ""D*. Lillian Lixoe- *xx, Rkhmorsii. Va.; Mrs. Florence W. Low. President. American Home Fxcvnomk* Association, College Station, Texas; Mrs. Elba UtixjitRT, Seerary*Treasufer, \ F.L-C l-O. Auxiliaries, Wasliington, D. C.; Mr*. Phiiup McCabe. Chairman, Women's Division, Saiety Council of Greater Lansing. Dimondale. Mich.; Mr*. 1o*e?h McCarthy. President National Council ot Catholic Women. \Va*higlon, D. C; ""Ml** Marje C McGuire, Commissioner, Public Housing Administration, Washing ton. D. C.; Miss MARrox A. SIcKixxtv, American Council of Railroad Women, (Chicago. Ill,; ""Hok. Geraldine Macclwaxe, Judge, Court ot Common Pleas, Luca* Corner. Toledo. Ohio; Mrs. JoHX Maxtix, National Safety Chairman, Woman's Auxiliary to American Optometnc Association, Carroll, Iowa; ""Miss Marion F_ Maxttx, Commisjfoner. Department of Labor and Industry, Augusta, Maine; Mr*. 1 Henry Matchtrr. President, Pilot Club International, Victoria, Texas, Mi** Iessir B. Matso.v, Public Affair* Committee. Soroptomirt Federation of (he America*, Snc., St. Paul. Minn.; Dr. Minnie C. Mru:*. President, National Federation o* Business and Professional Women's Dubs, Jne., Tuscaloosa, Ala.; Mr*. Lester Mole- -<>n. President, National Rural Letter Carriers Association, Cliowchtlla, Calif.; Mr*. Stjtt L. ilru.s. National Direrfor, Office of \'ofunteerx, Tire American Xattonal Red Cross. Washington, D. C; Dr. Crnxsttnc hlnjrEX, President, Altrusa Inter- -lariomL Inc.; Professor of Psychology. Guilford College, N", C . Charlotte MoNmowERV, Feature Editor, Good Housekeeping Magaxine. Westfield. N. Mr*. Thok?% E, Mo*hi, Grand President, Ladies Auxiliary1 to the Brotherhood of Rail road Trainmen. Columbus, Ohio; ""Mr*. Carrie Ngojjng, Kansas City, Mo.; Mr*. Alice Oaha. National President, Amrets Auxiliary, Salem, Ohio; Mas. Forest ). 1'wxsox, Chairman, Women's Division, Seattlc-King County Safety Council, Seattle, Wash.; ""HMrs- Louts L. Perlman, Witroette. Ill,; Mr*. Ksther Petersox, Assisi- ant Secretary of Labor. Director, Women'* Bureau, U, S. Department of Labor, Washington. D. C: ""Mrs. Henry S. Pierson, Des Plaines, 111.; Mrs. Victor E, Rejhaxx. President, Women's Auxiliary to United Federation of Postal Clerks, Evansville. Ind.; "Miss Wru>A Richardson, Executive Director, Pilot Club Inter national. Macon, Ga.; ""Mrs. Jean Waoc Rikolaub, Vice President. Batten, Barton, Durstine It Osborn, inc^. New York, N. Y ; Mrs. Catherine Ryan, Women's Divi- ixs. Greater SHnneapolit Safety Council. Minneapolis. Minn.; Mrs. Evelyn Nelson Ry*x, Vice President in charge of the Women's Division, Greater Kansas City Area Safety Council, Kansas City, Mo.; Mrs, Haven Smith. Chairman, American Farm Bureau Women's Committee; Chicago, III.; **Mrs. Sidney W. Stevens, Beverly Hills, Cafif.; **M Fred Si*auss, Seguin, Tex.; "Mrs. Flounce Thomas, Assistant Direc tor. Program Development, American Farm Bureau Federation, Chicago, lit.; Mrs. Ash ton G. T uoaxirm. National Organizations, Office of Emergency Planning. Washington, f). C; Mrs. William G, Thus*. President, Woman's Auxiliary to .American Medical ^xomiicn, Birmingham, Ala.; Mrs. J. Fouxt Tillman. President, Women's Divi* ion of CSirtMian Service. Meihodm Church Board of Missions, Lewisburg. Tenn.. Mrs. B. V, Todd. Director, Womens Division. Automotive Safety Foundation, Washington, D C,; Mas. Fred .1, Tooze, President, National Women's Christian Tem perance Union, Evanston, ill.: Mrs, Helix Turner, Assistant Director, Division of Home Economics Programs, U S Department of Agriculture, Washington, D. C ; **fM*s. E, Arthur 1,`xntRwooo, Vancouver, Wash.,' fifes. Bzikice T. Va.v ce* Vries, Member, Chicago Transit Board, Evanston, 111.; **MtM Carol Van Sickle, Consultant, Fire Prevention Education, National Board of Fire Underwriters, New York, N. Y., Mtss Hazel P, Williams. Executive Director, Altrusa International, Chicago, Jit.; Miss Charlock Wilsok, Public Safety Chairman. National Association of Insurance Women. Omaha, Neb. Utemate delegate Member-at-large tBoard representative OFFICERS OF THE YOUTH ACTIVITIES CONFERENCE NATIONAL SAFETY COUNC'1 .962-63 Donaui M. Hicuxs, P'iee (`resident Claude de St. Pack, Chairman ALEX A. MalESKI, IVe Chairman Member*-- Kenneth H. Axeusox, Associate Director. National 4-H Service Committee, Inc-, Chicago, til,; Hamy AffLfidATe, Executive Secretary, Distributive Education Clubs of America. Washington, D. C,; Livlvi.stov L, Blau, National Director, .American Junior Red Cross, Washington, D. C.; Dr. Inns M. Kkluno, Director of Education, National Farmers Union, Washington. D. C; Miriam Ephraim, Pro gram Director, Jewish Community Center Division. National Jewish Welfare Board. New- York, .W Y.; fonx P. Fishlr. Secretary for Work with High School Youth, National Council Y.M.C.A-, New York, N. Y ; William Pali. Okay. National Ex ecutive Secretary, Future Farmer* of America, Washington. D. C; Roy Haeum.es, Automotive Safety Engineer, Chrysler Corporation, Detroit, Mich.; Donald M Higgins, Director, Health and Safety Service, Bov Scouts ot America, New Bruns wick, N, Louts C Jcrixich, Boys' Work Director, Optmust International, Si. Louis, Mo.; Wia lusTt, Director ot Housh Activities, National Orange Youth, Wash ington, D. C.; Frank t. L-acucr, Director of Safety, Nationwide Insurance Company, Columbus, Ohio; Paul Lehman, Director of Health and Safety, Lf. 3. Junior Chamber of Commerce, Tulsa, Gfela.; Frank P. Lowest, Assistant Director, Auto Industries Highway Safety Committee, Washington, O. C.; Alex A, Mm.eskI, Assistant Director, Boys' Club* of America, New York, X. Y,; Inns L Marks, Director, Rural and Education Division. Automouve Safety Foundation, Washington, D. C.; John Mathee- *054, National Director, S'outb Activities, Veteran* ei hnrctgn Wars ot the United States, Kansas City, Mo.; I. Frank McCabe, Director, Key Clubs, Kiwantt Inter national, Chicago. Ill,; Patricia Phillips, Director, Public Relations, Girl* Clubs of America. Ine., New York, W Y.; Mildred Reel, National Adviser. Future Home makers of America, U- 5- Office of Education, Washington, D. C.; Eo Reeves, 4-H and YMW Programs, Department of Agriculture, Washington, D, C; Claude de St. Paer, Program Assistant. American Farm Bureau Federation, Chicago, 111.; Rev. Frederick J. Stevenwn, Director, Youth Department, National Catholic Welfare Conference. Washington, D. C; Elisabeth Strok, Director of Camping. Camp Fire Girl*', Inc., New York, N. Y-; Hugh B. Swxexv, Jr,, Program Director. Junior Achievement, Inc, New York, X. Y.; Frances Tomvkins, Executive Secretary National Student Nurses1 Association, Ine.. New Yoik. N. Y.; Leslie V. Watkins, Executive Secretary, Science Clubs of America, Washington, D. C.; Mart Weeks, Health and Safety Adviser, Girl Scouts of the USA, New York, X. Y ; John S. Wood, Associate Executive Secretary, United Christian Youth Movement, N`#w York, N, Y.-, Mrs. Sara-Alyce J\ Wright, Consultant, Tentage Programs, National Board Y.W.C,A,, New York. N. Y. 95 Other Volumes in this (1962) Series Users of this volume will find much vatu* in its companion volumes, which offer the complete record of the 50th Nation*! Safety Congress! Here is the list: Vo!. No. TiHe Gonarat Sessions and Indei to all Volumes E to 9 Copies S .66 10 or more S .SS Stock No. 022.32--t Aerospace; Air Transport .6$ 4$ 022.32--2 Automat.** ard Machine Shop; Power Pratt andforging 65 SS 022.32--3 Cement Quarry and Mineral Aggregates 40 ,JS 022.32--4 Chemical and fartiiisar ,6$ SS 922.12--S Civic leadership- Church. Homa, WomanYawtb. form 90 SO 022.32--6 Caal Mining SS SS 02242--7 Construction; Public Employee ,65 SS 022.32--1 Electrical Equipment 60 JS 022.32--9 Food and leverage; Maat Packing, Term ng i* le**he* Products: Trades and Sarrica* .61 IS 022.32--10 Glass and Caramict: Rubber tS .SS 02242--11 industrial Subjects Sessions (ASSfi) 9C 10 022.32--12 labor - - 65 SS 922.32--13 6S .IS 022.32--14 MataU ... . AS SS 02242--IS Mining Motor Transport; Transit . '* 65 SS Q2242--16 90 ,10 02242--17 Occupational Health Nursing . 9 IS 02242--It Petroleum ... , Jt& .55 82242--19 20 Public Utilities 21 Pulp end Paper; Printing and Publishing AS 35 022.32--20 6S SS 022.32--21 22 Railroad 40 4S 02242-22 22 School and College 90 40 92242--23 34 Traffic . U St 02242--24 35 Wood Products* and Toitilo ., 65 55 02242--2S 26 Early Morning Sessions--"Communication' ' .65 ,5S 02242--26 27 Public Safety ,. .65 SS 02242--27 COMPUTE SETS (27 Volumes) 51 f .00 any quantity 02242 All prices shown ar* subject ta a 10 par cant discount t National Safety Council members. NATIONAL SAFETY COUNCIL 421 NORTH MICHIGAN AYE. CHICAGO 11. ILL. `0056)02 022.32--4 06 National Safety Congress Transactions COAL MINING Beginning the Golden Anniversary Year of (fie NATIONAL SAFETY COUNCIL 411 NORTH MICHIGAN AVINOC CHICAGO It, ILLINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the COAL MINING SECTION CONTENTS Tli* Human Aspect of Coal Mina Safety......... Longwall Mining Experience in Utah, . Automatic Mine Pan Controls L J, Timms 3 C, , Self 7 William Danshaw 10 Hanna Coal Company's Accident Prevention Training Program for Management Personnel and Employees twaH Heriofl 13 Application of Rigid Foam in the Coal Mining Industry C. William Pomr. Donald W, Mitchell 18 Progress in Developing a Simple Monitored Ground.Fault and Cable Protection System ... .. L H. Harrison 21 Management-Employee Communication to Implement Safe and Efficient Coal Mine Operation . , Earl P, Smith 23 Application and Use of Plastic Matenal for Ventilation. Benjamin p, Powell 27 Prevention and Control of Heat Dryer Ignitions. Officers of the Coal Mining Section 1962-63 , VP, L. McMomt, St, 29 33 Other Volumes in 1962 National Safety Congress Transactions . , Sack Cover THE HUMAN ASPECT OF COAL MINE SAFETY By L. J. TIMMS Director, West Virginia Department oi Mines, Charleston. W. Va. With ihe passage of time from the dark ness i*i the Middle Ages through the Rennatsvance to the industrial era ot the Twentieth Ccnturv, mankind w the western emluation has developed a high degree or `-octal consciousness. Progress in safety legis lation has been a part of this development. We often fat] to remember that the feudal ivstem of the Middle Aces w* a system of slavery for the many. who worked for the benefit of the few. Economic history- tells us that as actual slavery was abolished, it was succeeded by a form of economic slavery. Increased productivity through the application of modem technology, a higher level of education and an increased social 'onscinumesf, have combined to provide emancipation from the conditions of the f^evemeenth. Eighteenth and Nineteenth Cen turies. We might suppose that the passage of the first mining legislation was a time for tejoicing by miners. Sadly enough, this was not the ease. The first mining legislation had for its basic purpose the enslavement of foal miners. In 1661, the Scottish Parliament enacted a law providing tiiat miners should work six days a week. In case of refusal, they were to pay fines and suffer corporal punishment, if necessary, because it was thought they spent their time "in drinking And dehaushrte" to the great offense of 'rod and prejudice of their master. Actual slavery existed in the Scottish mines until the end of the eighteenth cen tury, miners being transferred with the 'jale of mines. Slavery in the mines con tinued until 1775 when it was abolished by *ct of Parliament, not for the relief of the miners, but for the relief of the ownersPublic attention was focused on the wretched plight of the miners in 1812 when an ex plosion of fire damp in Felling Colliery killed 92 mm. It wasn't until thirty-two years later, however, that the first laws were enacted for the benefit of people work ing in coal mines. In 1824, general legislation was enacted which made possible public actions by unions, which had been organized in secret. In Us3;, ,t parliamentary committee was named to imeftnjate c'<n4ittr.n- in rr-.il mines. Their region wa< not cmi|4(iH until 1842. In the meantime, m a fire .it >t Hilda Colliery, 51 men were burned to death. In 1840, the Children's Employ merit Commission made a report, which cited that children as voting as tour tears old were working in coal mines. Young girl?, who worked in a stark naked condition except tor the cap on iheir head, were employed to carry coal dug ha mmers. Women worked 12 to i4 hours a day, crawling on their knees dragging loaded mine cars. On June 7, 1842, a bill was introduce! in the House ot Commons providing: (i) for the unconditional abolishment ot em ployment of women, and boys under thirteen years of age; <2) the prohibition of em ployment ot engine men under twenty-one years of age for the purpose of hoi<ting or lowering men; (3) the shortening or the apprentice time: and (4) the prohibition of payment of wages m public houses. As might have been expected, the bill met strong op position The Marquis of Londonderry, a substan tia] owner of coal mine?, met the moral argument for the prohibition of emptovmenl of women in the mines bv calling it, "mis taken humanity' pointing out that the poor rate would increase a* a result of such prohibition. "Morality is all very well." he said, "but will it flourish in beggary and starvation Other owners who were op posed to the measure argued cut the ground of "the injustice of interfering between the laborer and the manner in which he might choose to employ himself, and of interfer ing with the control exercised by the parent over the child." In spite of strong support, ihe opposition succeeded tn mutilating the bill so that, while it prohibited the employment of fe male labor in the mines, it lowered the age limit of boys employed underground from 13, as originally provided In the bill, to 10 years, and the age of attendants at hoist ing machines from 21, as originally proposed, to IS years. The bill made the first pro- 3 IV6? Xaliona! Safely Congress iton for a mine inspector. He had. only 1 ?GG mines to inspect. in 1855 and I860, minor legislative improvements were made In 1862. a fire in Hartley Colliery took 205 lives. In I860, 362 persons were lost m * mine explosion in Oak Colliery'- In 1872, the first respect able safetv legislation was enacted tor the Rritish Isles. In the States, safety legislation was de veloped by the same slow, laborious, frus trating. man killing process. The State oi Pennsylvania was the pioneer in legislating tor the safetv oi miner* The first Child t-abor law in Pennsylvania was enacted in 1848 The< laws, however, were not ap plicable to mining. The firt law* lor the benefit ot miners, enacted in 1849. provided him with a hen on property to secure wages. In 1854. the legislature passed an act to incorporate the Schuylkill County Miners' Asylum. The maintenance of the Asylum was provided by a tax to be collected from companies engaged m the transportation of coal. In 1866, an act was passed and ap proved which established eight hours as a legal work day. However, a proviso ex empting those places where there was no contract or agreement to the contrary, made die law ineffective for coal miners. Attempts &t safety legislation were initi ated in the aftie*. Rills usually died in committee. Finally, because of the increas ing number oi deaths due to falls of roof, exposure to black damp, mine fires and ex plosions, the Schuylkill County Ventilation Act, passed April 12. 1869, made provision for ventilation and for mine inspectors. At tempts were made to have ftatewidc ap plication of the provisions of this act, and 4 special attempt was made in behalf of Luzerne County, Apparently the legislators believed the senator from Luzerne County, who claimed there was no demand for safety legislation in his county and the mines there were not dangerous. On September 6, 1869, less than five months after the Schuylkill County Ventila tion Act became effective, a fire broke out in one of the `'shallow" and "safe" mines of Luzerne County, the .Avondale Shaft, located near Plymouth. A furnace at the bottom ot the shaft was used to provide ventilation. Sparks from the burning wood used in lighting the furnace set fire to the wooden timbers in the shaft, which in turn set fire to the Immense wooden breaker on the top of the pit. Only one opening was provided for ingress and egress and that was the shaft itself. The aid of fire departments from sev eral of the neighboring towns wras required to extinguish the fire. The twisting ropes .uid the charred timbers in the shaft created jtich debris, that it required two days for the rescue parties to find the bodies of the 179 miners who were suffocated by the gases <oming from the burning wooden structure and the furnace at the bottom of the snaft. Although it was by no means an exhaustive mining code, the legislature enacted in 1870 what is considered by many to be the first important mining law in Pennsylvania. This law was applicable only to the anthracite mines. To obtain wifely legislation tor the bitu minous mines, the tattles over anthracite legislation were repeated. A ventilation act applying only to the mines of Mercer County uas passed In 1870, This act contained some very good provisions, However, since the !*ct did not provide for an inspector, it might iust as well not have been passed. In 1871, an attempt to extend the anthra cite act to bituminous mines was defeated m the senate and not reported out of the house committee. In 1872, a bill wa* turned aside with a proposal to appoint a commission--this pro posal died In the committee. In 1874, a resolution providing tar the appointment oi the commission to investigate the condition*, of ventilation and safety ui the bituminous mine* was passed over objections on the grounds of economy and claims that there was nothing to investigate. The following vear, the commission submitted its report. It had been allowed only 100 days for it* work. Pressure by the operators made U difficult for the commission to secure testi mony fran the miners. Among other things, the member} of die commission found that many mines had no system of ventilation or drainage at all. They found mines, employing between 60 And 100 miners and about 14 mules and drivers, which did not have sufficient amount of air to move the anemometer, while water and mud were found throughout the mine. In some mines the air was so bad, that on C.nd Mining *cscr;d occasions, they had to give up be cause they could not breathe. The general excuse was that "in the winter we had too much air." or that "the wind today is coming from the wrong direction*" or "when the cars are running we have plenty of air." As a result of the report by the bituminoui commission, a bill was introduced in the legislature in 1875 providing for proper ventilation, inspection, safety openings, pro hibition of employment of children under 12 years, and those under 16 tears unable fa read. The chairman of the Mine and Mining Commince, in reporting the bill `omeitme later than it was expected, ex plained that the bill was held back "through emirtexv to tome <rtil dealers." The bill passed its fir*t two tradings and was never heard of again. The attempt was repealed in 1876 The usual arguments and opposition were pre vented, "The legislation would result in the storing of all mines and the consequent ruin i*i` the prosperity of the whole state," In ,.mwcr to the argument that ventilation was needed, an informed senator replied that "God has empowered nature with this law' called the diffusion of gases," and, there fore. no explosion could be due to the ac cumulation of gates, One oi the house amendments provided that a board of examiners of mine inspec tors be appointed by the governor, lieutenant governor, secretary of internal affairs, and auditor-general. The house had a Democrat majority and (he senate, a republican mi- lortty, A dispute arose as to the control ot the appointing commute*. A conference between the houses revolted and the bill died in the conference commute*, it was upected lhat this controversy was deliber ately created in order to kill the bilL Finally in 1877, the first effective safety legislation lor bitumionus mines was passed. Following the passage of legislation ior both bituminous and anthracite mines the scene of battle moved to die courts. Numerous aitempcs were made to have the mining laws declared unconstitutional. Fortunately tor the progress of safety legislation, these efforts failed Since they could not pre vail in the courts, the next effort by the opponents of safety legislation was in the domination and control of the mine inspec tion department. The story tallowing the p,i.>ge oi initial safety legislation is a record at mine dis asters, followed by additional legislation and some increased enforcement, until the nexi disaster when the cycle would be repeated This process eventually resulted in the cre ation of the Department of Mines in 1905 and the passage in 1911 of a bituminou* 0*1 act which retains its basic form to the present time. The progress of the safety movement in Ww Virginia differs from oilier areas only in detail. This could be illustrated in many wavs. The record of coal mine disasters m West Virginia m which 5 or more men were killed tells a rather complete storv. During the first ten yean of the present century, 'X>7 miners were killed m mine disasters in West Virginia. The loss from 1910 through 1919 from this cause was 5b0 men. 419 men were lost in the Si's, The first record of any decade was the 50`s, in which 87 men were lost in coal mine dis asters, 255 men were lost in the 40's and 144 in the riV*. We lost 1$ men in and none in 1961. At this rate there will be 90 men tost in the 60\ unless we take cuijtnsctjve action. Prior to 19.33, the control ot safety legis lation and its administration was held prin cipally h> the mine operator*. Through the organization of the miners into union*, the balance of power was shitted. Certain desirable features of mine safety lost ground, particularly, the training ot miners in first aid and safety practices. The greatest dis service to safety by the miners during this period was the use of safety provisions guaranteed by contract, to impose economic ancttons. Simpiv stated, the mine safety committee was used in too many instances as a tool of the grievance committee, in matters that slieuld have been handled through the grievance committee atone. For tunately, common sense has prevailed and this practice is now the exception rather than the rule. In the early W04* federal inspection of eai mines was instituted. This was fol lowed by congressional action In the early 1950`s providing federal coal mine safety laws with enforcement provisions for cer tain classes of mines- One of the major benefits of tins legislation was the fact that we now had a national standard with 5 which state standards could be compared. This focused attention on certain inade quacies .t' tiiev appeared m the standards mi the various states In West Virginia, after many years of bickering ami jockeying for power, repre sentatives of the operators and of the miners, 'it down *n conference and drafted new mining legislation. This legislation was first introduced in the Legislative Session of 1937 but failed to pas*, principally because *f the objection* of certain independent in terests. During the following year, the con ferees met and redrafted this legislation. The redrafted legislation was presented to the 1958 Regular Session of the Legislature. It passed both houses and was signed by the governor- ln drafting the present baste mining taws m' West Virginia, the conference drew freely from the Federal Mine gaiety Code, the mimng laws or other coal producing states, and experience with mining problems within West Virginia. One of the outstanding fea tures nf the nciv mining taw was the in sertion of prottMons to guarantee tliat the Department of Mines would be free from outside influences, political or otherwise, n the administration of the taw*. This was brought about by the introduct!r.ni of the Mine Inspector's Examining Board, to insure that appointment to the job of insjiector would be made only on the ba,s* of merit, and * provision for permanent tenure for mine inspectors. No one would claim that we have a perfect mining law*. However, the miners and op erators did put together a good basic law --better than anything we have had in the past. Furthermore, they have demonstrated tliat they will cooperate on changes to keep in step w ith industrial progress as the needs arise. The atmosphere in West Virginia is more favorable for safety that it has ever been in the history of cn#l mining in the state. Under this atmosphere, the West Virginia Department of Mines recognizes an added responsibility. The department recognizes, that under the present laws and working m the present atmosphere, there is no legiti mate alibi for poor performance. Personnel of the department recognize a responsibility to become better administrators of the law and better promoters of safety. The jub will not be dace overnight- The mining departments of other states have been operating for several years under the ype of admmtst.ra.tiun not attained in West Virginia until 1958. The present situation offers a challenge which we accept- Our formula is very simple; "We will do a better job today than we did yesterday. Anil tomorrow we will do a better job than we did today." Two factors in the current situation are very encouraging, The first, is the attitude of the United Mine Workers. The leader ship, m discharging their responsibilities, make it known that the membership must not only have respect for the laws, but have an obligation to become educated in safe work practices and to follow these pracuces themselves and encourage their use by fellow* workmen. The second, is that change* within the industry have led to the introduc tion of a more professional type of manage ment, better trained in analyzing problems. This group recognizes iu responsibilities to humanity. Moreover, they are a hard headed bunch, who have learned by cold facts and figures, what safety people have preached through the yean--that "there can not be efficiency and economy without safety." Top management has recognized that un safe working conditions and high injury rates are most frequently the result of poor oidmmitralion and management. Poor ad ministration and management are also a ma jor factor in high cost of operations. One adverse factor has entered the mine safety picture- This factor is most preva lent in the Southern Appalachian Region. 1 refer to the growth of so called "wagon mining" or "punch mining." Well trained supervisors influenced by the attitude at top management have made the major con tribution to some of the remarkable safety records that are being attained by individual mines. In our small mines, this supervision is lacking. In addition, economic pressures have en couraged workers in these small mines to neglect safely practices. We are confronted with a situation, similar tn many respects to the situation in the early days of min ing. In addition to substandard conditions for safety, these workers in small mines receive substandard compensation for their work. The usual excuses ate being offered tor the perpetuation of this system; "without this system, these men would not have work, it is better that they work than draw un employment compensation," "coal is being mined that could not otherwise be recov ered," "this system U an example of the American way of free enterprise which creates equal opportunity for small busi nessmen." The fallacy* oi these reasons are obvious to clear thinking people. Concerted action is needed to prevent this backward i*p in mine sxictv. And now* a word concerning future trends m coal mine safety legislation. Past his tory indicates that a the needs arise, legis lation will follow Until there is more definite indication as lr. she trends in in dustry', a forecast of future needs in the legislative ?,id law enforcement field would be at best an educated gucs. In a modem operation, supervised bv trained personnel, and administered by pro fessional management fully aware that saicty iv a prerequisite to efficiency- it has been demonstrate! that industry, withui itself, can administer a safety program with a higher degree of effectiveness than can be attained through law* enforcement agencies. If the present trend continues in the management of this type of mine, the need* tor law enforcement will not be greater than tor a modem factory. However, in the wagon mine class, there is a Lick of trained wiperviMon. There ant been a marked increase m the number oi mines of this type in recent year*. Gov ernment must act to fill the need created by the lack of skilled supervision, if we would reduce fatalities and other personal injuries occurring in these oeprations The federal government was miected into the enforcement of safety regulations to till a need. Although considerable progress ha* been made, the need i not yet satis fied. If progress continues, and we cer tainly think will, we will arrive at a situation where the taxpayer will object to the duplication in federal and state effort Either ihe federal will retire to safety re search. or the state* will reduce their torce* and the Bureau of Mines assume the en tire responsibility. >'o prediction is offered as to the eventual outcome. It i* predicted, however, that with our gtealer sense of social responsibility, we will not return in tli conditions exempli fied by an incident which occurred in a Pennsylvania anthracite mine 60 years ago. At about 9*JQ A.M., a driver was kicked in the face by a mule, it was the rule at this mine that hoisting of coal would not be interrupted to take a man to the sur* face, for any reason. The injured driver was dragged into a crosscut where he lay all day, ignored by the foreman and his fellow workmen, despite the fact that oc casional moans could be heard. At 3 :Jfl P.M., he was loaded into an empty mine car. itauied to the shaft bottom and hoisted t*. the Mirface. LONGWALL MINING EXPERIENCE IN UTAH By C. . SELF Safety Engineer, Kaiser Steel Corporation, Sunnyside, Utah Longwall mining has long been the pnnMp.il method of mining in Europe, but it has not been competitive with the high per formance of mines in the United States using the room and pillar method due to the inability of keeping a balance between high capacity face equipment and the in stallation of roof support With the recent development of the hy draulic self-moving roof support system, the balance i> more favorable and has resulted in the purchase and installation of the first mechanized longwall operation in Utah m the lower seam of the No. 3 Mine at Sunnyside. Ihe longwall equipment is manufac tured by the British Jeffrey-Diamond, Ltd., and the hydraulic roof support is manufac tured by the Dowty Mining Equipment, Ltd. if Gloucester, England. The Xo. 3 Mine at Sunnyside is an old t'fti* .Vufirmii/ snf.'tv t *<n' operation dating back to the 189tA with workings in two eams without much thought given to a long range program, and eventually it was abandoned for economic teasons- The separation between the two -cams varies from 20 id 45 fen. Coal is from 5 to 6 feet m height. This propertv i- noted for eviensive fault*, Kid roof, *iucz* eomtninn*. md is cover is up to 20QQ feet, bounce and bump hazards create one of the most difficult coal mine operation* in the country. The method ot mining is ihe room and piliar system with full extraction on the retreat, using conventional and continuous mining equipment, In the extraction of pil lar? with tiiis type of equipment, we were unable to get clean extraction due to the partially mined upper seam with remainin* pillars and stumps in vmttung undue load*' on the lower seam creating pressure point* -ind causing frequent and dangerous bounce?. 11round movement involved venous hazards and damage to workings and equipment. Immediate roof consists of JO inches of cap rock with sandv *haie above, which makes roof control difficult and dangerous. Roof support consists of roof bolts on 4 foot ot less centers, and in some instance* cnbs and vieldable steel arches. These method would support the roof in the majority of working places, but were not entirely effective for protection against the heavy bounces and bumps encountered. Cap rock would break up and fall, caves would occur, and the CuH nl handling this rock was pro hibitive. Faced with the problem ot keeping thi* mine on a competitive basis, it was decided to install this longwal! equipment on a trial basis with the hope of increasing production, getting dean extraction, maintaining proper caving lines, minimizing bounces, and im proving safety. A 1000-foot block of coal in the 8th Right Section with ihe most adverse roof condi tions in the mine was chosen permitting a longwall face of J10 feet to start and ex tending to 420 feet half way out. The seam ui this area includes a rock parting near the floor from 6 to 12 inches in thickness, which is taken m the 5 foot mining height. The seam dip U 7 per cent and the longwall face was established up and down the pitch. The equipment consists of 1000 feet of .'0 inch log chain and flight armoured con veyors; 420 feet of this conveyor is in stalled along the face with a power unit at the top and bottom. This conveyor dumps coal onto a 220 foot lateral conveyor which moves up as the face advances and dumps coal onto another 220 foot section of con veyor. <"Vnl i* then dumped onto another 140 foot ern*s euuvc.or whu'h conveys coal to a ioaderhrad and dumps coal into mine cart at 5.5 ton capacity. All of the equip ment operates cm 440 A.C voltage. The shearing machine is the FI I, B.J.D. \ndenon Shearer Loader, 125 HP, water cooled, and advances and retreats along the face on iop of the conveyor. The con veyor line is designed to serve as a track for the shearing machine as well as to carry the coal away The machine it geared to -ut at variable speeds of from 0 to 30 feet per minute depending on the hardness of cutting. The shearer leader is pulled up and down the face by a ? inch wire rope by means of. a capstan drum located on the machine. The cutting head is circular, 5 feet in diameter and 27 inches wide, revolve* at 60 RPM and averages 24 inches each cut. ihe machine cuts up the pitch the full length of the face and ts equipped with a plow on the rear end for clean up purpose* in the retreat down the face. Roof support is controlled with a hydraulic system of tacks with a trade name of Rootv***ter, Pressure is controlled with a high pressure hydraulic unit, type B-T with pres sure between 1750 and 2000 pounds per square inch. Jacks are hydraulically Isolated by non-return valves to remain set in the event of power failure. The system ts used with a snaking con veyor on a longwall face. The supports are set immediately behind the conveyor and spaced at regular intervals on JO inch centens. At the commencenern of a cut all supports are in line, with the rooi beam* set close up to the face, acting as cantilever supports over the conveyor. The prop con trol valves are in a neutral position and the jacks of the '`fore" supports are fully extended, The wide roof beanu insure maximum support contact with the roof and the props of all supports yield independently at JO tons. In this w-ay a high even resistance is maintained along the entire face As the power loader moves along the face, the two props of each '`fore" support are I : i j I j [ j | C.mit ,1/m.ii? sdeased by selection of the prop control valve. Operation of a control valve closes the jack, drawing the support up <o the conveyor. The props are then pressurized by selection of the prop control valve, bring ing the roof beam up to support the newly exposed face at a setting load which can be varied up to 9 tons per prop- Both con trol valves arc simply operated by 3 *hon removable handle carried bv the operator The valve is spring-loaded to the neutral (xifition and selections are made agann-t light spring pressure This arrangement eliminate* accidental operation of the valve, \ senes of signal lights are located along the face conveyor on approxim.-iteiv 73 foot renters, These signal lights control the power to the face conveyor. This provide* ,1 safety factor and also a means of rapid c-fTimunication along the entire longwall face. To snake the conveyor over the new face, .1 selection is made at the lick control valve ior the tint "fore'* support, extending the jack and pushing the conveyor forward. If vjditional thrust proves neces*ar>- to ad vance the conveyor fully, the control of the first "fore" unit can be locked in the "push" position and the next lack operated. When the conveyor is in its new position, ihe props of the `'after'' support unit are released and the jack clo*cd, drawing the -upport up to the conveyor The props are then re-set and the roof beam supports the face similarly 10 the "fore" support. Both supports are again in line, establishing a new caving line. The support units are of two types, basi cally simitar in construction and operation. Each comprises a box-section base, housing the hydraulic operating mechanism into which are fitted yielding props supporting a top beam. One type, known u the "fore support," incorporates two props, and the other, or "aft support," has three props. In each type, the props are hydraulically linked to a control valve for pressurization or release. A jack in the base of each support is me chanically connected to the conveyor and hydraulically linked to pressure and return lines. Illesc are attached to the conveyor and connected with a power pack, situated at the head end. Control valves in th pipe lines attached to the conveyor control die operation of the jacks. Fluid for prop pressurization also passes through the valves before entering the supports through hollow piston rods. The jacks of the "fore'' sup ports may be double-acting or single-acting as required for advancing the conveyor. All the "after" support jacks are single-acting. On every fourth set there is always a two jack unit containing a double-acting ram m pull the support forward, and after set is pressurized against the roof, push the con veyor ahead to the face. The entire longwall operation is handled bv a crew- of II men as follows: section foreman, mechanic, shearer operator, cableman, four propmen, cornerman, loaderhead ind rnotorman. The ventilation of a longwall face such at Sunnyfide is simple and straight line. The unit is on a separate split of air. Air enters the haulage entry and circulates the entire length of the longwall face in a con* tinuous movement, entering the main return atreourse after sweeping along the longwall face. There ire not doors, check curtains or line brattices used, and no dead ends left -landing, which minimizes the effect of variations in atmospheric pressure and pre vents the possibility of standing bodies of methane in these areas. The method of allaying the coal dust on this longwall operation ts the application of four high pressure water sprays installed on the shearing machine with a continuous flow of water on the cutting head. This method keeps the explosion hazard and health im pairment hazard at a minimum and keeps visibility around moving equipment at a maximum. Roof control has been positive .aid secure ,.t all times with good caving following im mediately behind the roof supports as they .idvan*. "Die real advantage of this system at Suruiysidc is in the minimizing of the bounce or bump hazard. The accident rate has been reduced below the national average. Acci dents so far have been knitted to fingers and hands. It ts expected that with more op erating experience that this type of accident will also be greatly reduced. Costs have been reduced because of improvement in output per mar. and dtnimniion of roof sup port material at the face. 1962 ,WtuuH miMv Cx'i AUTOMATIC MINE FAN CONTROLS By WILLIAM DANSHAW Division Electrician, Bethlehem Mines Corporation, Ellsworth, Division Ellsworth, Pa. Since the cnrlictt <!.> ui .ua! mining tremendous advancements have hem made m coal production mcilir*j* with a resultant mcreae in ventilation requirements. Our chief aim in production is to work* with proper safety procedures m order in prevent the terrible disasters which in most cases resulted from some tvpe of ventilation fail ure am! subrquen! ijjmtion of accumulated gas by some power device. The host insur ance again.'t Micit accidents is the best ventilation equipment available as deemed necessary by the individual mine require ments. But even the het ventilating equipment can fail, and allow dangerous gases to accumulate very rapidly, and cause a safe mine In become dangerous in a compara tively short lime Therefore, in the event of a fan ventilation failure, the law requires that all power entering a mine he diut-off within 30 minutes. Each of the three mines in Bethlehem's Ellsworth Division cover an extensive area, and some remote power locations are threequarters of a mile from accessible roads during certain seasons of the year. Each fan ventilation stoppage of extended dura tion required clearance of all these power sources, and the time involved usually ex ceeded the 30 minute time limit: therefore, a safer and fader method was required. ^ After careful consideration, a Scanner System wa* chosen. The equipment in operation is a Femeo iW Scanner System which monitors four combination fan arid circuit breaker units, 14 circuit breaker units and one office unit. It U itm necessary to u-e all of the above units, but tr does pro vide for an adequate future expansion with a minimum of additional expense. The installation requires 3 components as listed below: 1. One pair of {mutated control lines. One office unit. .3. Four combination fan and breaker type held units. 4. Fourteen breaker type umts. 5. \ccessor> control wiring as required i>*r cadi field unit. I Control Lines: This necessitated the installation of one pair of #3 ft WO Bclhnmzed steel wire mounted on 3 spool service brackets. Field units and office unit were connected on a pantie! circuit arrangementConductivity wa* not a requirement due to ifw current drain, but long life and *trength determined selection of the above type of wire. At each field unit and the office unit the sisnaj lines were terminated wtih a 23 o .'0 ft. length ot standard *12 twisted pair telephone type wire, preferably with rubber and neoprene or equivalent insulation. This acts as a type of fusing valve in the event of a lightning disturbance or 25 KV fault on the overhead transmission line Two types of lightning arresters have been used with good results, but for reasons uf economy and because of satisfactory performance realized to date, we have stand ardized on the Line Material #AS1B2 signal arrester, used in conjunction with appropri ate fusing, as the basic protective equipment. 2. Office Unit; This package unit is com plete except for control lines, power source and accessory device attachments. Originally the unit was furnished with a circuitry that would accommodate both surface and under ground control line connections. In the event oi a fan failure and resultant power shut off. the control line* would also be de energized to eliminate energized control lines inside the mine during an all clear situation This would make all circuit breaker signals inoperative and condition nr breakers would not be known, still leaving some doubt as to whether or not al) breaker* were open a* required. Since all of our signal lines are on the surface, it is not necessary- to de-energize the control lines during a tan failure. There fore, the office unit wiring was revised to give a continuous monitoring feature. With this arrangement the office unit can time out, through the office and field unit agastat time delay relays, and become non-indicat ing: but by merely depressing the agastat (.'Vi Mimui/ reset al ilu? ntiice unit the entire system could be returned to a circuit breaker moni toring condition, which makes it possible to determine ihe open or closed status of each circuit breaker. Tills operation when done properly will not close any breaker; the actual closing of field breakers requires additional manipulation of office unit con trols alter the systrm is restored to a normal fait monitoring status, 5 & 4. Field Units: There are two types of field units: a. Unit which contains devices tor normal i.ui monitoring as previously mentioned and in addition has provuion for a circuit breaker control. b- Unit which contains devices for cir cuit breaker control only. s Accessory Controls: Each device re quires its own control wiring arrangement, with contact sequence and arrangements made in such a manner as to incorporate alt working and indicating devices as re quired. 1. Main Office Unit: The voltmeter at the top of the cabinet responds to voltages pulses on the signal line circuit and gives me indication of its operation. The two rows of lights and switches below the volt meter constitute the circuit breaker selection (ortion of the system. Each station is pro grammed every 2 minutes for approximately five seconds at which time the red or green light immediately below will indicate the closed or open status respectively of each cation being programmed on the automatic equenee. The status of each breaker can be deter mined manually by operating appropriate twitches when so desired. lire four tights below the breaker lights .ire blinkers which give an indication of nor mal fan rotation. The first row of switches below the blinkers permit by-passing of any unused fan positions. The switches m the bottom row are for fan and breaker alarm silencing only, and operating these switches does not alter the automatic operation in any manner. 2, Inside of Office Unit: At the top of this panel is the programming or station selector scanner. This operates at 36 R.P.M. and brings m each field station every two minutes. The unit below this is the .30 R.P M indi cation scanner- Fan pressure indication* are received through tins scanner every two seconds. As long as these are received, the fan pressure relays to the right are held dosed and in turn hold up both the fan alarm and agaclat time detav relay a* re quired. If the fan pressure falls below a pre determined value as set on each pressure device at each fan location, the "normal pressure signal" from the affected station will not transmit any signal, and the svstem will then go into the automatic clearing of all breakers as designed 3, Combination Kan and Breaker Unit This unit combines both fan data signals and circuit breaker operation and indication. The unit has the 30 K.RM. sooner device similar to the office unit, except that only >mic reed switeh is present between points l through 18, same corresponding to station number involved. The reed switches between 21 and 33 are for breaker operation, breaker Indication, fan pressure and fan blinker indi cation. The rotating arm on each scanner !us a permanent mngnet mounted on one end and closes the contact of each reed switch at every passing. The circuit established is maintained for a sufficient duration of lime to permit the transmission of the desired signal and resultant operation of the system 4, Hermetically Sealed Reed Switch: The circuit scanner depends larneh on this de sire for it* trouble free ''peration under normal operating condition*. It is made up of 2 spring leaves hermetically sealed in a glass tube containing an men gas. The con tact is held open by its normal spring ten sion, and as the scanner -irm magnet passe* each switch, it momentarily magnetizes the leaves of the switch making one a north pole and the other a south pole. Magnetic attraction in turn pulls them together closing the switch and setting up a circuit for both control and indication of devices involved, 3 Simplified Office and Field Scanner Operation: This schematic illustrates how the circuit scanner makes it possible to send more than one bit of information over a single signal line. In practice 60 cycle power is used through isolation transformers and rectifiers thus creating the D.C pulses re quired for the system operation. I'jf,; \,,li,,u! l When the scanning magnet* of the office and held unit are on the second point, vwitche* at the right of the office scanner are the control contacts, with "2-oa" repre senting the push-button which it operated to clo*e the S'o. 2 circuit breaker. This switch is connected to No. 2 point on the `canner When the switch is closed and the scanner magnet passes .S'o. point, this clo* the reed switch which send* a positive impulse over the lower iine wire. This picks up the "C` relays ar all field station.', nu. only at one held station is that particular circuit breaker wired to the No. 2 reed switch of the scanner. Thus, at that one field station and only at that station, the "C** relay is energized at the same instant that No. 2 reed switch doted by the magnet on the arm of the field scanner. Relay "2 CB" picks up and closes the circuit breaker in Accordance with the atrc**ory control wiring. The opening of the particular breaker In question U performed in a similar fashion U'ing appropriate switches and accessory controls. The entire operation of the system i* de pendent on the office unit scanner and held unit scanner being in perfect synchronism with each other. This is initially accom plished hv having all unit* operate from the 'ime 60 cycle power source furnished by the local power utility company. Each unit if operating properly route* at .30 R.P.M. -.>nchroniration oi the office and field scan ning motors is established by sending a reverie polarity impulse over the signal line from the office unit. This operates appropri ate relay* which pick up the "sync" relay i each unit and the office unit at exactly the same point on the scanner circle When released every rotating arm is in the same relative position with respect to each other, ,md remains so, at long as the 60 cyde power remains normally stable at each loca tion and nothing interteres with the normal .trm rotation of each unit. The operation of the system can be further dimmed in J mam categories: A, Continuous Fan Monitoring; B. Automatic Shut-off oi Mine Power; and C Manual Control of Mine Power. A Continuous Fan Monitoring: Through the system circuitry '} types of fan indica tions are received ;it the office unit at all time*. One indicates normal ventilation pressure, and the other simulates tan and motor rotation. The second also incorporates de vices which indicate that ah bearings, stator and rotating parts are at normal operating temperature*. 8. Automatic Shut-off ot Mine Power. Each field unit >$ monitored every Z minutes and indicates the open or closed status of that device ot the office unit, and in addition each of these units will automatically shut off, it a fan failure is indicated by the pressure device signal C. Manual Control of Circuit Breakers; Each circuit breaker can be opened or closed manually by operating appropriate switches provided on the office unit panel Normally all devices are designed and arranged for a fail safe operation, but never theless some devices could be in a non operating stale ami the entire system would not function as designed, unless cltecked periodically. When initially placed in service, weekly checks were made on the system by actuating the un pressure device under simulated fan stoppage conditions, which in turn set off the office alarm and placed the power shut-off procedure into operation. If the system did not operate a* designed, de vices were checked and adjusted as required for proper operation. In addition to the above, every 6 months our fans are shut-down for routine inspec tion and maintenance, at which time the scanner test* are made under actual fan stoppage conditions with actual changes in ventilation performing the operation* re quired for normal functioning. During off periods or idle days, any or alt circuit breakers can be opened or closed as desired from the office unit with visual indication of their resulting status. Our present testing of the system is oa a 2 month basis, unless the equipment shows some operating defect, at which time it i* restored to normal working order- Maintenance of the system has been re duced to a minor item at the present time. When the system was initially installed it our No. 60 Somerset mine, numerous failurcs of certain component parts in the office and field units were our chief source of trouble. The devices causing the most trouble were reed switches, mercury wetted sealed relay*, plug in relays and plug-in condensers. 12 [ j i 1 ' . ` [ Cytrt .l/mniy This could have been caused by a supply ni faulty parts, because tins condition is almost non-existent at the present time and now only in occasional replacement of cither a reed switch or a plug-in type relay con stitutes most of our failures. The signal line must be maintained free or all grounds and leakage-between-lines at All times, because even the slightest indica tion of either fault can disrupt the enure ami activate the fail safe design. If cither condition should occur, isolation of -treuits must be followed to determine fault location, and any separation arrangement worked into the svstem can be an advantage during fault periods. The most serious faults encountered in iur operation have been caused either by lightning damage or energized 25 KV lines coming in contact with our signal lines. The nwnd i the most serious and prevalent in .iur case because almost our entire system is earned on the West Penn Power Com pany 2i Kv' distribution poie-lines. In either of the above faults most damage iu been restricted t ;he lightning arresters, control fusing and the twisted type telephone lead-in wires. The component relays and devices have held up well and only occa sional contact i reeztng has resulted. Light ning damage has actually been a minor fac tor in system damage, the (using and Arresters adequately take care of this situa tion When initially installed, testing each field unit in conjunction with the office unit required a reliable form of constant com munication- Telephones were available at only a few locations so a carrier type inter com unit was used by connecting the car rier signal thru condenser coupling to the negative line of the signal circuit, by this mean* constant contact was maintained be tween the office unit operator and the held unit operator. Later a 2-way mobile radio i stem was placed in operation and replaced the intercom tvpe of device with tar lietter `tilths. In any event some type of reliable communication is a necessity tor proper maintenance of the scanner si stem, especially luring system failure periods. Summarizing I would like to stress the following points which 1 feel have been most important in our operation: I. Install the be<l tvpe --igtial line, and maintain well kept nqht-ot-waw along the entire route- J. Cheek svMcm "Deration periodically to m`ure proper functioning at all times. A provide a reliable means ot cummunt1 Minn between office and field units. I, Install all signal lines on surface if possible, and make provisions for sectionalizing to aid in localizing and isolating trouble. 5. Install the best available lightning ar resters and keep protective (using at mini mum required for contimimt* operation un der normal condition*. HANNA COAL COMPANY'S ACCIDENT PREVENTION TRAINING PROGRAM FOR MANAGEMENT PERSONNEL AND EMPLOYEES By EWAL r HERZOG Safety Director, Hanna Coal Co^ Dir. of Consolidation Coal Co., Cadix, Ohio There is an answer to all perplexing safety problems if properly pursued. We may at some time or other come to the belief that ome accidents cannot be prevented--but that is not so. All accidents arc preventable; nlv the caute and the cure are hard to uncover. Because safety is good business --for both humanitarian and economic rea- on--constant strengthening of organized safety training must continue. A safety program must, of necessity, have a many pronged attack in order to be suerestful. This means that our industry, in addition to its own efforts, must look to the United Mine Workers, state; federal and national organization* for assistance in re- j.t `"-V/J S W/,*fy u jfiy/vij- lucim? *cctdcnt frequency. Rome was aid or the United Mine Worker oiiidats. not built in a day, and a safety program State Division of Mines, die Bureau of cannot accomplish miracle* overnight. How Mines and the Ohio Coal Association. We ever, steady progress can be made through also neglected to send anv information into i step-by-step procedure. (he homes of our employees in order to The Hanna Coal Company, Division of Con.*sihffation Coni Company, operates three get their wives and families to encourage the men to attend these safety meetings. underground mines and four strip mines in By 1930 our frequency rale had dropped Eastern Ohio. In addition to these mines, to 21.7 with a total of 90 lost-time accidents they also have m operation a large machine and a severity rate of 7.14, At the end fhop, a pipeline plant, a limestone plant and "rie of the largest preparation plants in the world. Our safety record for 1962 is the best in the history of these operations. Here is proof that a safety program based on (copcratiOT and understanding can be siifcnitul, of the ne>tt ten years--1960--our frequency w.n* 5,33; total lost-time accidents were 14 and severity was 4.92. Our safety program was showing definite results but we were not satisfied. During this period of time we had instituted programs to further our .jfty record. Among them was a safety In order u> show you that our training program is effective, I will present a few statistics from the past 17 years which in dicate the progress that has been made. In `togan contest in which our employees submuted safety slogans, one nf which was to be chosen as the Hanna Coal Company Safety Slogan for the year. December ot 1945 our accident frequeues for the entire Hanna operations was S3.II. r severity was 8.44, and our total lost time accidents for the year was 298. in 1946 our frequency jumped to 58.62, with a total of 409 lost-time accidents and a se- Prizes were offered for the best slogan submitted at each mine, and a three-day trip to Sew York City for the winner and his wife was offered to the man submitting the grand prire winner. These slogan con tests were very helpful not only for the v erity of 12.90. quality of the slogans received, but because It was then that an intensive safety pro gram was inaugurated by our company. We ht-ran holding meetings with the superintend ent* and the safety department at least once they caused safety talk around the mines awl in the homes of our emplovees. In many cases the whole family would join in Irving to think up a better safety slogan. a month. We could see some improvement m our safetv record, which we attributed, .it least partially, to these meetings, but we f-oon learned that we had to get the Mietv menage down the line to our fore men and employees. One of our biggest achievements was when our men began thinking about safety them- *elver one of them sucge>tcd what we call the "buddy system.'" This system is very simple hut m order to be effective, it re quires each man to he genuinely interested In 1949 we Marted an accident preven m safety. The idea is that each man is hi* tion and first-aid training program for our buddy's safety engineer, whether they are underground employees and the attendance working in a group or alone m a pair. If ,tt these two programs was about 63 per one or the other secs a hazard or sees in* "cru, Trior to holding these accident pre buddy performing an unsafe act, he im- vention and first-aid training classes, we held rrediately stops him from working, explains meetings with the superintendents and safety ` the hazard or unsafe act and suggests the .`mmittees to stimulate interest and to get proper way the work should he done. This u'ai per cent attendance, in thc*e meeting* *vsicm has worked very well as it has spread it was decided that since our employees lived from the Welding Shop, where tt started, in a wide area around our mines, some of to all of our operations. It has done a lot them as much as fitly miles sway, we would to improve our safety record. hold these meetings at the various town* around the mines. in our district, we have a Safety Di rectors Organization which meets once each V,e attributed our poor attendance at (he month in the othce of the Ohio Coal Asso- meetings--slightly more than one half nf ciation. In addition to members of the safety ur men--to neglect in not soliciting the department of the mining companies in our , 14 . > ( Coflf Mining district, these meetings are attended bv repre These trophies are awarded at die annual sentatives of the Department of Safety and picnic which we hold for our employee* and Hvgtene of Ohio and the Ohio Coal Asso their families, some time during the month ciation. At these meetings, the accidents of September. These awards have done a that occurred during the previous month at all the mines in our district are dis cussed and suggestions are made to eliminate this type of accident in the future. Situa tions in which a definite hazard is found to exist are discussed and in mot ca*e* a wiution is found for the problem. One of the representatives of the Depart ment of Safetv and Hygiene is lay Greaves, who is a cartoonist tor the Department \fr. Greaves makes note* on all of the ac cidents and usually make* a a>'eiv poster depicting the accident, with a suggestion of how it could have been avoided, Thc*c safety posters are made for our *inp mint* lot toward creating a competitive spirit among our underground and strip operation* far the coveted honor ot taking home the Uv Ireland Trophy. One of the highlights of the annual pic nic is the presentation nf an automobile lu one of our United Mine Workers. In order to participate in the drawing for this ear you must be a member of the United Mine Workers, have been in our employ an entire year beginning September i to \ugust 31. and not have had a lost-time accident during that period. Vou will no tice that we try to have `ome *ort ot safety contest going on year-round in order to and the underground mine* In some case*, they can be used In both operations. We also receive from the Industrial Com mission of Ohio, Division of Safetv and Hygiene, "Patterns for Progress,*' which i* an accident prevention program now in it* sixth year. This program supplies us, free tf charge, with sutervt-ori' disruption guide? to be used in holding safety meetings with ilieir men. Payroll inserts, posters and other material which we receive throughout the year are used in our safety program. keep safety in front of our men at all time*. Our foremen hold sectional safetv meet ings with our employees once each week m the underground mines and once each month in the strip operations. It is our opinion these meetings are a big asset m improving our safety record. These safety meetings are held at the start of the shift or after lunch time and last from 10 to 15 minutes. The foreman will usually open the meeting with a short talk on something tie has had to correct since the last meeting, We give out individual safety award* each rear to all of our workmen who have completed a calendar year without a lost- trme accident We consider this award as an assist to the foreman in his job of pre such as a bad work practice. He may a!*n have a prepared statement given to him by the safety engineer of an accident that occurred at one of our mines or at one of the mines in our vicinity. venting accidents. It gives him one more talking point m selling safety to his men We do not believe that safety awards of this kind are in themselves of much value to our safety program. It is not our opinion that a safety award system w-ilJ produce n good safety record. There is no short cut to safety; but such awards do prove valu able to the foreman ,n* he talks safety to his men. We try to get the facts of every serious accident, lost-time nr not, to our emplovees m order to guard against the recurrence of this accident. By rti*eu**ing these accident* with his men, the cause and the method of preventing a similar accident it deeply im pressed upon the mtnd* of all who are at tending the safety meeting and they may come up with a preventive measure. It is surprising to many of us, just how* much For several years ww w have hail two trophies called "The Uv Ireland Trophic-. " One of these trophies is awarded to the underground mine with the lowest accident frequency- record for the year beginning September 1st and ending August 31st the following year. The other trophy is awarded our men know when we take them into our confidence on a particular problem. We have, on numerous occasions, needed an improve ment on some piece of equipment for pro duction or for better safety and one of our men has come up with the solution in no time at all. to the stnp operation having the best ac While we are on the subject of safety cident frequency record in the same period. meetings, I must commend our mine safety 15 Xatwnal S'offiy Conqrets -.ummittee* No discussion of safety would t complete without taking into considera tion the important place our mine safety committees have in our safety program. When the miner*1 safety committees first i'egan to become active, management was not very pleased with being told how to run their mines by someone else. The atti tude was taken that management wanted no interference from representatives of the finion in this area. As i have said before, we found out that our employee* are pretty smart and we now welcome each inspection they make. We believe that if management is since in wanting to do a job on safety, it will welcome from any source whatsoever, be tt spue, federal, United Mine Workers or the individual employee, any suggestion that will help make our mines a safer place to wnrfc. it is true that some times you run into an individual who is radical in his views and quite adamant in what he believes to be a safety violation on the part of management. However, we have experienced on several "evasions that even the most radical of our employees cannot king remain that way when he sees management's sincerity towards safety, and that the mm with whom he works believe that management is doing ill thej- can for safety. We believe too that many tunes these men are sincere in their criticism of man agement. due to ignorance of what con stitutes good mining practices. Their atti tude changes after they have undergone a training course in good mining practices, such as the Federal Bureau ot Mines Acci dent Prevention course. We have m our employ now, men who were always criticizing management for one thing or another who, after completing first aid training and the Federal Bureau of Mines Accident Prevention Course, are the biggest boosters of the mine safety program and loud in their praise of the Hanna Coal Company for the efforts they put into mak ing their mines safe. However, we believe this job of safety training is n^t. one which management can accomplish alo^e, nor is it a job that can P>e entirely fr-anagemeit's responiibifity. The :taperation and Help o* the labor organ isation from the International t'nlon dov.-n through the district and local officers to the individual workman must be a reality in order to accomplish anything near 100 per cent accident prevention or first-aid training, and the establishment of an accident-free coat mine. Tn 1957 we realized it was going to become much harder to reduce our frequency each ; ear. To reduce a frequency of 862 <1946) to 5A3 (i960) seems like a big job, but to reduce it from SJJ (I960) to 0 it much harder. Tn 1958 we made our first attempt at a training program tor our strip operation people. At one of our mine* we completed first-aid training with 80 per `lent attendance. Before the start of this first-aid class we held meetings with the mine safety committee and ihe *uperinteodent. Although the attendance at this strip op eration first-aid class was better than our underground, we again failed to get 100 per cent participation, due to our failure to put enough effort into the program to contact each man. By this time we had learned from the past failures, that in order to put r.n a successful program and get 100 per cent participation from every employee, we must secure the help of everyone involved including United Mine Workers Union of ficials and members, state and federal agen cies. the Ohio Coal Association and the families of the men * Ho are to take the course. In January, 1959, we began to lay the groundwork for a first-aid course at our largest strip mine operation, the George town, No. 12 Mine, Because we wanted 100 per cent participation, we went all out to secure the aid of everyone who could give u* any help. Included in the primary meeting were the top officials of United Mine Workers of our district, as well as our mine and safety committees, the chief of the Division of Mines of Ohio, the head of the Bureau of Mines of our district, officials of the Ohio Coal Association and top officials of our company. Each of these organizations was asked to recommend this project and give us all the help they could in getting our employees to attend. In this meeting it was decided not only to talk to every man but to send a letter to his home, in order to inform hie family of what w were doing and to solicit 16 <,,ij/ Mtmtn iirit aid ut getting their husband and father \> attend. This letter was signed by local 'inioci officials mine and safety committee* nen and top officials ot our strip operation. Schedules were made and posted around lie mine, stating when and where each first- ad session would be held and Listing each nan's name and what class he was to atend. Due to all of this preparation, we v.nlueii for the first time IU0 per cent .Hirticipation at a mine in first-aid training, three hundred and seventy-two person* .umpkted the course. Of this group we had tiree or tour "die hards"* who did not want irst-aid training, but pressure was put on htra by vht men who had completed the nurse and realized its benefits so that they :>o completed the training. Before we were half way through this tnuiing program (it took about six weeks i* we scheduled a maximum of JO men vr class) some of our men began asking ur more framing. When we suggested an urcidvnt prevention course fo these men, 'icy thought it was a good idea. Even be'.>te the first-eni training was completed, we to inquire about an accident prevention > ur.e tor strip miners. Wc learned that the 'hireau of Mines had just begun to assemble `Literal for an accident prevention course nr underground and strip mine foremen. With the thought m mind tliat this course <>u!d also be adapted to an accident prevntton course for strip mine employees, m: asked the supervisor uf our Federal ureati of Mines District office. Mr. lorn Miggint, to give this instruction course to ur supervisors. The 20 hour course was .`tven to the Superintendents, then to our `iremen. All of these men thought the 'nurse was very good and that wuth some i-diting it mild be presented ti* our cm- 'Snyee*. With the help of the Bureau of Mines jcr- nnei, parts of the original course were feleted and more safety films and other afety information, such a* the causes and remedies of some serious accidents that had entered in strip mines in our district were idded to make a twelve hour course. A wvipris of this course was then shown and < v|4ained by the Bureau of Mines in-tructor in a meeting with company per-imel. United Mine Worker officials, State Division of Mines rrprt-semniivc* ami the Cowl Association. At the conclusion ut this meeting it wu* decided to follow the same tactic* used to promote 100 per cent attendance at tfir first-aid course. Letter*, were posted on all ot our bulletin board* announcing an acci dent prevention euursc fur strip mine-, - in? the tune and place it would be held and winch class each man would attend. Letter* were then sent to the home of each man explaining the purpose ot the course and describing some of the material that would be used. This letter was signed by local union officials and committeemen and strip mine officials. In talks presented at union meetings, union officials encouraged their members to take part in this program by explaining the benefits they would receive. The Bureau of Mines and State Division of Mines in spectors talked tn the men a* they went around the mine making their inspection*, encouraging them to take advantage- of thi* Accident Prevention Cour*e. A*- with the (im-aid course, this course took about eight weeks to complete, since we uttered it not only to the Georgetown Mine but to ail of our stripping operations, including the shop* and the Georgetown Preparation Plant. Coffee and doughnuts were served at each of the ciasse* and *m graduation day, coffee and sandwiches were >vrved. Each man a> lie came l>> eta-- would put a small piece of paper with in- check number on it ut a box. \i the end oi each class two of these numbers were drawn, the first one received ,% two dollar hill, the -eeond was kept and :n iliv vnd of all the classes these numbers were placed m .i drum and two number* were drawn. These two mat went taken ti the All Ohio Safety Congress for four day --ail expc-tiMM paid. l.hie thousand nnd seventy men started and completed this training course. We had 109 per eent attendance in almost all of our stripping operations. 1`lic Bureau of Mines instructor of thi* course, Mr. Edward Marron. did a very fine job. Die men com plimented him several tunes on the method he used in keeping the course iutcrcvtinv and alive Getting back to our statistics, m iVttl w completed the year with it frequency or 5-17 and a severity of 2.20. We liad IJ lost time accidents while working J'i million man hours. In 1962 for the first time since have kpt rirnril., wr accomplished one <<f nuf desired goals--more than one conmistve month without a lost-tiroe accident. MV went from .Voverabcr 11, 1961 to lone (6, 1962 without a !r.*t-time accident at the Hanna Cm! Company This wa* mx (onvruiur accident-free month* .nl ever seven tTK'mh* without a trq-tiiur ficciifcnt. We feel sure that the framing our mm received from the tirst-atd :md the arndem prevention classes. and the foremen'* initiation of the knowledge ihev .iCijuirul in c'-rrectinjr their men whenever ihrx *im .i hnd work habit, were the prime factor* in our Comjcmy's being able to set the above record. To date--1962--at the end of etght monthwe have a frequency of 2.89 and a seventy of .44 while working 2# million man hourWe are proud of this record but it is still not good enough. We will not rest umi' every conceivable idea for accident preven tion ha been put into practice, and we will never be content until our frequency re mains at zero, We are even now Marching for <om# kind of a program to continue our policy of keeping *fctv and accident pre ventinn in the mind* of niir employee* a` ;il! time- APPLICATION OF RIGID FOAM IN THE COAL-MINING INDUSTRY By C. WILLIAM PARISI Director of Safety, Pittsburgh Coal Co,, Dtv, of Consolidation Coal Co., Library, Pa. And DONALD W. MITCHELL Chief. Mine Experiments Section, Health, Safety 4 Research Testing Center U S. Bureau of Mines, Pittsburgh. Pa. iiiinitili fw (l I'umTttnw ir> wall, metal lath, nr hrnttiee d*th into low-cost permanttll uid temporary .upping* that an btjrhlv re*i-f:-nt u> iir leakage. low-level ^rmnid nvmtn*-nl, and Malting vibrations; i2> reducing (l<uihinc of rock and coal due << weathering; IJ) thermally insulating wa* 11 ,hhI slurry tine* and reducing condansai..t> in vhitriral conduit*: :md (4) crinstnKt- ing i'tm*i*:iddv..ring wall- and auxiliary ventilation dun* wrr suitable form* Last March, rigid urethane foam was -ipplied onto a cracked concrete-block over- .at, into a roof cavitv resulting from a tall. *<nto a broket rih that had teen orcrcut. t'<ot a M*lid rib. ;md nnit. brattice ,md dry wall -Utppiny* in two oj*rating coal mine* tnd in the Bureau* Kviwrimental Coal Mine Mter *ix u>nth*" < x|**un in 'emperature* ringing from 2$' if. 65* F with relative munidirie* fnm *0 t 9? jvr cent, the foam i.i effectively maintained reduced air leakge through the overes-t ut a <ix inch water,,(Vr differential. e*mi inn*-* t Hind un ,,tid on the werrnt rib. ir i* ml d.itine w-eath eriup of the -nhd rtlc toid -t -nil i- bonder -trongly t ihe bmttice. concrete block, rock, and coal r*nrr. 41 irh it had leen pryJ- ludging from the results of accelerate* aging ietr in the laboratory, the foam car be expected to maintain Its physical char acteriitics far a longer period of time that plaster or gumte In these texts, one inch o.! foam on concrete block did not shrink, lose it, adhesion, or show visible signs of deteri oration after 40 cycles at 100 per cent rela tive humidity, followed by drying at 25* C Ph-icr and gituite coat*, a quarter inch thick, cracked and loosened from the block in ie*s than 10 cycles. In comparison will current methods for sealing and protecting mine surfaces, rigid foam requires lea labo' and material handling for its application ane maintenance and has a stronger bond to un prepared surface*. This paper difcu**** field inal* m ** mines with a urethane foam laituil *ludi<* of ;m epoxy foam indicate that tin* material mat have *nmt physical ptrggnic* r*ncil i. tail Wintnrt or iwtter tii.iii the urethane product. The mixing of the chemicals and application tech niques are similar lor both loams. Urethane foam t.s a cellular material made by mixing two hmiuls. .in isocyanate and a pnlyether polyol containing a lialogenated hydrocarbon blowing agent. Mixing causes an exothermic reaction and an expansion up to JO times the original liquid volume. Expansion fill* rack# ;itl rrcvtees and an air-moisture barrier r>f tough foam i formed within minutes. Fur safe and effective u?e underground, rigid foam should be flame-resistant and hould retnct passage of air and water; it rmi-t be tough and elastic and bond -trongly to unprepared surfaces; the fumes :ind foam panicles emitted during spraying -hould not be harmful to the miners. Tenta tive guidelines for evaluating the safe and effective application of rigid foams under ground were presented previously. The foam must not contribute to the tire 'nrar* and mn*l re<i*i burning la a greater degree than the combustibles normally found in a mine. In a suggested test lor determin>ng the adequacy of flame resistance of a ijatn, flame from a propane torch should tint penetrate the top surface of a foam -(eeimen during a five minute period, nor -hotrid the team Itquefv or dribble. When removed from the burner flame, visible hunt ing should cease immediately without after glow. The five minute period i rqnivTilciu to that required for the propane flame to cause sustained burning nt a one inch thick block of white pine. Bemuse irritant fumes and particular nmt>rr are evolved during mixing and spraying if the chemicals, persons handling and spray* log the chemicals should have a negative medical history of allergic sensitivity; die -pmy-gun operator should wear a U.S Bu reau of Mines-approvcd organic-vapor mask with a dust Alter, as well as safety glasses with solid-side shields, and effective ventila tion should be directed to the area while iWm is being applied. Cured rigid urethane iMm does not irritate normal -Lin. The ability of the fotun to hind loose ma terial and to withstand low-level ground movement and blasting vibrations depends on it toughness, elasticity, and bond strength. There is method for determining these combined properties- The foam is cotwid* '*H vifiSriently tough and elastic and it bund adequate tor mo-t mmii>vr apphc'.ihoii* if more than 100 pound* are required >o pull a plate through the imm, without af fecting the bond between the foam and the wall. Based on its experience ami researrh. die Bureau considers that the resistance ol inams to ;ur and moisture transmistion; their toughness, elasticity, and adherence and the concentration or irritant, airlorm- foam particles -ire dependent on the equip ment used for mining ami `prating as well as on the chemicals. It is suggested thni foam-making equipment ned m mine* !>* designetl in ;iprorbnce with the following requirement*; 1. The machine -hould be designed lor me chemical formulation . 2 Cndcrgrnttml spraying normally will he done within the temperature range af 40* to 7fl* F. \t lower and higher rrmperalure*, different formulations may be required, but these should not require modification of the 'praving rleiire J Tlie maeitine sltould ^pply the maunal .i si imth or a non-atomized spray. Mixing and application should be done with mini mum atrwizahrm and air entrainment of the chemicals. 4 'flic equipment -liould by rugged .md simple in eon*tnction; maintenance i-boutd be limiteti to replacement of components hi non-mechanic personnel. tTiemtewl solvent* -hoidd row be required ir i-irtninc. 3, Two types nf foam machine* should Ik developed, one for limited operations m area* without power sources, the other for major applications in area* where imrr i tvatlahle. Rock deterioration, vtiused h\ tinsMuri m the mine ventilating air. if a major eauc of rant and rib spalling. Spalling and dmighinu tmt* a serious hazard, particularly alone high-speed track ami mainline hell mad*, air courses, slope bottoms, and man -hafts Tests hmv that the transmission of water vapors through one inch of property applied foam is equivalent to that through four inches of oak or solid masonry. Rigid foam has effectively prevented nb spalling in tin Pittsburgh seam. Foam was applied to > portion of a solid rib in March 1962; utter six months, moisture and air slacking split the tmeoated blockly coal below the niterMK-di.'itf *Utc band, whcrccs the con! orn. tected bv fnmn was imaffeeted. t) hum >**- -*imhed ;*tmi to , coal rib that ail ln'm irvi.-mit n to iO itwrltc* deep. Prior t loom application, the coal Ind plit ver tically ; it was aniidpntcd that the loosened r**J would fall wnhm a month Rigid foam a *t*ri\cd into the avercut, omu a portion nf the run/, ami over th affected area; mriher breakage wa* prevented, and after 4\ month* the nh line w< standing. Weath ering during the tpring and summer months Acakcrt> the slate and bone ui roof cavities, (minor* spillage onto the main haulage road. There i* no 'pillage nr Iall* Irom areas runted with fount I'rcllmmarv iri.-il* indicate tiiat labor and material handlin* vom* in inhibit weathering ->i rib* and rH.i w irh rigid foam might be iv>* than that tor ^uniting. Actual cost data are not iivutiahle; the estimate* given in r.-ihU' 1 are inf-ed no inam apidicattans to a 30 ii.ti liHig meruit and a ?'> foot section ui enm, and <m esperience with guniting rtnd foam at the Bureau. rial u-ed At pressure differentials up to 'is inches water gage, air leakage through a one inch layer of spray-applied rigid foam on brattice cloth or on a cinder block dry wall is no greater than that through a solid concrete block stopping hitched into the rib*, and roof and coated with a quarter inch of plaster. Foam-costed dry wall cinder blocks ca rnetai lath stoppings have been constructed in one-third of a man-shift for less than $40. as compared to one nun-shift and more than $74 for a standard permanent stopping. Tem porary stoppings, 7 by 12 feet, nude by seaimg framed brattice cloth with the foam, have been erected m n (tour at a total material-lalair-matrnals handling cost of $35. In bleeder and other heading* affected by ground movement or blasting vibrations, brattice cloth or expanded metal lath cov ered with foam could provide a safe and effective seal against gas and air for longer ______ I \ lll.K I. E?uuti*d material and labor required to apph rigid foam .itvi gunite in 1,000 feet 01 entry. ilt~m _ _________ _____ Man-shifts, number ........... ............ ... ., Material. ................ .............. ....................... Material handled, tnu* ................................... J..\. Material handling,' f............................ *.* * Labor at $23 per shift. ..............................'**'*''" Cnt per linear foot of cmry, $........ Cost per square foot covered.* ..................... win i " Rigid foam '*l CtT''* l"'r ton-mite for a rtiMance"oilo rriIle^, TA.O0G square feet. Effective *esl* in ventilating air circuit* increase safetv and reduce costs, m the Port Radium mine of Eldorado Mining 4 Refining. Ltd., sprav applications of a vim I plastic on bulkheads and stoppings increased rise volume of air delivered to active work* mgs threefold and reduced (he horsepower ?<v|urwemi 40 per cent. This remits from decreased leakage and pumping less air. Investigations at Virginia Institute and at the Bureau of Mines show that all stopping* leak air. in proportion to die pressure dif ferential across them. Air leakage U af fected by Mapping canMrttcPoo and mate periods of time because of their low netstance to deformation and compression Rigid foam has potential for diverge use* in mines; h requires a minimtsn of lalmr and materials handling for tts application and maintenance, and appears to he tuitahkfor use on most unprepared surfaces. The findings reported In this paper are tentative : more decisive evaluation of the suitability of foRRi will be available by* next March. During this one year period, the applica tion* will Have beat subjected to a complete cycle of high and low temperature* and humidities. Coal A/ininf! PROGRESS IN DEVELOPING A SIMPLE MONITORED GROUND-FAULT AND CABLE PROTECTIVE SYSTEM By L. H, HARRISON Mining Engineer-Electrical, U. S. Bureau of Mine*, Health and Safety Activity Washington, D. C- Several years ago a meeting ua held ever, possible to provide features that will in Washington, n C, with representatives be comparable to a-c systems in cable fire from almost all of the cable manufacturers control and ignition hazard*. supplying mine trailing cables to the indus One important safety feature ihat i lack try. These representatives explored the pos ing even ut the a-c grounding systems is sibilities tor developing better tire resistant a tail-safe provision which functions to de qualities in trading cables tor the mining industry. The consensus m the group was resolved m live separate conclusions; one is particularly pertinent here. It follows r energize the circuit and equipment it the protective grounding circuit becomes open for any reason. In this respect the a-< sys tem is no better than the d-c system. That the combustible property of trading This paper describes a method which pro cables is only one of the iaciors responsible vides both shock fuuard and trailing cable for the high incidence of cable fires- Fail ure to provide proper electrical protection; careless operation and maintenance Habits; and poorly made, improperly insulated splic es were riled U the more important rea*nns for the great number of cable fires. During the past several years, we have heard a great deal about alternating cur rent and its advantages in powering equip ment underground. One of the principal ad vantages is the virtual elimination of trail ing cable fires. It is true that the very character of alternating current iends itself to the automatic extinguishment of an elec tric arc. This fact, howcvet, does not ac count entirely for the lower incidence of cable fire* on a-c system*. An important part of modem a-c circuits Is the ground system which provide* these three main safety features; protection. The method was developed pri marily for use oh direct current but can i* used, with some small changes, on a-c equipment as well. The need for gr#und-tault protective *jv terns which prerent the flow of large amounts of fault current has become in creasingly apparent. Solid grounding on di rect current system? i* thought to contribute considerably to the high incidence of cable fires and to set up gas ignition hazards be cause ol arcing between the frames o con tacting equipment under certain conditions. Solid grounding of direct-current equipment frames to bonded haulage track has been aptly called the "brute force'* method of ground-fault protection. This is because of the necessity for developing a short circuit to relieve a ground fault. To minimize ca ble fires and ignition hazards the current (1) Shock hazard control-- irame-toground voltage cannot evened the voltage drop in the grounding conductor. (2) Ground-fault current limit--value U allowed to flow on a 5round-fault must be limited, and ground c'icuu voltage feedback must be isolated from the machine frame. This is why the method described herein pre-delermined by a resistor in the neutral was developed. circuit The proposed method consists essentially 13) Grcuit deenergizing--means are pro of a direct-current pulrer, or chopper, which vided to deenergize the circuit immediately would be mounted on the mobile or portable upon occurrence of a ground-fault equipment to be protected, and a pulse re It has not been possible to provide all of these Safety features in a grounding sys tem for direct-cut rent equipment on an intenlionally grounded d-c system. It is, how- ceiver, located at the cutby end of the trail ing cable. The (miser can be a small d-c motor with a slip-ring connected to one bar of the commutator, or some other form 21 W62 .VafMHto/ Mfety Congress of d-c chopper. The pulse is not independ ently generated but is drawn from the pos itive side of the power circuit. The pulse receiver is the heart ot the system and con sists of an electrostatic capacitor and an a-e relay in senes; both are connected in parallel with a resistor of suitable c.imic value and current capacity. The motor speed is not critical. With the commutator used, W rpm. give* a 60-cycle pulse. Thus it is possible to use the 60-cycle chopped pulse, or a rectified 60-cycle half wave with the <atne pulse receiver. The pulsing device is connected to the positive side of the machine circuit through a voltage dropping resistor and to a con trol wire irt the cihlc. (This may be the conventional ground wire or a smaller con control circuit and the pulse receiver. This will block the capacitor, and current will <ea.se to flow in the rday coil, which will iunetic*i to open the circuit Thus, protec tion is provided from ground-fault* on the machine. If the cable is energized, with the ma chine operating or standing idle, contact be tween the positive conductor and the ground conductor tn the trailing cable will impress a steady direct voltage on the capacitor of the pulse receiver, blocking it and rwmg a cessation of current flow is the t***trf*iy relay, which again will function to deen ergize the cable and machine. -\gain. with the machine and cable ener* gized and the machine operating or stand- ' ductor m place of a ground wire.) The outby end of this cnntrol wire is connected to one terminal of the pulse receiver; the other terminal Is connected to the negative side of the circuit at the omhv end of the cable. mg idle, contact between the negative coodoctor and the grotmd wire in the cable mil shunt the pulse voltage around the pulse receiver, causing the current to rase flow ing in the relay coll, thus deenergizing the ."hie and* machine. When power i* applied to the equipment bring protected, the pulser immediately starts sending a square-wave pulse hack over the control wire in the cable. The in coming pu!*c diargcs the capacitor and cause* current to flow in the winding of the relay. As the pulse is cut off by the pulser on the machine, the capacitor of the pulse receiver discharges through the landlei resistor and current flows in the oppo site direction through the coil of the relay. Ml of the foregoing functions are ac complished with only a low value of cur rent flowing in the ground-fault circuit. Thus, effective protection is afforded from <-*ble fire* caused by short-circuit currents flowing over the grounding conductor. Prolection is also afforded against arcing be- tween equipment frames, possible with con- vcmionaJ grounding when the negative conduclor and the grounding conductor are in contact. Thus an alternating current is caused to flow in the relay coil holding its rontar dosed (or open), a* the case may be, and permitting the power circuit breaker or con tactor to remain closed. This condition will remain as long a* the pulse t* being re ceived at the pulse receiver. Thus the con tinuity of the protective circuit is contin uously monitored. If, for any reason, the grounding con ductor becomes open during the tune the cable is energized, the pulse voltage will not be received at the pulse receiver and current will cease to flow m the relay coil which will "pen it* contacts. This, in turn, will open the circuit breaker or contactor and deenergize the cable and machine. With ihe machine energized and operat ing or standing idle, a ground-fault to the machine frame will cause a steady direct voltage to be impressed upon the ground The pulse voltage is blocked off the ma chine frame by connecting a silicon diode between the machine frame and the ground control circuit. Because the current flow from the frame m the event of a groundfault will be scry low, a small diode will suffice for this purpose and the danger of destroying the blocking diode is negligible. With the ground control wire located between the power conductors, as is normal in (lie conventional 2-conductor, type G cable. incipient faults would be detected before arcing short circuits develop. There is one otiter condition of operation with direct current equipment that can proluce arcing between frames of contacting equipment. This is accidental and undiscov ered contact between the machine frame and the negative or grounded side of the circuit, ft was our hope that the protective method described herein would provide protection j > ' I . ! I , I ' ; t I [ , j * j ; j * Cijal Minmn against this ignition and shock hazard; however, because of the necessity for block ing the pulse from the machine frame, this has not be*t found practical so i-ir It is still considered a possibility with rubber- tired equipment; however, it will hate to he proved under practical operating condi tions before its effectiveness can be deter mined. ft can be concluded that trailing cable fire* on direct-current circuits are still a matter of serious concent. Until better grounding methods are adopted, trailing ca ble fires originating m ground-faults will continue to be serious hazard. I here is need for a simple, tow-priced, effective sys tem of protection against cable iaults and ground-fault* on direct-current machines. A prime requisite of any protective system is a fad-safe feature. Whether the system operates on a-c or d-c, if a ground wire of ground control wire is used, it must be maintained intact or the protective system is nullified. Because of this, some form of ground circuit monitoring is a virtual ne- Thi* paper being presented to again focus attention on the problem of cable fires; to preent a possible partial, it' not complete, solution; r.nd to inspire further thought on this problem so 'hat greater safety may be attained. Xoiv. at the beginning of the SOth anruversarv of the National Safety Council, al though it has been appropriately suggested that we salute the past, it is more important that we concentrate on task* with which .\e are faced. As our swiftly moving technological de velopment continues tn complicate problem* of human survival, this 50th anniversary' should be seen not only as an occasion to honor the pa*t, Put as a diallcnge to probe the tulure- MANAGEMENT-EMPLOYEE COMMUNICATION TO IMPLEMENT SAFE AND EFFICIENT COAL MINE OPERATION By EARL P. SMITH Assistant Superintendent, Mulga Coili Mine, Woodward Iron Company Woodward, Alabama From the beginning of time the ability to communicate ha* been a problem to mankind. The early man on earth was beset by the problems of communicating, not the least of which were language barriers. The send ing of messages for any distance to speak of w* completely impossible. Eventually, primitive man developed a sign language and the use of signals sent m relay's, using hollow logs tor instrument*. These methods were crude but effective. Ever since we learned to talk we have possessed a most remarkable tool that en ables us to communicate our thought* to others. .Next we learned our "ABC's" and soon were able to record our thoughts and extend our range of communication through the written word. After this we studied the rule* of expression that have developed with jur Inncuagc ami became adept at conveying iur ideas. \itcr that point many of us tended to b'-e sight of the original function of this great gut. We developed an exaggerated view of our own importance. We sought to impress rather titan express and, in so doing, generated a lot of conversation that only mystified and confused our listening audi ence. In fact, some talk for support of their incompetence rather than for illumination. Fortunately, life lias a way of beating <me sense into us. Wc seen leant that no one ha* much me ior a phony and that we have been retarding our own progress, as welt as the progress of others, by failure to communicate. Today, it is generally recognized that all progressive corporations possess a keen sense 23 IW&2 Nolivncl Safety l cmgrtst oi responsibility to their country ana the public interest A corporation president thinks not only of the stockholder but also of the laborer, the supplier, the purchaser, and the ultimate consumer. Our economy is but a eftain that can be no stronger than tts weak est link. In our highly industrialized society of today we alt stand togeiher or we all rail together. must develop the kind of communication net work which can convey the thoughts and meaning of managers to employees, to the community, and to formal labor organiza tions. Through such a system, the business organization can help everyone to understand die objectives of the company, the aims of <r*ch work group, and fhe obligations each lux to the other. Because of the intense mitering, the ex* When there is a genuine dctemmuttui Eonded medical costs, the loss of wages to that everyone will understand, and manage the injured, and the loss of a workman's ment tins provided adequate channels of production time in an accident of any kind, (mmunication downward, laterally, and up whether on the job or at home, it becomes ward, there is less danger of a grapevine increasingly important and a matter of sel- mtem getting started. Communication is hth interest as well as responsibility to re more than a system of control, or a means duce these accidents and work toward elimi so jpve directions to employees. It i* the nating a major part of on-the-job accidents. cornerstone on which is built alt good wilt How are we going to do it ? We use equipment that has many built-in safety features. Automation has reduced the num ber of man-hours of exposure. With alt the improvements we have today we are having accidents which are not caused by unsafe working conditions or faulty equip ment. and understanding in the work society. We have found that communication in the safety field is mart important, and we relt that we could improve our sviety record through intelligent use of existing personnel ,tnd equipment. Almost everything in our company's safety program can be found in the safety programs ot other companies. We have excellent safety instructors and good, The major factor in nearly all of our sound, safety rules. A lot of effort and accidents is the unsafe act--rareles?ness or negligence. Since this is the greatest single cause of our accidents we have felt that we had to work on our workman's ability to time has been required in the development of both instructors and rules, and much time has been devoted to job and accident analysis. Then, as changes are made in receive and absorb instruction. Automation equipment and job procedure, we make the was not the answer. We had to make the most of what we had. Our efforts to con vey instruction to the rank and file was not producing the understanding and effect we desired. We wanted to know why. We also had to dev ise some means of reaching these men that would produce better results. required changes in rules and these changes are carefully presented to the working force. Most supervisors assume that the people with whom they speak will act logically and understand the same words m the same way as the speaker. There is a consuming danger in nttutmng. They often overlook the fact If we were examine the communica that every man acts logically according to tion needs of business organizations care his own point* of view. The speaker's real fully and then train young people to fill the job, then, is not only to sell hi* point of jobs, we would begin the training on the view; It's also to team and respect die view high school level. Actually, the men who points of others; for impressions are left are presently filling the management posi and opinions are shaped by communicating, tions in industry have been poorly trained in 7 he men we are responsible for, the men communications and must overcome many of action, are, after all, the unconscious bad habits. In the same way that many of instruments of men of thought. our .American public schools have tailed to train students to read well and write legibly, 1,0 have they failed to train future super visors in written and oral communicauon. We are often asked the question; How do we reach people who seem to make the same mistakes over and over again? It is a rare thing to find ground that produces nothing. There is a definite challenge in industry' It it is not covered with flowers, fruit trees, today in the field of communication. In and grain -- then it produces weeds and any industrial organization, management briars. It is the same procedure with people. 24 t, -.of -l/iumy lf they are not receptive, then they need cultivating and need to be fed the food of Ithought that will create interest Good soil will produce a mixture of good and bad elements if it is not cultured. Oniv the wise communication of a dedicated teacher can produce all good fruit from the uncultured people. ' When the company must do its wn train ing, it cannot afford either the tun- r ex pense to correct every educational u<__ icncy j .51 its employees, If communications in in dustry can help each individual recognize Ins most serious faults and give him some advice and assistance to correct them, major improvements can be made with little loss ot time, and at small cost. Our goal is to help each individual make the most effective use of the talents he possesses and correct a few of his had communication habits. In those rare, individual cases, where there is absolutely no re*jine, n is better to leave them alone, tor you cannot put a quart of material in a pint container, If it "olds a pint. < is doing all that can be expected of it. Oral communication is not oulv talking, it * a giving and getting of information, a transmission of ideas on a two-way street tram ihe manager himself to his subordi nates and from the subordinates to the man ager- It requires as much listening with tmderitanding as speaking. \ studs of 100 companies, made by the j-avage Lewis Corporation of Minneapolis, Minnesota, revealed these unbelievable facts: L Vice Presidents understood 67 per cent ( : what they heard from the Board of Dj rvtors. This was a loss of J3 per cent, | 2. At Uie general supervisor}* level t the plant, 56 per cent of the ame information survived. .5, By the tune it reached the plant man ager, or. in our case, the general mine fore man, the surviving percentage was 40 per cent ] 4, From the plant manager to the front [ j line foreman, understanding had dropped to JO per cent. f 5. By the time the information had \ reached the individual worker, the level had ; dropped to 20 per cent. \ It is an evident fact that if we are influ I enced by this study, our problems in eetn- munications are not confined lu the worker. If this is true, and we have reason to believe that at least a part of it is. then there is mueh to be done to assist the front line foreman to do a better job of getting infor mation to the worker. Our problem then is to decide in what areas assistance should be tendered. In coal mining the foreman, in the execution of his job, has to be a safety engineer, a production planning man, and an expert in the field of labor relations. A tailure in any of these areas nn result m irouble for both ilic mreman and the com- JI.IUV . We expect the foreman to carry this work load without making any serious mistakes, riiu places the burden or responsibility Mjuarcty on the foreman, and some individ uals do not do a good job because of the ctimplex problems involved. The safety engi neer watches hi* *afety procedures. He is responsible to *he company tor production and cost, He supervises i*-i-n <-t different personalities and attitudes, Each man must be handled in the proper manner. He has to know how io jet his communications through, how to get lu* ideas aetost, and he must know uh.-w be i getting through. The hands of a watch which doe* not tell me correct time are a gu**J example. There is nothing wrong with ihe hand*--the trouble is inside, The man must know how i-j listen as well as how to instruct, it he cannot listen, he cannot straighten out a man who is thinking wrong, People like to be heard, and they have a desire to be respected. We are not policemen or judges; we have to be teachers and helpers. We Have to get tu the inside man--if the hands don't work properly, then *;*jmmumcations arc fouled up. People like to be recognized tor doing a good job. They want good working condi tions, and we cannot scare (hem into good safety practice. It's our job to get them to tollow without resistance. Thev must carry out instructions given. It these are issued and explained properly, they will think well ot the foreman while they ore doing the job. In too many cases, our supervisors did not put the knowledge which they had into practice and were not doing their job as capably as they knew how to do it. We have found that there is quite a difference m die results an individual can achieve by Safety cangr<-st evening extra effort* One ounce or one foreman lias found hunsdf m the ptAUtvn degree of extra effort can make the differ* of having a subordinate tell him scxrwthing wire Water at a temperature of 211 it which has been decided by "omcone above dormant; it lias no power. But . * . add him. one degree to the temperature and you have Hearn. Steam mil turn wheel*, heat house*, keep things mming--all with only one extra degree of temperature. This can cause a serious break in a chain of human beings who are knl, conscien tious people. We at Woodward are given ill information affecting our work as quickly Our supervisor* were instructed m the skill of extra effort toward getting men to be more safetv conscious than ever before; and, since they were in contact with them every day, they were taught that, to be effective m their communications to the rank and file, they would have to begin where their audience was--not where they were. as is humanly possible. Supervisors are then Me to spike any rumor that may be false Before considering additional factor* which will influence the sate behavior of (people. I think that it would be good to take * look at supervisors in general. Supervisormay do a good job of exhorting safety, yet they can fail to reach anvone because of The amateur speaker is generally in love with his message. He fells it in his own way- He feels that what he says is inter esting and important--ihat everyone should drop everything and listen to it. Small chil dren are such amateur communicators. their own bad safety practices. Their actions '`fpeak so loudly'* that people tail to hear what they have to say. \\> have to rememher that others are constant!*- translating our actions, or lack of action, into thoughts that suit their own purposes. Supervisors The professional speaker, on the other hand, tends to be as much audience oriented as he is message oriented He is always conscious of the person to whom he is try ing to talk, of how that person thinks and are the front line administrator* of the company., if the foreman is qualified and is doing a good job, the company is great If the foreman is inefficient and is failing to do a good job, the company is "no good.'* feels, and he directs his efforts and shapes his message as far as possible to fit his audience. To do this, he must begin his communication with his audience in mind. We felt that the most persuasive communi cation medium was face to face communi cation. We select the people whom we expect to reach when presenting new ideas and We said earlier tliat people like to be recognized and liked. The need to satisfy this very natural urge motivates people strongly in their human relations. Super visors can stimulate closer teamwork and cooperation in the safety field by appeals that recognize the desire of people to be liked by their fellow worker and their practices. This Is never the volume of people that we would like to reach; however, the few we do reach have ways of communicat ing which we don't possess, so we aim for a small success rather than glorious failure. supervisors. Sot only does the worker in the ranks want to be liked by his boss and fellow worker, but supervisors also want to lie liked by fellow supervisors and executives above them. Furthermore, there is double One of tlie major obstacles in the sharing of information, and it quite possibly affect> efficient transmission of idea* relating to production and safety, i* the rumor-laden motivation in that the supervisor wants to be liked by the people he supervise*. Thi* is healthy--provided he doe* not permit it to carry him too far. grapevine. The reliability of information secured via the grapevine is questionable, especially after it has gone through the third or fourth person. A supervisor can be so anxious to be liked that he allows his desire tor popu larity to transcend hi* urns# of responsi bility (or maintaining safety rules and pol A workman hears something about a com pany change in some form or another and he tells his foreman, who is hearing it for the first time. As the rumor moves from one person to another, it gathers momentum and icies. Some supervisors fed that we have permitted the pendulum to swing too far in that direction of putting "sweetness" and "softness ahead of intelligent realism in human relations. then it snowballs. Then, in many instances, '*** one. I'm sure, wants to see a revival a part of it turns out to be true, and the of the "Bull-of-the-Woods'* band of su 26 Coal Mutiny pervision. A strong case can be made, how ever, in the swing of the pendulum back to supervision which assures the delivery of conscientious service on the job We work with the fact in mind that "nohodv knows everything and everybody knows something." We endeavor to make good human relations a means to a mutually ad vantageous end, not an end In kscU. The so vailed "atmosphere11 or "climate" that we hear so mush about is nothing more than a well disciplined situation where man agement ha* made its rule* and policies known to employees and conducts itself ac cordingly--and where employee understand ing and acceptance ii obtained. Discipline is defined by most people as the application of punishment. This i* not true. Punish ment should be administered oniy when employees fail to accept discipline nr refuse to behave according to the rules of con duct prescribed. Bearing in mind that we are dealing with human beings, there is this strange fact. We can control huge ship* weighing thou sand* of tons on the high sea*, we can con trol the flight of rockets to the moon and back, but tre cornier e-nupletety control the human mind. We do not know what will make a nun who is earctuliy trained and has many year* of experience take a dunce that might cause him to lose hi* life You may say that he is foolish or irresponsible. But .... when was the last time that u>u ran a red light, or didn't come to a complete stop at an intersection stop sign-1 Summamina the theme of tins dicu'sion, we will break the subject of Communication down into four point*: 1. Doti'niivrd Communication--where each level of supervision receives clear, concise instructions, understandable on any level of intelligence. 2. (Ipxivrti Cc-mmunicatiou -- where the rank and file can make their opinions known and feel assured that they are heard. 3. Moris Communication-- this type of commu -cion can make or break a su pervisor. This means that the workmen talk among themselves about the Super visor. whether he likes it or not. 4. Garbled Conwtuniccti.m -- where in structions are not understood perfectly, some important point i* left out resulting in trou ble somewhere along the lint APPLICATION AND USE OF PLASTIC MATERIAL FOR VENTILATION By BENJAMIN F. POWELL Safety Inspector, Federal No. 1 Mine, Eastern Gas and Fuel Associates, Grant Town, W, Va. During the pat 60 year* of operation of Eastern Gas & Fuel Associates1 Federal So. I Mine, at Grant Town, W. Va,, several kinds of material have been used to convey proper ventilation to the working faces and throughout the mine. Materials used during this period, to convey fresh aw through the butt entries and room and pillar sections, were gob, wood and jute canvas. In main entries concrete blocks and bricks w ere used to construct permanent stoppings in break throughs between intake and return airways to convey fresh air to the working areas, Recently we received permission from the State Department of Mines to use fire-resist ant plastic material for temporary stoppings in butt entries and to replace jiue ranva* to convey air to the working faces. The era oi continuous miners has presented mam- prob lems in face ventilation. Since jute canvas is quite porous, we found it necessarv to lo cate a material that would be fire-resistant and air-tight to effectively and efficiently convey air to the continuous miner face, for the pitrpo*c oi diluting and rendering harm less all noxious gases liberated during the process of mining coal. We have standardized on a plastic stop ping which I* cut to conform to the contour of the coal cut by the continuous miner and measures 7 feet 8 inches by U feet 6 inches. These stoppings arc installed in the break- 27 WtjJ \viii.ma/ Nijfft\ i n'jrfst through* uiug pads ami nuts, There is enough material around the perimeter of the pLuuc stopping to effectively seal and prac tically eliminate air leakage. ThU material has proved satisfactory and has enabled us to improve our face ventilation because of the expeditious manner in which the stop pings can be installed used from six to ten times and possibly more. The materia) needed to construct a masonry stopping will amount to approxi mately $45.00. In this particular case the mawmry blocks at most can be used ontv throe times. The recovery1 cost of these blocks amounts to about one-half the cost of the material. The plastic sheering which is installed as a line brattice to the working face, is pur chased in roils 123 feet in length and 7j/i feet wide. Here again, the tine brattice is installed using spads and nails. The spads We have found that the plastic temporary stoppings have many advantages. 1. The plastic material is easier to handle. 2. It U easier to install. arc driven into the roof, bottom and ribs. 3 It is easily recovered. The plastic material we are using win not 4, It can be used from six to ten time* mildew, is not affected by moriture or damp and possibly more ness and is easily handled. Because of these 5, When the plastic stopping is installed iactors we find that our brattice men prefer effectively, it make* an exrdlem airtight it to the jute canvas. -topping. The plastic line brattice material is in 6, From a safety standpoint, the installa stalled using metal spads driven into the coat tion is practically accident-proof. roof and along one coal rib forming one- half of a conical surface. The coal rib is the other half of the coniol section. The effective area between the rib and the plastic curtain when hung in this manner, averages from 7 to 5 square feet. When the plastic curtain is dropped or unfastened from the rib an effected area of at least 24 square In addition masonry stopping* hate the following. disadvantages: 1- Material is heavy and hard m lanrSe. 2. Requires mortar and sand t bend the bricks and blocks. 3 Require- at lesi-i <k* the job. r*-n * crk-iemK ` feet is obtained 4, Requires use m pre^nag the sac for f.>ur butt entry system consist-, of three entries, one intake airway, one neutral belt i-ntry and one return. The Intake airway is out travel-way and from this entry room* lasing the brick. .? Requires extra btadlxie l*>xMksig unioadmg of material and tramginwTmrjm t. the site. are driven Our permit from the Sate De ft Men have teen os/ured lunfiiug ixbwbi partment of Mines requires that stoppings sand Modes, during the process of mscaBfaag between the intake airway and the belt entry the stopping. be constructed of blocks or other similar material. Between the belt entry and the re turn airway we have pertniuien to mstafl the plastic stoppings. In the post we were required to build all stoppings of block or The adsullages of yi-iei. tm brat tice doth art; 1. It is practically air-tight 2, It Is easily **"** .>hcr fire-resistant materials. The plastic stoppings are installed by the 4 Does nee ab*ori no(store: therefore it brattice man who is a port of the continuous is more pleasant to <--*** miner crew. Therefore, u brekthroughs Practically rip-proof. are driven, the plastic stopping* are installed &. Air toss in mnrinrring air to the face is enabling the section to take full advantage practically negligible. of an effective, efficient face ventilation. Ap proximately one man hour, at a cost of $3 03 per hour is required to install a plastic stoppmg, while approximately 8 to 12 man hours, at a cost of J36J6, are required to construct a concrete block stoppmg, The initial cost of a plastic stopping is approximately $50. This stopping -*> be In conclusion, we have tried to show how we are presently using plastic stoppings and plastic line brattice material To effectively ventilate the face areas where continuous miners are employed, our experience to date has Indicated that through the use of plastle brattice doth we have increased oar face ventilations approximately 100 per cast JS C*MU .Willin'? PREVENTION AND CONTROL OF HEAT DRYER IGNITIONS By W, U McMORRIS, JR. Director, Coal Preparation and Distribution, United States Steel Corp., Pittsburgh, Pa, The ever cnangmg pattern oi coat produc tion, preparation and marketing ui recent .-ears has increased the percentage of fine mesh coal cleaned by wet methods. The ob vious corollary has been an increase in the use of heat dryers. The United States Bu reau of Mines is increasing their attention m the design and operation of beat dryers. The Bureau is considering jointly with representatives of the coal industry, a series at recommendations to industry and guide posts for field inspectors to cope with the attendant hazards of thermal drying. We believe that first and foremost. ever> oi connected with the design, installation, operation and maintenance oi heat dryers must recognize the inherent hazards asso ciated with drying coal In streams of hot air. An explosive mixture of oxygen and foal dust is potentially waiting for a stray vwsree of ignition. The dryer furnace can -radily supply this source. We need to look at the basic principles amoved in heat dryers. Water will boil j.t 212 degrees Fahrenheit or higher; In so l-msg is produces steam, a gas which can removed from the drying chamber by ?* power. This would be the most efficient -sc i Scat energy tor !h problem at hand. However, is is difficult to design the dryer n sods a manner that the coal is kept rditirriy cooler thus 212 degrees. TWarotseatiy. if each piece oi coal is "cxxnrod from the drying chamber just be fore it has lost the last of its surface ntoiimm the puce of coal will not heat up e-ctessrrely. By the same token, once the last oi the surface moisture i* removed, the coal will begin to heat up very rapidly. This ideal end point is most difficult to reach, and it is considered by some to be impossible to attain. At this point, l`d like to discuss for a moment, the nature of coal and its reaction at dryer temperature Most of the dryer* in this country today are installed to dry bstttmtnom coal. This coal on heating, will i>ii it- iijiural volatiles. In addition, real from known gassy mines will bleed off methane for many hours after it is brought (0 the surface- This tendency to give off methane is accelerated by heating m any degree. Further, if we look at the tables devel oped by the U- s. Bureau oi Mines on ignition temperatures of various dry coai dusts, we find that m virtually every instance these Temperatures are tower than that ot the heated air used in anv heat dryer. The design and operation of dryer? must be such as to prevent these hot gasses from reaching coai dust that ts already drv. The passage through wet coai will kill this high temperature !n the normal operiu.m ni anv property designed dryer. Most of the heat dryers n-w m operation Attempt to maintain drvmg temperatures be low* the boiling point of w.iter. and depend on large air flows to absorb water vapor. Heat required to convert water to water vapor is approximately the same as the heat required to cause water at 212 degrees Fahrenheit to boil; but in this case we must also supply additional heat far the volume ot air required to absorb the water vapor. If this seems a bit contusing, you can try an experiment on >our kitchen stove, especially if you happen to own a singing tea kettle. You'll find that the tune required to boil off a cupful of water in a tea kettle blowing out steam, is not appreciably dif ferent from the time it would take to evaporate a c**- ` water without actual boiling, irorn ,n pan over which a fan vvas blowing air to carry away water vapor fast as it formed. This, then, is the difference between the two basic modes of heat drying. Boil the water and heat the coal or vaporize the water moistening the coal at relatively lower temperatures. In either case, coai must be removed from the heat or the heated air flow, at or before the time the last of the 29 -.truce moisture has been removed, or the <uil il! be heated excessively. operation, while in all others the gas is largely air with products of combustion Cari will oxidize slowly at room tern* containing sufficient oxygen to support com jcratura Some coals will oxidize taster bustion. The temperature of the drying than others. The rate ot oxidation will about gases is dependent on gas volume employed <vub1e tor every ten degree rise in tern- Some designs use high gas flows at the (.erasure, For any coal there is, therefore, lowest possible temperature; whereas other a critical hear at which the oxidizing rale designs limit gas volume end inerrase the is high enough to cau^e it to fire if suf- temperature of the gas. It it simply a mat eaem air is available. Dryers which boil ter of conveying heat units to the drying of? water can recycle exhaust air until there chamber; with hotter gas, less gas is re remains only enough oxygen to support com quired. bustion in the air heater, leaving an inert atmosphere for the drying chamber. The penalty of this sater, normal operatic*) is the increased level of coal heating. During normal operation of non-recireulaung dryers, the water contained in the When water vapor is to be carried off by unsaturated air. as is the case in any unit which operates at drying chamber tem perature--less than 212 degrees Fahrenheit-- the air or gas volume required is a func tion of drying chamber temperature. The wet coal feed reduces the temperature in the drying chamber sufficiently to minimize the hazards, despite the presence of sufficient oxygen to support an ignition. The real hazards in cither type are present during carting-up or shutting-down, and also in case of a sudden stoppage of wet coal being fed to the dryer. These are the critical periods, and every effort ntnt be made to amount of water vapor which a gas can absorb Increase* with the gas temperature. It follows then, tlist with a predetermined do ing chamber temperature, the volume of gas mutt be sufficient to carry* ff the de sired amount of water, and the temperature of the air supplied to the drying chamber must be such as io supply the heat units to vaporize the desired amount 01 water, minimize the hazard* which do exist at any m these times. tSTv-n a dryer t* shot down, inspection i* made as soon as is phyricai/y pos sible and all aceunrabucm ot ctai dost should be cleaned cot. U heated coal dost is flowed tr> remain m various spots, it can further oxidize to the point of spontaneous combustion. During this heaung process some explosive volatile may be drawn off, adding to the hazard It then follows that any dryer should be adequately ventilated after shut down, until h has been cleaned '>t any deposited dost, Experience with aoy dryer shook! show us where dust does acrmsnbte. Korea! air Hows during opcrazxB shoold be atusxA where possible, to correct axy tcadcacir for deposition of dost, The ImemrSedge gammi from experience should be made iraUsHe to equipment designers so tfm they may minimize deposition an future units supplied to the industry. We do not wish to take any pouticn in the difference in dryer design from one manu facturer or (he other. We have pointed out ome of the reasons whv there are dif ferences in drying gas and drying chamber temperatures. This leads into an extremely important part of safe dryer operations. All dryers have temperature controls. The most Important of these is the temperature control of the drying chamber or exit gas. The drying gas passing through the wet real feed wtll have given up the bulk of its heat, and it it here that the first sign of feed stoppage will show. Some dryers are designed to increase or decrease the amount of lanpering air when there is a change is exit gas temperature Others are designed to csBLrot feed rate from the temperature shown m the drying chamber, Either form of control recognizes that the tei^erature of the air and products of eondxution leav ing the furnace cannra be changed rapidly. All of the heat dryers now offered to the coal industry provide a heated gas to con vey the required heat taut* to the wet coal, in the recycle units the gas has been re duced m its oxygen content during normal In case of any feed deficiency, prompt control must be -exercised; rise high tem perature air can be mixed with air borne dry dust and ignite. The thermocouples used for this control must be cheeked regularly to see that they are m goad order. The ,5f) CiMil Mining sensing instrument must be checked for calibration with equal regularity. The control exercised by the signal from the sensing instrument must be checked to assure that there is a complete follow through in the designed protection against hre or explosion in the drying chamber. This control should have an added safety valve. While feed rate or tempering air can be changed to adjust for minor fluctua tion in drying chamber temperature or that of the exit gas, there can come a time when thiz is not fast enough. On ranching a sec - ndarv temperature which is considered the -ate upper limit, there should be an over* riding control which will divert the hot air around the drying chamber * by-past stack, and at the same time cut off fuel to the furnace. This upper limit temperature control can be used for still another safeguard. During tumng-up or shutung-down procedures, as well as at the time of a Iced stoppage, it is advisable to have water sprays available which are turned on automatically when drying chamber or exit g* temperature reaches the upper safe limit- It may seem silly to have water available In a unit de signed to remove water. I assure you, how ever, that any excess heat which has reached the drying chamber or exit stack can cause only grief. Any possible means to check a bent rise above safe limits are indispensable. These sprays should be of the fog type, in the first place, the fog spray will evapo rate more easily and thus reduce gas tem perature more quickly. Secondly, the fog sprays mil not be as injurious to refrac tories in the dryer. These sprays should be piped up to compressed air supply as well as water supply. If they' are not used regu larly. they mav become clogged, whereas continuous purging with compressed air will keep them clear and ready for emergency action. Other dryer controls are important. The number and type of these will vary from one dryer design to the next, however, each control supplied is put there for a definite purpose. It is essential that each dement of these controls function properly. Each control consists of three basic parts; (1) measurement of condition, (2) recording or indication of that measurement, and (3) con trol of tome other dryer function intended to correct an off-balance condition. in any dryer it is desirable, if not essen tial, to maintain balanced conditions, for this is the means of providing uniform operation and uniform product quality. It is, of course, .hi added advantage that balanced operating venditions are tlie safest conditions tor dryer operation. We have brought out the need for con trols to minimize the hazards associated with feed stoppage, ft is equally important that the design of wet feed binds and mechanical feeders be such that the occurrence of feed ing difficulties be reduced, hopefully to zero. We realize that this is an ideal condition which may never be reached; however, no operator should have repeated stoppages from the *ame cause without finding some way to eliminate that cause. We realize that the size Consist and moisture content of most dryer feeds is ucit that it is a difficult material to handle. Our own experience has proven this to be true. We have, however, worked at the problem and nowr feed stoppages are rare. U may seem unnecessary to mention it here, but it i* important that the dryer operator in any plant be kept fully aware of any change in washer operations which miglil lead to interruptions in dryer feed, Recognizing that ignitions may occur even in (he best designed and operated plants, it is strongly recommended that suitable ex plosion doors be provided. These should open in line with normal gas flow. Where design makes an elbow necessary m a duct carrying dust laden gas, an explosion door should be provided. It should be so located that any ignition in the duct can blow straight out without having to negotiate the bend of the elbow. It is important to see that such doors do not open on any* area where a nun could be working during op erating periods. The management of any operation which includes the use of heat dryers should pre- p*`e a complete set of operating instructions. Those instructions should cover inspection before start-up, starting-up procedure*, op erating levels as - to temperature and air flow* settings, shutting-down procedures and shut-down condition inspection. These in structions should be concise, and it >* man agement's responsibility to see to it that they are fully understood These instructions should be pcsted in a protected manner in the dryer control center. Foremen should 31 /ftk? .\ afixHoi 'tv 5 imfjrrtr at all limes make certain that instructions are followed to the letter. If anyone should get the notion that such uniform instructions are unnecessary, let me tell you of our actual experience. At one of our plants our operators and foremen had been completely trained, but no operating procedures actually posted. We decided to prepare such a set of instructions. Each operator and foreman wos canvassed to determine what he would put down as the correct procedure. Believe it or not, we came up with as many varied procedures as there were operators and foremen com bined. Kane of them were extremely wrong, nor were any of them entirely correct. The present operation ha* been much improved now that everyone has the proper procedure pasted for his giudoace. In each instance the washing design orig inally contemplated that the heat dryer unit would be separated by approximately 100 feet from the washery. Two of these plants are open structures with only the control room housed, while the third is a roofed structure with open side walls. We have had our share of ignitions. We are fortu nate that we lave never had any injury connected with lhc*e ignition*, and we firmly believe that more extcn-ive damage and possibly injuries were avoided by having the dryers set apart from the main plant*. Let us sum up these recommwvdations: 1. Even' man on the job. managerial or contract, must recognize that heat drying is inherently hazardous, and the dryers must l* treated with suitable caution and respect. Evrrytbtag which has been mentioned thu* far applies to existing plants as well a* to those in the priancse stage. In planning a new dryer, sewn* highly desirable to de* ign an open structure to t>e somewhat re moved from the main washer building. There are seme who say that the isolation of the dryer operator may be bad tor hi* morale, as well as making it difficult for him to keep po*ted on mam wa*her opera tions. 2. See to it that wet coal feed to the dryer moves without interruption, except for planned shut-down. 3. Inspect all control*, and every phase if these control*, to m*ure that proper indi cation as given and that designed automatic action takes price when an imbalanced con dition exists. 4. See to it that protective water spratare available and workable at alt times. Modem comnunucatiun systems can take care of the informatics* required- \\'e feel tint any doer cfaerator should tie fully aware of the hazard potential connected with his fob and should be content with the knowledge that his isobtian minimizes the (sibsHty of some untrained person tink ering with dryer controls and creating a condition which could cause an explosion. Thi* can happen. We do know that many industries wliose production entails some phases of a haz ardous nature isolate these work areas as .* natter of standard practice. We see no reason why heat dryers for coal. which do present explosive hazard*, cannot be located in separate open structures at a distance nl approximately 100 feet from the main wash ing plant. United States Steel has put three heat dryer units Into operation since 1955. Each of these units is separated front the main washer building. o, Provide suitable explosion vents with provision for testing, Ci. Dryers mo-t be cleaned after operation to insure that there are no dust accumula tions; until this 3* completed, the unit should W adequately ventilated, 7, Management should make every effort to see to it that the operation of the washer and dryer is at a uniform rate. This will pay off from the standpoint of maximtsa throughput of controlled proAacl quality and minimum Itazards of the dryer In the case of new dryers, it t* strongly recommended that the unit be lo cated in a spot somewhat removed frevn the rest of the print. 9. Again, `"Every man in the job, man agerial or contract, mu-t rtccgmze that heat drying Is inherently and the dryers must be treated with suitable caution and respect." OFFICERS OF THE COAL MINING SECTION NATIONAL SAFETY COUNCIL 1962-63 General Chairman Emmlitz--M. F. Bjulxxax, United Mine Worker* No. 7, Hazleton. Pa, Amvnra, Dmnct Central Chairman-*M. .1. AxKENT, U. S. Bureau ot -Mines, Washington, L> C- Firxf P'iVe -Choinnon--SathamtL Kirk, Terre Haute, Irtd Second t^iee-Choinnon--C- E. Liskous, Island Creek Coal Co-, Holden, W. Va. .Secretary--H, F, Wxavix, U 5. Bureau of Mine#, Washington, D. C, t^ber Representatrces--Charles Fdf.uson, United Mine Worker* of America, W ashington, D. C.; Jaes Liuex, Jr., United Mine Workers of America. District No. ?/. Becklev, W. Va.; jOHX GHfZZOM, United Mine Worker* nf America. District Xu. Ebcnsburg, Pa. Bituminous Coai Representatives--j. W. Hero, Pocahontas Fuel <_- Lhv. of ComoinUtion Coal Co., Pocahontas, Va.; C. E. Liskous, Island Creek Coal Co- Holden, W. Va. James Wilbev, Bethieham Mines Corp, Johnstown, Pa-; Wr*yne Snell, U. 5. Steel Corp- Coal Division, Uniontown, Pa.; Ror&xt Williams, Colorado Fuel & Iron Co.. Pueblo, Colo.; Cov South, Beil and 2ol!cr Coal Co., Johnston City. Ill-; E. E. Qvxxosc. Peabody Coal Co. St Louis, Mo,; *F, J. Foresmas. The Pittsburg and Midway Coal Mining Co, Pittsburg, Kansas. Anthracite Represemiatnes--William Bellano, Glen Alden Coal Company, Dlv, of Glen Atden Corp, Wilkes-Barre, Pa, Coat Associations' Representatives--J. B. Benso.h, Southern Coai Producer*9 Asin.. W Arl ington, D. C.; Hauy Gasov, Jx., National Coat Assn., Washington, D. C.; Fwu SsMrtox, Ohio Cool Aua, Sc Clairsville, Ohio; Gtooot Txevoaxow, Bituminous Cual Operators, A*ml. Washington, D. C.; Paul Ltxno, Bituminous Coai Operators, Assn.. Washington, D. C, V. S. Bureau of Mimes Rcprcsentatner--M, j. Ankeny, U. S. Bureau of Mines, Wash ington, D. C; James Westticlp, U S. Bureau of Mines, .Washington, D. C, Mine Inspectors' Institute of America Representative--R D. BnAorona, U. S. Bureau id Mine*; McAlester. Okla. Slate Mine inspectors Representatives--,f. Letter Zimmekman'. Oliio Dtv. of Mine*. Columbus. Ohio; Leo.varo Timms, West Virginia Department of Mines, Charleston, W. Va.; William J. Orlaxoi, Illinois Department ot Mines and Minerals, Springfield, III.; Thomas Allen, Colorado Coal Mine Inspection Department, Denver. Colo; Lewis E. Evans. Pennsylvania Department of Mines and Minerals Industries, Harris burg, Pa.; A. H. Maxot. Kentucky Department of Mines and Minerals, Lexington, ivy.; John MaLlov, Oklahoma Department of Mines and Mining, Oklahoma City, Okla.; H, T. Williams, Alabama Div. of Safety and Inspection, Birmingham, Ari. Engineering Committee--Andrew Hyslox, Jx. (Chairman), Hanna Coal Co- Dtv. of Consolidation Coal Co- Cadiz, Ohio; &L . Pruxty, Bethlehem Mines Corp.. Jenkins, tvy.; H. A. Quexox, Eastern Gas and Fuel Associate*, Coal Div., Melcroft, Pa-; L. D. Haczxbook. Goodman Manufacturing Co- Chicago, III.; S. H. Yost, Jeffrey Manufactunng Co.. CotumbnJ, Ohio; C. A. Baiiiv, National Tube Div- U. S. Steel 33 Corp., Pittsburgh. Pa. j Iame* Elkin. Duquesne Light Co., Pittsburgh, Pa.; Don alb Mitchell, L7. S. Bureau of Mines, Pittsburgh, Pa ; Whaiam Calces, Joy Manufac turing Co., Franklin, Pa.; D. S. Ktscutv, U. S. Bureau of' Mines, Pitttburgh, Pa.; S. P. Pocack, U. S. Bureau of Mines, Pittsburgh, Pa.; J. A. Boyle (Retired), U,, S. Steel Corp,, Coal Div* Pittsburgh, Pa.; Albert Psss, United Mine Workers of America, Dist. 19, Middlesboro, Ky. Entertainment Committee--Everett White, Mine Safety Appliances Co., Pittsburgh, Pa. Farter and Visual Aids Committee--Ewalt Herzog (Chairman), Hanna Coal Co., Div. of Consolidation Coal Co-. Cadi*. Ohio; S. H. Mooniy, Woodward Iron Co.. Woodward, Ala.; C. E. Linkous, Island Creek Coal Co., Holden, W, Va.; Maurice Fowler. Duqocsne Light Ox, Harwich. Pa.; Mas Edwaa&s. North American Coal Corp., Powhatan Point, Ohio. Program Committee--H. J. Slomak (Chairman), U, S. Bureau of Mines, Washington, D, C.; Cwkx McLulah, Wdrton Coal Co., Isabella, Pa.; Harry Gandy, Jr* Nationai Coal Assn* Washington, D. C; Georg* Tkevorgw, Bituminous Ccul Operators' Assn* Washington. D. C; Roy Cunningham, Pennsylvania Department of Mines & Mineral Industries, Ebensburg, Pa.; C Goals Evans, North American Coal Corp.. Cleveland, Ohio; j. B. Benson, Southern Coal Producers* Assn.. Washington, D. C. Membership Committee-- Wooes G. Talmas (Chairman), U. S. Steel Corp., Coal Div., Pittsburgh, Pa.; Arxx Kclxmax, Armeo Steel Carp* Cual Div* Montcoal, W, Va.; Geqcgx DtlKX. Mine Safety Appliances Co., Pittsburgh, Pa.; Clarence Jesse, Semet Solvay Div* Allied Chemical Corp* Tralee, W. Va.; Thomas Allen, Colorado Coal Mine Inspection Department, Denver, Colo.; J. B. Benson. Southern Coal Producers' Assn* Washington. D. C; George Tacvouow, Bituminous Coal Operators* Assn., Washington, D. C.; Harey Ganby, Jr* National Coal Assn, Washington, D. C.; C. R. Cameron, Lone Star Steel Co* McAlester, Okla.; Emery Olson, Columbia* Geneva Steel Div* U- S. Steel Corp* Dragerton, Utah. Rsof Conirot Commi/fre---Wayne Snell (Chairman), U. S. Steel Corp., Coal Div* Uniontown. Pa.; Nathaniel Kntx, Terre Haute, Ind.; Haney Ganby, Jr* National Coal Astn* Washington. D. C; A. D. Sisk, U. S. Bureau of Mines, Washington, D. C.i James LezbcR, Jr* United Mine Workers of America, District 29, Berkley, W. Va.: J. Barky, u. S, Bureau of Mines, Pittsburgh, Pa.; E. E. Quexon, Peabody Coal Co* St Louis, Mo.; James Wildly, Bethlehem Mines Corp* Johnstown, Pa.; William Faeisi, Pittsburgh Coal Co* Div. of Consolidation Coal Co., Library, Pa.; Jaml* I) Reilly, Hanna Coal Co* Div. of Consolidation Coal Co* Cadiz, Ohio; A J. Nairn. Pennsylvania Department of Mines and Mineral Industries. Washington, Pa.; Walter Davis, Pennsylvania Department of Mines and Mineral Industries, Pine Grove. P*.; E, C Workman, W, Va. Department of Mines, Charleston, W. Va.; Arthur Bear* bury. Inland Steel Co* Wheelwright, Ky.; Max Edwards, North American Coal Corp* Powhatan Point, Ohio; F, S. Leonard, Colorado Fuel and Iron Co* Trinidad. Colo.; Wilbur F. ErcRxaaoB, West Virginia Dept, of Mines, Charleston, W. Va. Publicity Committee--Rex Lauck (Chairman), United Mine Workers of America, Wash ington, D. C; Hairy Ganby, Jr. (Viet Chairmen)* National Coal Assn* Washington, D G; Harrison Gilmer, U. S. Bureau of Mines. Washington. D. C; W. W. MeCunahak, Ja* Killoral Coal Policy ConferoKt. Washington. D. C; Ivan A. Given. Coal Age, McGraw-Hill Publishing Corp* Hew York, N. Y.; GcoauE Sall, American Mining Congress, Washington, D. C; Willlam Beamury, Mechanisation, Washington. D. C.; Gaoacc Tuvoaaow, Bituminous Coal Operators' Assn* Washington, D. C; Warrxx Moss. Manns Coal Co* Div. of Consolidation Coal Co* Morgantown, W, Va Off-The-Job Safety Committee--L. . Briscos (Chairman), Ayrshire Collieries Corp* Indianapolis, Ind; C E, Limkous, Island Creek Coal Co., Holden, W. Va.; T. K. Ruthexlahb, Qinchfield Coal Co* Dante. Va.; Paul HAUttJtsLrazN, Sahara Coal Co., Harrisburg; I1L; F. S. Leonard, Colorado Fuel and Iron Co* Trinidad, Colo.; C. R. M Cameron. Lone Star Steel Co., McAleslcr, Okla.; L, iv. Quenon, Pcabod) Coat Co* St. Louis, Mo.; Ewalt Herzog, Hanna Coal Co* Div. of Consolidation Coal Co* Cadis, Ohio; Wilbur F. Eicsneroo, West Virginia Department ot Mines, Charleston. W. Va.; James Leeber, Jr* United Mine Workers oi America. Dist. No. 29. Rcekiey, W, Va.; Leonard Pnakovicx. United Mine Workers of America, Dist, -31, Fairmont, W. Va.; Gcorle W. Maxdel, Bethlehem Mines Corp., Johnstown. Pa. tdvisory Committee--%Si. F. Beennan, United Mine Workers of America, District No. 7, Harieton, Pa.; fames D. Reilly, Hanna Coal Co., Div. of Consolidation Coal Co* Cadiz, Ohio; Moskva Smith. Eastern Gas and Fuel Associates, Coal Div, Mi, Hope, W, Va.; *L. H. Johnson, U. S. Bureau or Mines, Pittsburgh, Pa.; 'Ch arles Feei.uson, United Mine Workers of America, Washington, D. C. v'sHMindfinp Committer--*M. F. Brennan (Chainnon), United Mine Workers ot America, District No. 7, Hazleton, Pa.; "James D. Reilly, Hanna Coal Co* Div ot Consolida tion Coal Co, Cadiz, Ohio; 'Joshua Smith, Eastern Gas and Fuel Associates, Mi. Hope. W. Va. Stag RefrcSfiitattze--Ct.t}itKiH H. Hoot, National Safety Counetl, Chicago, 111. Past General Chairman JS Other Volumes in this 11962) Series Users of +fiis volume will find much vaiue in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title 1 io9 iO or Copies; more Stock No. 1 General Sessions and Index to all Volumes . % .65 $ .55 022.32--1 2 Aero-space: Air Transport , ...... . .65 .55 022.32--2 3 Automotive and Machine Shop: Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates............................ . .40 .35 022.32--4 s Chemical and Fertilizer, . . .. .,,., .65 .55 022.32--5 6 Crvic Leadership; Church, Home, Women Youth, Farm. .90 .80 022.32--6 7 Coal Mining . ..................... .... .65 .55 022.32--7 Construction; Public Employee ...................................... .. .65 .55 022.32--8 9 Bectrical Equipment........................................ .......................... . .40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leathe r Products; Trades and Services ........................................ .65 .55 022.32--10 11 Glass and Ceramics: Rubber. ...... .... . . . . .65 .55 022.32--11 12 industrial Subjects Sessions (ASSE).............. , . . .90 .80 022.32--12 13 Labor ................... . ................... .. . .65 .55 022.32--13 14 Marine ., ......................................................................... . .65 .55 022.32--14 IS Metals .. ...................................................... . .65 .SS 022.32--15 16 Mining.................................................................................................... . .65 .55 022.32--16 17 Motor Transport; Transit..................... ......................... . . .90 .80 022.32--17 18 Occupational Health Nursing.......................... ........................ , .40 .35 022.32--18 19 Petroleum . ............... .. ............................................................ . .65 .55 022.32--19 20 Public Utilities, ...................................... .................................. . , . . . .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing.......................... .65 .55 022.32--21 22 Railroad ............................... ..................................................... ' ... . .40 .35 022.32--22 23 School and College....................................................... . .90 .80 022.32--23 24 Traffic , . .................................. ..................................................... . .65 .55 022.32--24 25 Wood Products; and Textile ....................................................... . .65 .55 022.32--25 26 Early Morning Sessions--"Communication".................. .65 .55 022.32--26 27 Public Safety ..................................................................... ................ , .65 .55 022.32--27 COMPLETE SETS (27 Volumes)......... ............. . . ... $11.00 any quantity 022.12 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. 160016502 piixtsd !H s.s.a. 022.32--2 .16 1 9 6 2 Volume 8 National Safety Congress Transactions CONSTRUCTION INDUSTRY and PUBLIC EMPLOYEE Beginning the Golden Anniversary Year of Hie NATIONAL SAFETY COUNCIL 42S NOtTH MICHIGAN AVSNUC CHICAGO 11, ILLINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the CONSTRUCTION SECTION CONTENTS Construction in Reverse Gear Five Steps to Fewer Falls on Steel Erection and Concrete Construction The Prestressed Concrete Industry and Safety A Report on the Testing of Steel Scaffolding Towers Tunneling The Bridge Tunnel Prefect Sianlty B. Pose 4 George W, Heller 9 Vernon W, SmifA, Jr. I 1 R. N. Vandekieii 14 Robert $, Mayo 17 John W, fowler 23 PUBUC EMPLOYEE SECTION A Foreign Pie* for Safety Jose Roberta hmeal Griefo Herrera 27 Our RcsponafeItty H, 0. Tama Jones 28 industrial Mcd*c*i Program-Whet Is It? Docs It Pay? M, G, Lye// 29 John A. Po/ese, M.D. 30 Is Traffic Safety for Everyone--fecept the Law Enforcement Officer? Sgf. J. F. Kramer 34 Planaiyzc Your Program Dale Medsket 36 Training Vour Eyes for Eipert Driving VP. P. Headley 40 Officers of the Construction Section 1962*63 , .52 Officers of the Public Employee Section 1962*63 55 Other Volumes in 1962 National Safety Congress Transactions Back Covei i CONSTRUCTION SECTION CONSTRUCTION IN REVERSE GEAR By STANLEY B. HOSE Vice President, Cleveland Wrecking Company I thought 1 might get a cue from Dan Lenahan as to what too would like to hear, but in discussing this with him, i learned only that this was not to be a safety talk Xow I know or no other single factor which Omrmmes to a greater erlent the methods and operation ot a demolition project titan the factor of hazard czaiwitian. Therefore, st in the eour-e ot tht* talk, 1 *eem to have -fwegarded Dan's admonition, 1 hope he will excuse me because accident prevention and demolition should nut--indeed, properly. *'w Kof--be separated one from the other. In the past SO years the wrecking industry - -we think perhaps to a greater extent than any other--has changed tremendously. In Cleveland Wrecking Company's younger days the wrecking of buildings was, for the most part, earned out by salvage and scrap dealers as a more-or-less secondary part of their business. Building wrecking provided them with an opportunity to replenish their used building materials stocks. Cheap labor not only made it possible for these dealers to pay the owner for the privilege of wreck ing In* building, but still made it possible to produce those materials at a cost which maided the dealer to resell the salvage at a profit. Believe me, this a far cry from our situation today. Today salvaging is at best i ver> secondary operation of the wrecking contractor. Labor costs in most areas of this country makes salvaging for the take of ioivagt an economic impracticably. As an example--and perhaps an over-simplified one -the cost of producing ued lumber from a wrecking job and preparing u ior sale is greater than the cost of producing new lumber trom virgin timber. Increased tabor costs have of course led to many technological advances and to to tally different methods of building wrecking. These methods, for the most part, result in the destroying of materials rather than their salvage. Thu i* not to say that salvaging v not `till f>f considerable importance and. my mind, still one of the most fascinating ends of this business. A demolition con tractor, to be competitive, must be in posi tion to allow top value for salvageable mate rials in determining his bid on a job. To ii-complish this, he should be an expert in ilieir disposal Our company, ior example, -nil operates 14 salvage yards scattered throughout the L'mted States. <>nc of these k right here in Chicago. Seriously, if this appears as liiough 1 am talking in contradiction*, bear in mind that tnanv fobs, due to their location tn congested area* nr proximity to remaining structures, still have to be performed at least partially by hand. When this is done, of course, sal vage results Use, when we think of salvage, the tend ency ts to think only of lumber, brick, and structural steel. There are many other items *uch as mechanical equipment, certain items at millwork, plumbing fixtures, electrical equipment, and hardware, whose value still exceeds the cost of salvaging, particularly since they must be removed anyway. Also toifav we many times perform work on modern buildings or if not themselves of rerent construction, hare at leat been re cently remodeled and, therefore, it tv not uncommon that they contain saleable items of considerable value. It would be no problem for me to devote this entire half hour to the unusual experi ences we have encountered tn salvaging. For example, any of you who watched the Today show with Dave Garrowav several year* ago may remember that he devoted several programs to describing stone gargoyles which we wtri salvaging from the Prudential Insurance Company buildings in Newark, X, I. A* a result we were flooded with inquiries and some of these monstrosities, which incidentally weighed from 230 to 400 pounds each, were shipped to as far distant points as Texas and California. just recently are dared the site for Cen tury City, the city within a city being con 4 Construction section structed in Los Angeles The job consisted of clearing ISO acres of movie studio lots with *uch sets a* the Chicago waterfront, the Marseilles waterfront, a south sea island. 4 tremendous concrete pool which at one time or another depicted the Red Sea, the Atlantic and the Pacific Victims and several entire wetem towns. One magazine writer wrote that the Cleveland Wrecking Com pany had at last broujtfu law and order to the old west. I think that I can safety say tha! everyone in thi* room has seen it least one part of the 'before' of this job. either in the movies or on television. But the point is that oi all >hc interesting salvage, which included an electric chair and a submarine, do you know what items were m most de mand* The fixtures from fayne Mansfield's dressing room * If you don't think the salvage end of our business can be glamourized listen to bow one newspaper reporter described bathtubs which we were salvaging from the old Van couver Hotel in Vancouver. B. C.: "Famous bathtubs, which once cradled the shapely hmbs of the divine Sarah Bernhardt and the immortal Pavlova, ensconced the muscular torso of the mighty Babe Ruth and immersed the well-padded frame of Winston Churchill, will be on sale here tomorrow," Incidentally, t wasn't until one overiy-enthusiastic sales man had sold 14 bathtubs that we found out he had represented ail of them as being the one in which Winston Churchill bathed The question is often asked of us, 'How do jou fellows prepare a wrecking bid?" 1 would think this was "less goad" a ques tion if wrecking bids duln't so frequently reflect such a wide variation. Obviously we don't know how our competitors arrive at their bids. The fact is though that our >.Z years m business is virtually unique in inif industry, and it is our opinion that unprofessional methods of quesstimatuig, rather than careful estimating, accounts in large part for the high business casualty rate of the industry Our methods of esti mating are time-consuming and costly. We have not been able to find any satisfactory shortcuts. Actually the preparation of our bids paral lels very closely the preparation of a gen eral contractor's hid for building. The notable exception i* that the ger*ral contractor nuaily is furnished a detail d plan by the architect and from this he i able to make a quantity survey of the materials to be used and the work to be performed, ft is the exception rather than the rule when structural plans are available of a building that is to be wrecked. Even when they are, they are more often than not. un. eliable, because they don't take into account change* and alterations that have been made to the building, therefore, our nr*t step is to draft a structural plan of the building. To do this, it is usually necessary to probe by actually making holes in the floors, ex posing steel framework, and other construc tion. After the plan has been drafted, a nu*ntity survey is made of every item ot material that went into the srenerai construction A summary ot all of thre items becomes our bid work sheet. To this summary, after a determination has been made as to the methods which wilt be employed, unit costs tor labor, unit costs tor equipment, insur ance, and supervision*, are applied again** each individual item of materials, These unit costs, of course, have been de veloped over a period of many years and are continuously up-dated. To the total of these costs is added an item for overhead and from thu total we subtract the allow*,vnce we are willing to make tor the salvage materials. To that net figure, hopefully, is added an element of profit, and the um total becomes our bid. I think you can see tram the foregoing what I meant when 1 said preparation of a wrecking hid is time-cnnjummg and costly hut I think verv few people realize how much ms because we nr* frequently asked to submit bids within an inadequate lime and we arc frequently a`kcd to submit bid* on projects which never materialize. It ts true of every industry, 1 am sure, that to be compeht ire, let atone be success ful, we must be constantly looking for new ideas, new methods, researching new equip ment, and developing their application, if CWCO can be accused of having dominated the wrecking industry on a national basis, it is only, I think, because our organization has been trained to constantly improve old methods and seek new ones, tn 1918 we wrecked one of the first rein forced concrete structures ever built Thi* u at an armory m Minneapolis. It was not old at the time we wrecked it, but it had been--shall we ay--over-designed so that S S9tii Sotwnai safety Cungn-tr the buiidtng was collapsing of its own weight. .So one in those days had had any experience with wrecking concrete struc tures. Our people devised a scheme o swinging a pile (hiring hammer from a stiff teg derrick. B> today's standards this was cumbersome and *km\ but it uttr an achieve ment in h trme and was the forerunner of the wreckers kill which we use today. Many ,',i uur liand uvU luve first been designed ,iml tnanutacuiroL" if that's the word, in <mr dun blank-mult shops. We al*o work i-to*ely with (he manufacturers to imprate mol* and eqmpmem tnr mUpration to our work. In 1956 when we were clearing the site (Of the approaches to the *n Francisco Hay Bridge, we devised for the first time the idea ot putting crawler equipment on the upper floors of a building. In more recent /ears we have developed on our operations the use ot tower eranes and climbing cranes to replace the more nwoberxime guy leg and Miff kg derricks. As you ride around Chicago you will see that there are now a number of tower cranes and climbing cranes in use writhln ihts c.iy, and we are pleased that it was on CVVCO jobs that this type of equipment was first introduced to Chicago. The advance planning, the lay-out, and the scheduling or any job is actually the most important phase of that job. Few' of or jobs are without * stringent time limit and to meet ih:>t time limit, we must have a carefully planned project schedule. Here ' course, our whole ilieory is basically that wrecking is no more tr no lr* than fen-icuction m reverse jtc.it- The huilder puts tirgrihcr, we uike apart; the builder starts .it the bottom; our# i die one business where ion start at the lop. The selection of meth ods and equipment fnr any job i a process -if elimination after taking into consideration lus/arH evaluation, access to the job, the load capacity of structures to he wrecked, and other factors. When the procedure is determined, vrr then relate it to a project schedule based on the actual time available to tt Let's take, as an example of our opera tions. a job which was performed right here in Chicago last year. This involved the s tearing of the 'ire of the new Federal Office Budding which * to occupy the two kdf block *qtrc* fronting on Dearborn street and extending from Jicksor. Boulevard to Adams street. included in this job was the Great 'North ern Office Building, a 17-story steel frame structure; the 25-story reinforced concrete Palmer House garage; the 17-story Majestic Hotel, the Great Northern Theatre, and a number of lesser building* including an right-story office building. Incidentally among these lesser buildings was the one-story (wilding at the comer of Jackson and Dear born which had been built on the site of the ircat Northern Hotet which w* had wrecked siime 20 veers earlier. ' ` This job was started on January 13th and qitf contract required completion within eight months. Our hazard evaluation included the following problems; Heavy pedestrian traffic on bulk lackvon Boulevard and Dearborn street The protection of a three story restaurant cm. West Adams street wluch adjoined by a party wall a four story building t 1* wrecked on Adams street and backed u; to the 25-story Palmer House garage The 10-story Bond department store whirl adjoined by a party wall both the }"-t-f\ Majestk Hotel and the l7-iorv Grea1 Northern Office Building. A steam generating plant located direct'' below the 25-story building approximate ' 40 feet under the first floor. The protection of the first floor r* the 25-story building, which, under the term. ** our contract, had to remain in place to pro tect the utilities below it. Two entrances to tlie subway and a |<deirian tunnel under Quincy street. Our methods of performing this j**h iud therefore, to take into account all of thew factors plus sodi items as dust control, fire protection, safeguarding of our own em ployees, elimination of damage to adjoining properties from vibration. You know we have to protect ourseive* against imaginary claims also. This might 'urprise you, but it is not uncommon for perfectly sincere property owners to imagine damage is being caused them merely by the knowledge of the fact that we are at work nearby and by seeing and hearing our opera tion*. One method of convincing urh a claimant that he is not bring damaged i* lo place a rismograph in hii building and Cunstrueitoti .'>e<tto*> Jet him ice tor inni'clf the amount of shock emanating from our work. __ lew years ago m San Francisco a terri fied owner o( property adjacent to one of our jobs fume screaming up to our supermicndent `houtrng, "Don'i ever do that .team.1' It probably wasn't until he had *een the newspaper headline* nr heard the radio rcjKirt- dial he was thoroughly cominced Hit it wa# an earthquake, not the Cleveland Wrecking Company, that Irad caused Ins alarm. V progress chart was set up for each of the larger buildings a* well a* for the proj ect in it* entirety. Each branch ot work i* broken down per *tory. It is interesting to note how our actual progress in the very Iwirtnmmr of this job wax <lighilv behind vriicifufe 'imf after the job was working to more routine. we were able to improve on he schedule This type of a progress curve - quite normal to our operations. The progres* chart on one of the 17-story flidding* follows practically the same pat-nt T>- protect the pedestrians an jackson ':'.*vwd. in addition to a sidewalk shelter, a completely scaffolded the front of the ' f?*at Northern Office Building. .Uso on ttw Adams street we scaffolded the four ind eight-story buddings. Covered walkways icr<r al#o erected on Dearborn. Quincy -treet. fortunately, could be blocked off endrely to traffic. One of the more complex jnvhtem* wa* protecting the hree-Mory revtauram which, as 1 stated, hacked op FreerIv to ihc 23-story building. The three 'rv building would not. of course, support -Mtf..Iduu:. nor were we permitted acre** to iie imcrtor of the building so that we .old perform any siionng to accomplish \\r, thcretore, devised a system of tiang- m* outriggers. These hung from the steel framework and were lowered as the building came down and prevented any materials from the walls from falling outward on to the restaurant. Party walls were anchored to the framework of the existing buildings. t won't go into the detail of wrecking the -mailer buildings, but confine the operatieea u- the three larger structures. To break the terete slabs on the-#e buildings, we deter- nrd on the use of small crane* mounted " 'itI .but*. Tlie skid* we deigned so a* Hi at all time* be `panning the Med frame work. These eranes*-there were three of Ihem, one on each of the 17-story buildings and Jnc an the 23-ory---were equipped with 1000-pound hall*, Also on the floor* wc placed rubber tired loader* which kept the Ilnur* dean nf dehris, moving the ilehri* a* ii w-ns created to the ritute* >mcc live two I7-mo.-v huiMing* were located directly behind each other, wc were aide to place our rail for a tower crane parallel to the side wall* of both building*. This crane had a reach of 210 feet and could handle all work oi lifting from t*r to haimm which included, of cour*c, moving the smaller equipment irotn floor to floor, lowering the steel, taking up oxygen and acetylene and other *upplie<--even on occa* -ion lifting cofl container* for the coffee break. The 25-story 500 foot high garage was ton tall to be readied by a tower crane. This building was completely bisected by elevator shafts from front to rear. We selected a climbing crane to work in the center of the shafts. This performed the same work as the tower crane did on the 17-story buildings. Our procedure, in a general way. was to first lower the walks ooe story' at a time, (hen remove the slab, then remove the steel framework. This work, each portion of which is conducted by separate crews, is, of course, not a stop and start operation, but u so arranged so that it is continuous from front to rear of the buildings. This operation was incidentally scheduled with contingencies of weather and other de laying factors figured in and because wc fortunately experienced good weather and a minimum of unanticipated delays. ve were able to complete the project six week* ahead of schedule. F.very job. of course, has it* own problems and of the oM43 `tinctures we have wrecked, rv> two job* in our experience Itave ever been exactly alike. "Ahat 1 have described here i. in my optaton, a relatively safe operation. The hazards involved had been taken into ctm- stdcratkw in the planning, Unfortunately this situation does not always prerail. Par ticularly, I have in mind public work at lum clearance and urban redevelopment ami tVQJ .Yuliana/ Safely t vttyrcsr the like where the operation todav is being earned out in many by the use ot methods which disregard the protection of adjoining buildings, pedestrians, automotive traffic, city streets and sidewalks. Why? Perhaps because while the public realties lhat not everyone ran build, there is a tendency to think anyone can wreck, Perhaps because on public work public offi cials often fear criticism for rejecting the cheap bid. The results, as the insurance companies will tell you, have been a tre mendous increase to public liability* claims, funicular!}* those involving property damage. Premiums have been on the n*e consistently tor several year*. Fortunately, or unfortu nately, many of these contractor* Inti by the wayside and the tab for their accidents is picked up by the reputable people who re main in business. I would certain!* not say that all accidents n wrecking jobs are the reiult of incom petence, but f would say that entirely too many of them are. We are quick to ridicule the tree surgeon who cuts off the limb on which he perched. Is this any more ri diculous than the case a tew years ago m New York where several men were trapped when wreckers removed a roof without thought to supporting a suspended ceiling hanging from it. or is it anv more ridiculous than the ca*e a few months ago in Phila delphia where two men were killed while removing east iron columns from a building otherwise intact, or die rase here in Chicago lt year where we assisted firemen in re moving victims from a building which colUped when a wrecker left high walls standing without lateral support*- Had fun damental. basic safety principles been ob served. these accidents should have been ax aided. The problem is not the development of new rules of safety to cover these situations but the enforcement of rules already in existence--rules which this council has ad- xnested for fifty years. City codes on wrecking which obviously -huutd be designed to enforce safety have became outmoded almost everywhere. They d* not provide for the new methods of wrecking. Many a job is permitted to be performed by equipment working from the ground in congested area* when such in operation is dangerous and should not be permitted. A responsible contractor bidding competitively on this type of job and figuring ixi doing the work according to safe methods will many time* -imply not get the job. At this 30th anniversary of this Council, l would suggest that the National Safety Council can perform a public service by aking the lead in revising our codes so lhat the public can be protected against unsafe practices and irresponsible contractor*. Codes should require, among other things, that wrecking contractors be licensed and that ill work be done under the direct supervision of a licensed supervisor--a man who is qualified both by experience and knowledge to perform a job safety. Some nties, Bos ton and Detroit, for example, already have *uch laws in effect. After all, most codes today require li censed plumbers and electricians so as to protect the public against faulty installations. U it unreasonable to expect that the public be protected against hazards to life, limb, and property from an industry whose insur ance rates classify it as one of the mo*t hazardous of all vocations* i said that there have been many change* m the wrecking industry in the last 30 years, I doubt that we couM have even properly called it an industry* 30 year* ago. Today it doe* a volume of many millions of dollars annually and you need only look about you in the larger cities of this country to recog nize that demolition is but m its infancy. The number of buddings 23 stories or higher that have been wrecked in this coun try could be counted on one hand. Obvi ously in the not distant future sky-scrapers many times larger will be wrecked. Cleve land's eye is on that future, but we realize, and very soberly, that to survive the next 50 years we must continue to improve old techniques, we must accelerate our search inf new methods, but wr must, above ail. and regardless of any competitive tempta tions, be inflexible in the choke between safety and false economy. ft Construction Section FIVE STEPS TO FEWER FALLS ON STEEL ERECTION AND CONCRETE CONSTRUCTION By GEORGE W. ttELLER Manager, Southern Division, The Foundation Company, Atlanta, Ga. The first ep in accident prevention on Meei erection and high concrete work such as bridges and dams must be made in the preparation oi the bid estimate. The engi neer or estimator preparing the bid should include, regardless of the job size, sufficient money for good equipment, maintenance of equipment, adequate staging a required, alt necessary safety equipment and good job supervision and engineering. Management should insist that these so- called `indirect costs' are included in the hid, not neiiv from an accident prevention point of view, but from a standpoint of setting up an efficient, well run, properly executed and profitable /ok Assuming a successful bid, this same man agement should then endorse and pass on their safety consciousness to their construc tion supervisors and the second step has been taken. The third siep i* the actual plan of operatiers for construction, whether the work be in the ground, over water or both as any neel erection or high concrete construction job requires a method of access, a work area or work platform and falsework. Sound engineering in the planning stage by engi neers working with experienced field perciinnel can provide a plan with all of the built-in safety features to protect everyone the maximum degree possible. T-ome of these so-called built-in features which must t< included for an accident-free job arc: 1 Adequate roads to the work area or structure, or if over water, safe foot bridge or water transport for the men, 2 An engineered construction program, which embodies one or all of the fol lowing : a, A complete analysis m rendition* for foundation construction such as type of soil, method of excavation and need for shoring, cribbing, or sheet piling to hold the excavation open for construction, h Adequate formwork and falsework far concrete construction and false work for Mce! crecti ,n. <. Stability of structure during tenMriietion against stresses such as ate introduced into steel structure hv falsework rest piers, cantilever bridge construction or boil* d- Equipment of sufficient capacity to handle anticipated loads and lifts during construction ami acquiring only such equipment that is in good operating condition. e. Design of special scaffolds or equip ment for stripping deck and pier forms. t. Design of trestles for crane or whirtey operation. i. Setting up public protection such as signs, fences and barricades. 4. Selection of safety nets for high bridgevvr.irk and steel erection. 5. A job safety program earned out with the company safely director (or per son responsible if a full time safety director is not rmploved), the insurance earner and the job superintendent. Sep four is the execution of the planning m ep three, Here the job superintendent, engineer and foreman start to carry the bait for safety for then* men must develop these idea- Their responsibilities on steel erection and heavy concrete construction arc almost numberless, yet failure in any one :*n mean a serious injury or even x fain! injury to someone. Equipment must be used only for the job it was designed for. Mate rial carriers such as hoists, cranes and front end loaders are nut personnel earner*. Cranes must not be allowed to handle lift* which exceed the machine capacity, or ex reed the capacity for the length of boom nr operating radius. Hoists must not he overloaded, nor should scaffold winches be used for material handling hoists. Misuse or improper use of equipment on big steel and concrete jobs is an open invi tation to disaster. Not only must equip- (PdJ XationaJ Safety Congress mem be used i'oe the purpose it was de signed for, it must be maintained in good rendition, dutches cheeked, brake lining* checked, brake bands adjusted, controls and linkages mu<( function tmoothly, cable, rope; sheave* and other operating components must be regularly inspected, A sticky throt tle, a wont clinch plate or a frayed cable can create havoc when it sticks, slips or -nap*. Suppose iou are swinging in a four-yurd bucket of concrete at 80' out and TO* or 80` m the atr--the pour you are making is 120 ;.irds and you are two-thirds done, you are 'Winging in with tit* bucket when some thing sticks, dip* of stutps. Ten men are up on the form--the operator drops the had to avoid lulling the men pn the form, mat was a close one. The men are .sale luckily. but tlie 4-swrd can is now saiely resting J0` under the water in the mud ,ei the riser bottom and the load line which literally leaped from the drum a* the bucket plunged down is a Ivopeless tangle. The** iccidcnis liappen but proper supervisiem. maintenance and inspection can eliminate diem. And, oh yes, what about he 80 yards 'f concrete up in the form- Step No. I-- proper estimating--<an allow for the main tenance and inspection, but it can't antici pate dropping the bucket and losing the pour. fob 'upervision must also se that false work is properly constructed. Consultation* -houid be held with engineering when vari ation* or changes are made in falsework or form design and erection procedure. Mi nor omissions or substitution, or a couple >f tack welds instead of a full bead, which 'eem harmless, can cause disaster* of ma jor proportion. Many things are also left up to the ;ohs: ladders tothg tups of piers r steel work should have rest or passing platform*. These platforms can also aid in .topping a serious fall or interrupting and converting an 80-foot fall to perhaps an 8* or 10-foot fall. Alt scaffold* should have a 2x4 set on idgc at the outside of the planking to pre vent tools and small objects from being (wished over and injuring someone on the around, or upsetting and causing a fall by Simeon* on a scaffold below. The 2x4 also >tft* a* a delerrant to the'fellow who, ab- orbed in hi* work, slides a foot back to Iteller brace himself and finds he is first -landing on thin air and then falling through fo it. Certain jobs can be done quite well with -i safety belt, and alt such devices should be encouraged, a workman who is safe and secure, although slightly hampered by a safety* belt or extra railings, through hi* *ensc of security and net having to hold mi for dear life, will be a better producer Ilian the man having to "furnish" his own safeguards. We finally come to step five and although the most important step, it alone is not tlir total answer, because the workman himself is the final answer to safety. Step 5 is the indoctrination of safety to the man on the job, the man who puts up the red iron or tops off the last concrete pour on a mivc bridge pier, which despite its *i*e, .ways gently in the wind. These arc the people who gain the ultimate dividend m ilietr own life and welt being. Through job meetings with foremen, with insurance company representatives, and with the company safety director, through "uni box" meetings and poster* these construc tion stiffs must be taught "safety " "Don't rule in the back of a track with a lead of steel,** "iJan'i stand anything up --lay it down." "t'se all the erection bolt*, not one bolt with a couple of drift pin* or a spud wrench." "Make temporary con nections secure, fasten ladders at the top, and when you are topside at the bottom, too." "Don't carry tools up ladders." "Don't use spreaders and chokers for pulling tracks out of the mud--you, may be landing the load of steel that is being held by that spreader tomorrow--and if the load lets jp* when you are 120 feet up, you'll go too," and "Put those chokers up at gaining time " Indoctrination will help the men, but each man mi the job must be on the alert. Fore men are there to see, not only Ihat the job goes, but that it goes right--and if it goes right--it goes safe. Mum old timers arc smarter than they are lucky, newcomer.* must be taught that this is not a game, that drinking and horseplay are out, that other lives depend on their action*. One new oiler on an erection rig thought it was a big joke to grease up the operat ing levers on the rig. Some joke! When a competent signal man is not avail able, it is necessary to train cme. a* preci'c fcad handling is a function of bosh operator Construction .'iection and signal nnn. Proper signalling can stop rainy bad accidents, and in many case* ra dio direction is used, or on large dam jobs, dosed circuit television. These innovations can cut labor cost*. *peed up the work, and *ave lives. \ir operated concrete bucket*, or a com bination of air and radio operated concrete bucket* offer even greater safety measure:Skilled labor must be used, labor mutt be trained to work safety and labor mtit be onvinred of Ihe need for it. It you arc going to prevent falls in heavy ^instruction during steel and concrete work each **p a* described, must be put into ef- feet. To repeat thee five Steps, incorporate -atety into: l. Estimating. Z Management, 3. Engineering. 4 Construction. ?, l_abor. N'o one step alone will solve the problem f accidents, nor will any four out of five -tep*. Vet as a whole, they will build :> hetier job. improve your satety score, pm monev tn your pocket, and last hut not least --hey *11 keep your men on top of the work -- \n-l keep them building not only the Kih - but >ur contracting organization. THE PRESTRESSED CONCRETE INDUSTRY AND SAFETY By VERNON W. SMITH, JR. Asst. Bridge Engineer. Georgia Highway Dept.. Atlanta, Ga. l have been, in the past, all too casual in n-v i-fncem about safety. I have viewed this fine organization a* a tiattMMTt leathering group which from time to time is-ued figures, rather gruesome, on the rate at which we were slaughtering and maiming f.ur fellow man. I am ashamed of my ignorance in the past ot your tremendous work tn many field*. For the past several months, prior to preparing this paper, I have done research and reading and found the National Safety Council to be one of the most active and productive organizations tn the field of safety education, research and development. Indeed, it is an essential organization to our American life. !`nfornrutety, I am afraid, there are all rnanv people such as I was--those who are cniy mildly concerned with safety in centra! and have a passing acquaintance with the vital role of the National Safety < 'H.mdl in protecting human life. r*n this 50th Anniversary of the organiza tion l would like to suggest that the unin formed be informed. How? There are two **`<rmials. manpower and money power. The** tnurt be obtained if your work is to I** carried no All ir-o often i have wen a -atety engineer r-r technician on a i**h *ite looked upon b\ man-igcmcnt and employee- ,v* -omenne to "put Up with.*' if you will pardon the ex predion. He is endured until he leaves and u* soon as he leaves, the old ways are resumed. Why? Manaeerr.em and employee* arc uninformed Safety- also is viewed a* an expense pro ducing no profit by many. U c know thi* it not us We know the Manscring cn*t due tr* car*ie**ne*v The American people, the American businessman m*t be informed that safety does yield a profit. Safety yield* a profit in dollars and cent* Far more im portant is its yield tn the conservation of human physical and mental resources. How many potentially great minds have been vnuffed out by needless accidents ? How manv fine families destroyed? How many heart breaks? What is the cost ? The people need to he informed over and over again about these questions and many more, The National Safety Council and each of its members may be justly proud of their role tn reducing human misery through protecting human life. Your work must po forward, you may not re*t cm your arcomplithment*. The future demand* vour pre*- 1962 Aatianal Safety Congren rnce. your action and you must meet the challenge. In some small wav I hope to aid your future progress by presenting to you some information on a subject not too familiar to people outside of the structural division of the fonstmetion industry. Tins subject y prcsi rested concrete. t am sure vnu are all aware that the construction industry is one of the nation's largest employers- It is also one of the largest contributors to the list of fatal and disabling accidents. Unfortunately, within my experience m the highway construction held. 1 have found (he construction industry to be rather un concerned about safety, In detente of their lack of concern, let me *ay that construction is a dangerous, highly competitive business. Too often car ders must be cut and safety. I am afraid, is one oi the first comers. The successful contractor must be for ever conscious of the dollar as he attempts to put it to a productive use. The construction contractor is usually a strong minded independent individual. He is a man to whom the proof of any pudding .* m the eating. The safety pudding must be proven to him. Apparer'tv, it has not. The prestressed concrete industry* is H-ung industry, only taking on major pro portions within the last ten years in this country, l have been associated With it for approximately si* oi these years. To the Ix-xt of my knowledge this industry has had .i good safety record, in the beginning great r*pect was held for the forces in volved in this operation, but now much of the work has become routine and careless ness is creeping in, a deadly carelessness. Many of you might ask, what is premrested concrete? It is simply what its name suggests. It is a concrete structural urnt to which a preload force has been applied prior to its incorporation as an in tegral, load carrying component of a struc ture. I am sure all of you have had an occa<ion to pick up a row of books in a book r**e by placing your hands at either end of tlte row and applying pressure. Using this method you can pick up a rather long row. With more pressure these books could be made to support a load. Your hands, m this instance, are applying a prestressing force .is steel does in prestressed concrete. There are three commonly used svstems of prMtrtssir.fr. 1. PoM-tentomng: in this sy-iem, the concrete is placed in a form oi the shape of the unit desired and within the concrete, voids are formed or conduits placed. These voids or rsxiduiis extend through the beam from end to end. After the concrete has hardened sufficiently, steel bars or w->res pre viously placed in the voids or conduits are stressed and anchored against the concrete This applies a eompresrise force to the concrete 2. Pretensioning: In this system steel wires nr multi-wire strand is tcmioned prior to the placing of the concrete in the form. The concrete is then placed and when the concrete is hardened, the strand i* released thus applying a compressive force through the bond between the concrete and steel- 3. Pretension--Post-tensioning r This third system is a combination of the above two nude necessary or desirable by the function intended for the member. In all of the systems mentioned, tremen dous forces and energies are involved, The forces require powerful jacks and strong, rigid anchorages. Often forces oi a million pound* or more, and energies in excess of a million and a half foot pound* ate in volved. These forces are nd m stretch strand at times tn excess of three feet The potential energy stored up is lethal. The energy can easily he equal jo that expended when two 3000-lb. automobiles collide at 60 miles per hour. So you ean readily see wdiat dangers could exist from these forces alone. In the pre-stressing of concrete beams, the strand vises that hold the strand have small grips with fine, sharp teeth. AH strand vises must be kept clean and in good condition to prevent premature slipping or release. Reinforced concrete anchorage abutments ,<re used to resist the jacking forces in pre tensioning. These anchorage.* must be watched at alt times for signs of failureThese anchorages should be. and usually are, designed to take a certain load at a given point above the base. Tins load should never lie exceeded. At times, i have seen manu 12 C^instruction 'itctwu facturers get a contract to manufacture a unit that requires stressing above the anchor age design and they would try it. So far they have gambled and won. Eventually such practices will catch up with them and this '.`ould cost them far more than they have won. After the strand is rolled off the reels and threaded, prior to stressing, a preload is applied to straighten eaeh strand and to cquahre the stress in all strands. This load i 1000 lb*, per strand. The pulling header is actuated by four lacks attached one to each oi four large bolts. In this particular operation, a number of <trnd< are pulled at once. This W known as tmilti-qmnd lacking. Other inMsdlsmoiw pull only one or Two strand* at a time and anchor them (tparately The multi-strand stressing method eem- to lie the more dangerous, c.jkviaIK whim more titan one jack is Uved. It u motf vi-ennal that all rams move together to eliminate the overloading of any one of the tour bolt* doing the actual pull ing of the pulling header. 1 have seen these bolts break and the pulling header catapulted flown the bed, making match wood and *hamhtes of everything m it* path. Then too, I have seen the threads on one ot* the bolts fail and the nut at the end of the jack piston fiy like a bullet tor a quarter of a mile. Extreme care should be exercised in going behind a *im*mg operation. An engi neering inspector cheeks tlte pressure on each jack and incidentally, it reads 30 ton* on the gauge a total of 200 tons on four jack*. This man places himself in a dangerous position if he is directly behind the jack ram* Another engineering inspector perform* a most dangerous but necessary task, measur ing the amount a bed ot strand ha* been stretched The length the strand has been stretched is the most accurate measure and it the primary control over the stressing operation Ingenuity is needed to device a practical, sale way of obtaining tlrese meas urements, Locomotive crane* transport buckets of concrete to the yard to be placed in a beam. In some cases, a man climbs up on the bucket to vibrate concrete out, because the type bucket is not designed to handle the stiff concrete mix used. There is always a fietter safety climate when n'oper equipment i> u<ed to perform any task. Often times electric vibrators are used in this operation; with water and m1 every where, electrocution is always a hazard When the concrete in the beam* ha* been placed, the concrete must l*e cured, usually by live steam. Care must be taken to pre vent boms from team and hot pipes. Two locomotive cranes handle one of the beams after it has been prctensioned by cutting the strands loose. These beams are quite heavy and should always be nandled carefully with adequate equipment. Seam pickup devices arc used for lifting the beam. Waste strand makes a fine pick up, provided it is undamaged and of sufficient length to assure adequate concrete bond to ustain the load. After the beams are placed in the -torage area they are ready tor po*t-ten*ioniug. The post-tensiomng yack t> mounted ready tor jacking with the bar p.issmg through a bole in i<re center of the ram At the rear oi the jack is the pulling head and the pull ing wedge. The wedge grips the bar and wedges itself into the pulling head and as die head i* extended by ihe ram. the bar is stretched. These particular bars are Ijg" in diameter and are stressed to 113,000 lbs. Two primary dangers exist here. First, llie pulling wedge may slip, releasing the bar suddenly. Second, these harv, on rare occa sion, do break and they emerge from the beam like a projectile. Again it should be repeated that extreme ore must he ucd in passing behind this operation. Tlte inspector again must clieek the elon gation of these bars during and after stress ing. ' In the final stressing operation, one man checks the movement of tint bar as another man seats the anchorage wedge into the anciior plate with a seating jack. We have briefly gone through the con struction of prerei*ed concrete beams. There are many other structural sections manufactured such as prestressed concrete piling, channel sections, **T" sections, double `T" sections, panels, and numerous other*. I would like now to point out a fewadditional dingers in this industry. The high strength steels used are very susceotible to damage from heat, therefore, no electric welding or acctyhne burning or 13 ' \ iifiwnui l\ Ctmitruftnn v<7lON .*:fWtoulti take pi.ici: tu-ar tiit f<rcirr*> H steei. particularly tt it i* umict ire*'. Ore should l Ukm at all time* h **e Ui.h all prormel .ifi- vlear during Mrn-im. uifratins Sk/me rurin ui warning whistle, t ..ru or otlier divuc iiuuld t*e *uutidcd to ,!<-.(? the area It a 'triuid or -trand* break, day conic down the bed la>hmg like a leadlv whip; therefore protective -ffren* -iiculd be provided at the end* where men are working. Knowledge of danger makes a careful <:>"pto}`cc. All employ res should be educated to these dangers, engineers and inspectors included. Personnel should be made to obve ait reasonable precaution.*. To oiten has* I *-m the pres-ure of u f.n*lucium *ciiedule pu*h common *en*e cauri>n a*ide. This is particularly true of upcrvi*irv jier*urmel tinder prewirr irom <- iiuitruiriit 1 belie* e management must be ,.s*le t* realue the value 01 safety ami it ill carry on tlowrt Management must real* "t; Unit accidents iui more than the few -.-ura minute* it takes to do a job safely. Let tin see that utety education:!! ier* aid literature are brought .: 'J n*5 auur* afl <:: b-wre ixsliextr. ucords and pUinl *iere ll.c> art trekd. m the light t.r ah we and read I might tuiejceM rival iIwm: ot u who are ttarged wnh tle nr>pr*tbtim 01 writing tuvirieotiuei. fur cuidrtxucet work five more caDsidcrmuaei to tibia safety problem, tti the ;a*t we have bees mo*t careful to *e that precautions are takes to protect the public. 1 bebne it is ttmdy to think of the *aft>- and protection of the construction worker and the qigucers doing the job in the same term Safety most be shows to all a a neces sity, both frees the hamanstarian and .rent the economic viewpoint. You cannot briug rius abcut hi tenng safety as a medicine aor can > u *Ugar-ooaS tt. Safety mast be proicd i< a palatable do that make* ,*: . t-m-t-s Tbe business UJ safety is vuur*. but ' >><urs alone, Safety is a job fie* every mar., ur-man and child a America, indeed ic til ,t- w**"t*t w*e** t-i^sn Iria , .slued .i. . . , . -*. - *rv *jre A REPORT ON THE TESTING OF STEEL SCAFFOLDING TOWERS By R. N. VANDEK1EFT Steel Scaffolding & Shoring Institute. Cleveland, Ohio The denmtinii *i a -mule urn: will Mfie imrudme m> -ubji-fi V* hat 1* *'<thud"`K" Webster *i`* i,irti*ld.n^ i* in rlr,,iisd temporary platform *rd i*. -u[-t rt Workmen and toot- it i jI*i defined a* ,, elw.itcd umuMf.iri platform -n whnh i efimmid i* execultd. Mow. Mr. \\rb*UT i- an accepted authority, but t would remind mu that not all persons executed on -calfold* ,.re criminal*. On occasion, the executioner has been the criminal- not by intent, not by desire, certainly not without remorse--but -till, m the eye* of the taw. criminal by -6tiytciiee. How, and why, does this happen? Scaf1d have failed, sometimes with fatal renil- Thi* naturally draws the attention of .... j-rr-* tM'ic iiug.o imand the iir The fact remain*, that lack of kt.vWirUc. r.iti.cr th.iii tic -i.ilTi'MinR itself, w.t* the real culprit. The mcrtwsinc number -I .ucidrtit* imotviUK *attolduig u*ed fur la.riug ha* j*uinted up liw need to provide In-ill *cj/iuJd di*tribu/or.* ,'intj romractors vuili the neee*Ktry fact* to di*t<el ignonnee .Hid eliminate the dangerous practices in the field, A number of steel scaffolding manufac turers, who were long aware oi the danger* practices, got together and tormed Uie ^ttccl Scaffolding and Shoring Institute. The >irvt meeting was held in Cleveland, Ohio in Umars, I960. Most of these.manufac- lurers had, at one time or another, suffered ,i law suit as the result of an accident in volving the us of hi* *catoliL `Hie parueutar manufacturer may nut even lm\* been aware ot the tte to wimli hi* was put, nor even that In* *caffotd wa* involved in any way. Hut the -tmpic met that he produced the seatfolding required him to prepare a legal defense against a situation entirety beyond his control. Therefore, one of the primary purposes of this institute was to provide tbe usef with the specific knowledge required for safer, more intelligent use ot steel scaffolding and shoring, and to provide a better understand ing of its advantages, as well a* its limita tions. Within the last year, the Institute M* prepared satcly rules for i>oth conven tional sraltoid .'pplicalinns and shoring in- ualfcuion. We have a [amphlci ui1 prepared .ii recommended shoring erection precedurc. i npir- are available either from your scatir.UJ supplier tr the ht-imitc Mv pi:rm<e i- ia acquaint *oa with the strength of catfolding under certain condiiirns of load ing and, more specifically, tn tell you about c.c ten* conducted bv the inMimte during `sly. 1961 l am talking only about the steel panel - <iiutd which fia* such wide t*e today for * 'mg concrete work- Tin* i* tin* Mmc - .itiiihhng wliidt, a decade ago, tvs. used . ii aril* by a* a I'lamirin from which lo work and a a storage j.lice for Mti-n.il* It i dill used today by the toa-onv and other Truk* *nvh a* elcctri- vi.*t, iariemirrs and acoutic;tl contractor*, ,i* a working platfurm. but its prime u*r i* a* a -Lore, or *upport, for concrete work by vent-rat contractors or cunereie peri;th<t. It i* <d>vir.ii* that the luatls carried l.y die -..tilold vary considerably, depending in the vtni u*e The application of acnn-ticnl mate rial- will im!>-e relatively ovhi had* <-si a v.iiiolil *tructure; at the other etui of the ale, we nave it* u*e .t a vujipon tr*r -Storing heavy concrete struclure*. The configuration of the sea hold panels h.t*, to a large degree, been dictated by the 5>urpose which they must serve. They haw ficen designed to fill the user's need* and meet his requirements---lo provide headro :n, in some cases, and working levels in od-rr* Imerchangeabiltiy of parts is certainly .irahle, although panel heighl* and width* <i,ci>t vary for many reasons, internal mcm- Iner* have been 'lesiitned lo serve particular needs, so, a whole range of variable* Ici* iMfflc into tlie picture. T!>e total effen In* prodm-ed wh.it injiim-er* call an hicSeicnniiiatc -lmeture. hi mathematical terms, tin* i a situation m which the number ai unknown quantities is greater than the known equations to solve them, therefore, tt doe* not iend itself io rimte theoretical analysis. In such eases, tettuig becomes the answer. After sufficient test data has been collected, certain tacts will usually begin to reduce the number of unknowns to a point where analysis can re veal the proper result without te*ts. To this end. the Institute deiermincd that a eric> of est* were tn order - The question wn* "What tvjie ui panel -hould be teted?" Since there are variaiiun* in design between manufacturer- t -cafioM ii was determined that a inq>o*iie panel would be designed l*y the etiBUicering com mittee of the Institute, -imilar to ait lbok manufactured, hut identical lo none. In am eent, the irames (or |unels) were 'imtlar n a type generally- called "mawn panel*." Tbe-e tet janel* arc tllu*traied in sketcli number one Tw*. I vuhi* '* panel* were 14 I 1963 National Safety Longra ronstructed, both five teet wide, hut one 'tyie five feet high, the other 6)feet (ugh. Cross braces were used in all te?.t> and since the stud spacing was the same on all panels these braces were identical in size. Since the most criticul use >i panel* today appears to be in shoring for concrete formwork and, since these arc usually erected as single towers, it was determined to test single towers erected with the two size panels, just mentioned, it has tong been known bv the various manuiaciurers that the capacity of the tower decreases as the number of lifts increases. On this basts, each size panel was tested at one, two, three, five, seven and nine lifts high. This meant that the test heights ranged from the lowe? panel of five feet to over 60 feel, and cov ered a range greater than ili.it uf am laboratory testing machine available In or der to more closely approach field conditions, adjustable legs were extended 1? inches from both the top and bottom tegs of the tower being tested. The engineers constructed a larger tower over 70 feet high in which the smaller towers could be tested. Transfer base beams were placed at the bottom of the tower, and four calibrated hydraulic jacks were located cm these beams at the points where the four legs of the scaffold tower would be. The tower was then erected on these packs to its ultimate height and transfer beams were placed on top of the tower tegs. The top ,md bottom transfer beams were connected with four heavy wire ropes at a point away ircm the legs of the test scaffold. The four jacks were then operated simultaneously at a predetermined rate, with the toad being -lowly and uniformly applied to the four legs oi (he scaffold until a point or failure was reached. The first point of interest is the appear ance of the scaffold at failure, since in all 12 tests the failure pattern was similar and incurred in the plane of the braces when the tunc! tegs bowed in th* direction, in the vase i,i towers one lift high, tins bow* eon- -ov. oi a uniform arc from top to bottom {Sketch Ko. 2), while in two lifts or more, a assumes the shape of the letter "S" < Sketch S*o. 3). Looking first at the tests on the six towers made up of five foot panels, the failing loads developed the pat tern illustrated in {Sketch N'e. 4). The pattern of the failing loads on the six towers SINGLE PANEL BULGE Sketch =2 made up oi ;'--i t,,>nel* i- _-*> illus trated in this *kc:v;. N'otice that-the curve* r-re net p etted a*, failure load* ag.un-; :s.wer ne:gi:t in rce:, but rather, a* :;i.Lire a;au-.*t :h* number of lilts or panels m the tower The similarity oi t!;e*e cum# i* immediate!v .bvious. The distance between the two curve* remains virtually conMant, and refleets the difference in basic capacity m the two hciuht* of panel* tested. 16 cmstrvetion Section LOAD CURVES Reviewing the te? loads in terms of per centages. let"* assume that one panel high maximum irv !<V j-cr 'ent l rapacity f Sketch Rx> -5! -ViiA. w.-er we assemble the urueiure *wr, fiii- Si- the tailing kad Sketch #5 rs about 75 per cent oi us capacity at one lift high; when assembled three nr more Ims high, it is about 66 per cent. Stating tins another way, if the capaettv of a lower <*f scaffold or shoring is known lor one frame high, it will be about 'A less tor two hits and about 1/3 less for three or more im*. Remember, all test> were made with aijustable legs extended 12 inches at both 'he top and bottom of the tower. some of you probably want to know wluu ^md of test loads we actually had at iailure K.uher than lead you astray with load data, lei me point out that you must get this information from jour individual scaffold manufacturer before you can apply it intelli gently. Ihc specific design, height, size of members and other intrinsic features of each manufacturer frame, all enter into the Kmc capacity of a shoring structure. To ;<mt up the variations invoked, let me give > -u two figures from our tests. Un the two :arves illustrated, the highest figure obtained wa 0*1,000 pounds on the four legs of the t>.w*r, the lowest, about 28,000 pounds. This reprcfent* a difference of over 30 per cent iti capacirv reduction between the two ex tremes--enough to result m disaster if err>.ne-m< assumptions are rruide in an area where the safety factor is too small. It we could collect all the data, on all the different type* of panels--heavy duty, stand.ini and light duty--made by all the different manufacturers, the differences would be much greater than those shown m our tests. i,et me remind you again of the two dclim'(! for a scaffold. Let's make sure Hat, through intelligent use of the knowledge available. we keep, these two definitions sepa rate and distinct. TUNNELING By ROBERT S, MAYO Chief Engineer, Mayo Tunnel an Mine Equipment, Lancaster, Pa. It was 39 \ear* ago flat I worked on the Holland Timnej - fhe firt vehicular tunnel under the Hudson River, Thirty-eight years ago I was working on a series of snail sewer tunnels on the north tde of Chicago through blue clay. Thirty-seven years ago l was working in the basement of this Hotel: { was the night superintendent when we were sinking the caissons on which this building now- rests. T was working 12-hour shifts in those days, from eight o'clock at night until $ o'clock \? 1962 National Safety Congress >u tiic morning. And I was wondering, as I prepared these notes, whether 1 could once again put in the same hours and the same hard work I did then. Hurty-six .tears ago I was working on the Moffat Tunnel: this was a 633-mile long railroad tunnel through the Rocky Moun tains. It was, in its day, a famous job, 1 might even sa> that it was notorious. In fact, 1 worked there twice. Once in 1926 ;ii a miner in the gang. Again ui 1933 when I set up the concrete plant to line in the gang. Again m 1933 when I set up the concrete plant to line this tunnel prior to the passage of trans-continental trams. Thus m these 39 years I have seen the transition from the "horse ami buggy" to the modem high-speed tunnel. And when I say horse and buggy, [ am being literal. Many of the smaller jobs in the early days used mules to haul the muck cars. Mucking on the small tunnels was done b> hand. Sometimes on the larger jobs we employed locomotives--sometimes a trolley locomotive with a bare wire just over your head- Other times we used steam locomotives and that introduced other hazards: I have seen an enure shift overcome by carbon-monoxide poisoning. Those old mules were pretty iiuart and definitely safety-conscious. In my senior year at college our class visited a tunnel where they were usuig S cubic yard cars. They had a locomotive for puiiing the loaded cars but they had a mute for pulling the empty ear up to the air shovel. It was the mule's job to hook on to the car, get it rolling at a fast walk and then jump off -ideways to let the car roll past him. If he did not, he got hit in the rump and these were big cars and he would really get hurt. On this particular occasion he came down the tunnel with a car behind him and when He came to a wide spot in the tunnel, he stepped off sideways. Much to hit surprise there were four or five college boys standing where he was supposed to get off but he was truly safety-consdous. He got off any way and mashed us against the wall until the car had rolled past. I would like to bring in a couple of items which, white they do not concern tunneling, will be of interest to you. The first safety engineer 1 ever saw was at Starved Rock lock and dam. Starved Rock Is about 83 18 I'iiir* down the Illinois River. This fellow caUy was not a saft> engineer: he was i broken down old carpenter who wandered round the job with a hammer in his hand hcmlmg over nails so >ou would not step on them or picking up 2x4* so you would not trip over them. He was not an engineer hut he was the firs: man 1 ever saw who wore the Green Cross of the National Safety Council. Another item which will be of interest: In 1939 l worked on a bridge across the Susque hanna. When we got ready to start, the contractor told us that he anticipated killing five men. His reasoning was simple enough: he had learned by experience and by the experience of his insurance carrier, that you could expect to kill a man for every hail million dollars worth oi work completed. Since this was a two-and-a-halt million dollar job. he anticipated killing five men. Not more than a few weeks ago 1 called up Mr. Wiley and said' "Glenn, how many men did you kill on the ^u-quehaan.x Bridge?" The answer was six. It would be a very interesting project for .v stamtman to calculate the number oi men who arc still alive and working but who would be dead and buried under the old rule that you are entitled to kill a man every' time you complete a half million dollars worth of work. When i entered tunneling almost 40 years ago, it was the most hazardous branch of .onatruction. In fact, 1 believe it was one of the most hazardous occupations m the coun try. Only coal mining had a higher death ;ind accident rate. There has been a tre mendous increase in safety but I do not know how much: you fellows know this better than I do. In any case, the National Council has created the climate in which Safe working practices have grown and prospered. Through their research into the cause of accidents, through their recom mendations to the contractor, their work in urging the consulting engineers to write safe practices and safe methods into their specifications and their mobilization of public opinion, the safely council should receive 8S per cent of the credit. There are five big reasons for the increase in safety in tunneling, of course eliminating the National Safety Council Some people would disagree with the emphasis I put on Construction S return these reasons but I do not believe they can shout 28 feet of titimi i fer 24 hour* wr disagree with these basic premises. irstablished a world's record. l ir-t of all, the contractor. He lias beafty com-ciuus anil -uietv is just like coffee, it percolate* best when it perco lates downwards. He has learned that if He runs a safe job he will have a tower insur ance premium to pay and that following safe working practices docs t'M *ertou*lv affect :he efficiency of the job. Secondly, the miners. We have a very much highly skilled man working under -{round. He knows hts business and he knows safe working practices and his union insists that he be given a safe place to work, i joing back to the Moffat Tunnel, 83 per ent of the men we employed were "tunnel -tiffs.** They were experienced tunnel men; they knew the work and they liked it but they did not work very iong. They would stay up in camp two weeks or two months until they had a pocket full of money. Then they would catch a passenger train In Den ver and spend it all in two day*. Nowadays, a tunnel <A tin* via- wuuM average 60 to 70 feet of tunnel jr 24 hour*. They have more than doubled the daily advftnee. I remember working on the north -iiie when we got 90 feet of tunnel through -lay % week' 13 feet per day and 6 days per week. I have seen a tunnel excavator produce 93 feet of tunnel, of the same size, through the same kind of blue clay, m iwo -hifts. In other words, they could do in wo shifts what it took us 18 shifts to do. Think what hi means in '`man exposure 'Uu," In the old days, a job might take a .*v\ now they can do it in six months' \nd there is a secondary and unknown advan tage: manv rocks will air *Iake after evpo*ureT some rocks will satciv stand for six months but they might not stand tor eight. Thus at the end of eight months vnu might f*gin to get falls of rock which are tiable to kill a man. The same thing applied to >it ground: it takes time to mobilize the pres Then they would catch a freight tram and I-i'im a ride out to the next tunnel job where hev would repeat the process. They were ..d men and hard workers but thev were sure. Thus your timbering might safei> sup port soft ground for six months but nut Jor eiifht months. The sooner \nu can get your nnnel concreted, the safer *ou are. ,r ruuzh, a reckless lot. Today we have a r ych fcteher cUu of man. a family man ihu really wants to come home alive. ihi- 1 would like io men"H-rd `ats " t had cxn hard hats be : `e,, t-ue e-U *.*!' wear them. It t* t unt3 1931 that 1 was mi a job * rrr erv * Jv had to wear a hard hat ;r. icrgrvuad Nowadays it t$ an honored .lge - f a f-jrewl man. He wears it on the A.-.1 ! var it gang back and forth ' ?*. He probably wears tt all the time v ,-epc w -,n he gne* to church or takes a l .wer bath Third.,*, the tremendous increase in the {-ed ti tunaeknf I remember oq the Mof- Tunnel, we drove a pilot tunnel, about i*t x 10 feet, and we set a world's record on .meriting around 800 feci in 31 consecutive working days. We cheated a little bit on bs: we were working what they called Vail shifts.** In other words, if the shift Fourthly, increased mechanization: Back ii the Moffat Tunnel we drilled the hole* off what was then called "ban." This wa a very heavy piece of pipe about 10 icct long which was wedged tightly against the tunnel. On this were clamped two drill* .-md these drills were big and heavy. H took two men to lift them. Once vou started to drill, one man had to stand dose to the face to guide the drill and to change the drill *tel every few minutes. There were two rtal hazards: the drill bar might vibrate love and fall on a man or else a rock might slab off the face and crush the man who was cuiding the drill. Nowadays these drills are mounted on the end of a hydraulically `ontrolled boom. One man can sit back, awav from the face, and can, by manipulating valves, move this drill anyplace he want* on the face. Two men nowadays can drill three to four times as many holes, in less time then four of us did on the Moffat. ahead of you got done two hours catlier, hey called you out of bed and you started work two hours earlier. Thus, on some 24 Hour periods we might work four shifts instead of three Anyway, by averaging The other big step forward in mechaniza tion was the development of the jmall muckinp naebine. For the benefit of anybody win? is not familiar with all the terms. I want to say that muck is anything tliat 19 /U62 Xattonol Stifety L'nngrcss comes out ut` n tunnel; be it broken rock, -and or day. A mucker is a man who shovels this material into a car and a mucking ma* chine is a miniature steam shovel nlwut 3 ceet high aixi operated by air. in the earlier days wi mucked small tunnels all by hand and you crowded as many men as you could into the tunnel, working shoulder to shoulder. The mucking machine has elimi nated hand mucking : one man on the muck ing machine can do more than eight or ten men mucking by hand. I have outlined the two big advances in rook tunneling: faster and safer tunneling and safer mucking. There ate dozens of other things that have contributed to these advances in mechanization; faster locomo tives, better dynamites, unproved ventilation and all steps towards mechanization and the utilization of faster men under ground. Fifthly, the use of steel timbers. In the old days, and i will again use the Moffat Tunnel as an example, we temporarily sup ported the rock on wood timbers. These were either lOxlO's or 12 x I?* and they were big and cumbersome and hard to set properly. Unless vou had skilled timber men. these timbers did not property support the ground and were very liable to be knocked out when you blasted the face. Nowadays they use a -tee! I-beam rib which l'iui t>e quickly set and which is immediately ready to carry us full designed load. In Milt ground we once used wood lagging which again required a skilled tim ber man to quickly and securely erect them. Nowadays they use a steel liner plate which can be quickly bolted to the previous ring and you can give your men adequate protec tion even in the most treacherous soil. The fi-st half of my talk has been devoted to ''Old Time Tunneling with hfo Emphasis lift Safety." N'ow 1 am supposed to talk about "Modem Tunneling with Emphasis on Safety." This is a big subject and there is no use of me trying to cover it as it should be covered in the brief time f have. However, I feel sure that most of you are most interested in soft ground tunneling, with compressed air and shield-driven tun nels. And on this I am going to talk for the rest of my time. I, first of all, want to emphasize that most of the tunnels are -mall. The general public only sees or hears >A tunnels like the Lincoln Tunnel under the Hudson River ui the tunnels on the i'snn yvlvartia Turnpike. Tltese are what thev ec and generally when they talk about tun nels, that it what they think about However, VU per vent of the work in this held is small tunnels used for **ewer* or lor water supply. There are Korea ot them going on at the present time all over the country. Right here in Chicago there may be, at this very moment, six or eight sewer tunnels being driven. When we talk about "soft ground." we are talking about ground that does dm have to be drilled and blasted, This can vary from very soft, soupy quicksand up to a hard-put which is, in effect, self-supporting. Most at these tunnels, except those in the very hard hard-pan, must be supported with some type of primary lining until the permanent con crete lining can be placed. It is general practice around Chicago and Detroit, and in many other parts of the country, to drive the tunnel on two shuts and then concrete on the third shift. If you do this, >-011 are safe. This primary lining, m very soft ground, is generally of pressed steel liner plates. These are about 16 inches wide and are Pi feet long, in other words, 3-1 f? feet in length. They are made of plate and each one weigh* about 60 pounds. Thus, as the miners remove ground, they can quickly bolt one of these plates into position to support it. In very runny ground, they may may have to use fore-pole* ahead of the plate to support this 16 inches of ground until they can get the next finer plate into position, When you get into this kind of ground, you should very seriously consider the use of a tunnel shield. A shield is a circular ring of very heavy plate and just fits over the outside of the tunnel. Somebody described it as a "cookie cutter" and t think this is a pretty good name for it. It is slowly jacked ahead by powerful hydraulic jacks and every tune it has moved ahead 1b*. you can assemble an other ring of plates within the tail of the shield. Thus the men are working in safety and they need only worry* about the face nt the tunnei flowing in on them and this can be held in place by breast boarding and temporary1 jacks. Steel liner plates are fine except that they ire quite expensive. In the last couple of 20 Construction Section ` the contractors are using a ring beam water, you need 10# per square inch of air and wood lagging in place of steel liner pressure. This pressure will keep out the plate*. These beams may be 4x4 inch flanges, perhaps 6x6 inch or even ft x S inch beam*, These are rolled into a circle the Hard way and these beams are spaced within water and it will also, in most cases, support the ground. Thus if you have 10# of air x i44 sq. ins. you get a supporting pressure o 'i of a ton for every square foot of sur the cimnet or 3 or 4 toot centers. Between face of the tunnel, This, particularly in blue the flange* are placed W ood Lagging: if we Hay such as wc have m Chicago, is a tre are u-ing a 4' Beam, wc will use 3' Wood mendous force to prevent settlement of the Lagging. A 6* Beam would employ 4* ground. Lagging and if you u-e an 8` Beam, you would uie 6* Lagging, or maybe S", This method lt at l said, a good deal cheaper than Liner Plates and the Wood Lagging distributes the tfiru't from ifie Jack* back into the tunnel. On big job?, such a* the Lincoln Tunnel under the Hudson River, they ued a cast iron segment but this was v*iy expensive and I* seldom used except on the very biggest ot jobs and in the verv worst of ground " Cast Iron Lining can stand permanentlv if you wish it to and the Hudson Tubes of Mew York were never concrete lined. But if you ate using Steel Liner Plates or if you are using Steel Ribs with Wood Lag ging, the concrete fining must be placed within a short time Specifications sometimes require that the concrete fining he placed You all have heard about "the bends." And nothing you have heard about it is good. However, .ill I ran sav is that it has been very much exaggerated. Most jobs, and l am talking about small tunnel*, work under pressures of 10# to 13#. And I can sav that you rarely get the bends until you begin to get op around 27#. I had the "Blind Staggers" when working under 27* in Baltimore. But even while I belittle the hazards ai compressed air, it i* essential that you have a -Medical Lock on every compressed air job. If a man should get the bend* there is only one cure; put him back into com pressed air. The Medical Lock is a cylin drical tank, about 16' long and 6` diameter. SLIDE (E) within 24 hours. Other places the concrete A Medical Lock lias two doors and they are fining may be placed 4$ hours after the arranged so that you can carry the patient tunnel was driven. into the inner chamber and run up the pres- Herewith a Slide showing a Murid f.,r a larger tunnel (A) And this other Slide show* one for a small tunnel (B) \ir Locks are u**d to keep air within the tunnei, to prevent water from entering and to support the ground. Essentially, they eon- tiit of two Door, both opening towards the tunnei, one or :he other of these two Doors must always be kept closed to prevent the ecape of air The Doers are 4xo (C) This wcond Slide shows a Bulkhead Tvpe Door tor a small tunnel in Boston. Thi* is set within the concrete lining of *ure on him until it is equal to tliat which lie was working under tn the tunnel. The outer door can remain open so that the doctor or the first aid man can enter and leave without lowering pressure on the pa tient. You may not ever need a Medical Lock on a job working at 10 to 15# but safety regulation* require it and that is a pood requirement. If you are working at pressures over !3#, I certainly recommend that you make the miners wear a Badge. This Badge state* that this man is a com pressed air worker and if found unconscious should be taken to the nearest Medical Lock. It has happened in the past that Sand Hog* have been found unconscious and the police the tunnel and this particular Door is thought they were drunk and let them die JV wide and 4'6" high (D) in a ho<pitaL The rough rule of thumb for the pressure While we are talking about cc-mpre**ed needed to keep out the water is; I# of air, 1 would like to mention the danger of pressure per every 2 ft. of water. This is fire. Even wet wood will bum in com not strictly correct, but it is near enough pressed air since it is getting twiee as much f*r all practical purposes. Thus, if you are nvvjen. Therefore smoking should he ab working 20 feet below the level of ground solutely prohibited under compressed air. 21 /<?<*? S'olionai Safety Congress When a Cutting Torch is used in a tunnel, eitraoriiinary precautions should be used to prevent any combustible material from catch ing fire. Some sears ago, in Chicago, a small tunnel was being dmert under com pressed air and they were using Wood Lagging to support the ground This was before the days of Liner Plates. A miner wt** looking for * leak and he used a candte: ihr escaping air drew the dames of the candle into the Wood Lagging and it started fire and began to smoulder and threw off large quantities of carbon monoxide. The tmnke seeped back along the tunnel and into tlie shaft. The Fire Department was called to rescue the miners. They donned their smoke masks and started in the tunnel but the masks they were tiding were not ie-igned for carbon monoxide. Vs I recall. t*utr or ft%e firemen were killed. The miners hi the tunnel were perfectly safe .uid were rescued by jinking a shaft from the surface. Because of tin*. many cities prohibit any npe of Wood support for the ground if , ><mpreted air is to be used. \s 1 said before. Concrete Lining Is placed within one or two days after the ^re.ynd has been excavated. The Steel Forms be such that they can be concreted -uid then the miners can start back into tl e umnei again to excavate more ground. In other words, there must be a clear passage through the Forms for cars. i^ide of Tunnel Forms < F) The* Forms are filled with a Pumpcrete Machine This is what it is: a machine which will pump concrete. This Pump is set m the shaft and out force the concrete as much as 1000 feet. When you et greater dimensions than this, we ue an Air Gun which forces the concrete in by compressed ;ir. For your information, most City Engi neers permit you to strip these Forms at the end of lb hours. On these small tunnels the hoisting prob lem is quite simple. These tunnels are not deep, generally 30 ft. to 40 ft., and the simplest wav is to have a crane and lift the box right off the car, Slide oi 2 eyd. Tunnel Car (G) This is a 2 evd. Box which rests on a chassis running on 24" gauge track. It is lifted off the box by* means of a yoke with a safety hok on each end. Our firm has built hun dreds of these Cars of this capacity. If the contractor is using 30'T gauge track, we generally build a 4 eyd. Box. On the second Vehicular Tunnel under Boston Harbor, the mtractor used 36" gauge track and we furnished a 6 eyd. Box. I would like to call your attention to the Automatic Couplers on these Cars. Even while these are small Cars, you can still cut off a man's finger if there i% any enfeles,*nes. These Automatic Coupler s not only keep a mans hands out from between the Car*, bur they also speed up the genera! operation of coupling and uncoupling. Mv motto has been: "one smashed finger will (ms' for fifty pairs of couplers,'' Haulage in a Compressed Air Tunnel 'houtd be done by a Storage Battery Loco motive. That is because your ventilation within such a tunnel is limited: vou are pumping air at 10 or IS# pressure into the utime! and except for teaks out through the face, you do not get very much ffow of air unless you deliberately blow off some pressure- However, for tunnels in free air, either soft ground or rock, the U,S. Bureau of Mines has now approved the use of Diesel Locomotives, provided they are equipped with a "Scrubber" or an "Exhaust Conditioner." This is essentially a water bath for the exhaust which removes carbon di oxide and nitrous oxides by dissolving them m form carbonic acid or nitric acid. A Die*?! Engine, in good condition, throws ..if no carbon monoxide but the USBM rec ommends that you supply 75 cu. ft. of free air per minute for each horsepower. How ever, we can "down-grade" the horsepower; the manufacturer may rate his engine at SO hp but at the normal operating speed the actual horsepower may be SO to 60 and that is what we supply the ventilation for. Slide of Battery Locomotive <H) Slide of Diesel Locomotive (I) I would like to say something about deep shafts. It is rare in a Soft Ground Tunnel if the shaft is more than 40 to 30 feet deep. However, in rock tunnels we sometimes get k. depths of 800 to 1000 feet. Shaft sinking, beyond 100 feet, is rather hazardous beeaue ii there is any carelessness at the top. any thing that falls down the shaft is liable to kdl a man. Therefore you should work just at*. few men as you can in the shaft and observe every possible precaution gamt dropping anything down the shaft. I would 22 Construction ^retiem certainly recommend some kind of Trap Door at the top of the shaft which is closed when the bucket is raised to the surface tor dumping. HJide of Sinking Frame (J) There are various types of Shaft Muckers Slide of Crydcnnaa (K) sod this illustrate* one type which is shown -is the Crydcnnan. f watched one of these working out in Idaho and there were only three men in the bottom of the shaft: one man operating the mocker, another man (figging out the corners while a third was ringing bells to signal to the hoisting engi neer. 'mother important safety requirement is !<> install the concrete lining as you sink. H s genera! practice to never sink a shaft more than .<0 feet before you install the concrete lining. This may slow up progress, but t is certainly worthwhile from the safety standpoint. Once the shaft is completed you have to install a Headframe with a big hoist in order to raise the men and the muck from the tunnel. Slide of Headframe (L) This particular installation was in Wash ington. D, C The Cage on which the men rode was large enough to accommodate an S ton Locomotive. Underneath this was suspended a Skip which held 5 eyd of muck. At the top, this Skip dumped automatically into the -Muck Bin. We had Safety Dogs nn this Cage and if the cable should break, these Dogs would grab the Guide and stop it. In spite of the fiet that I build Safety Dogs. I still do not tni<t them. I always recommend that the rope be o*er*i2e, much larger than needed, and that it he fre quently inspected to see that u i more than adequate for the loads. Tunnel Excavators are something brand new. Inventors have long dreamed about such a Machine and a number of them have been built but it has only been within the last ten years that they could be considered a success. \nd they are very much of * success and more and more soft ground tunnels are being driven with them. They will work m earth, clay and soft shale*. ?v> far nobody has perfected a Machine which will work in really hard rock and in my opinion nobody will, ft takes lots and lots of power to operate any kind of a Tunnel , Excavator and when vou get into a hard rock, the cheapest power you can get i* dynamite. Essentially, these Machines consist of a rotating head: generally one but sometimes they have two. This is equipped with Tung'ten carbide teeth which cut a groove in the face. Sometimes this is all that is required and tn other cases they have to have device for spalling the material between grooves. This excavated material falls to the bottom of the tunnel where it is picked irp bv a muck wheel and rai<ed up high enough so that it will fall on to a Convevnr This Conveyor fills the .Muck Cars. Slide of Tunnel Excavator fM> I fear that I have over-run my time. 1 could talk for another half hour on Modem Practices in Rock Tunnels. But this could fill another book. Therefore I will call it quit* and if there are any questions which I can answer, I will do t> to the best of my ibility- THE BRIDGE TUNNEL PROJECT By JOHN W. FOWLER Project Engineer, Tidewater, Raymond Kiewit, Biyilde. Va. If were hai* SJCA,000.000, you could finance the ruMractton of the Chesapeake Bav Bridge- Tassel Project A summary of this c*/:. s ipproi.Ta'e round ciphers, is: 'i** and engineering fee*, c 1 yi nm onn p*%* mdrbeedness, S20.00Q,- 000; Interest on bonds, $40,000,000--a total of $200,000,000, Owner of the proj'ect U the Chesapeake Bay Bridge and Tunnel District, a political sub-division of the State of Virginia, which now operates a fleet of seven ocean going 23 IV&t National Safety Congress terrie* at .njpfr.ximately this kune location. Wilbur i'mitlt and Associates, traffic con* uitants iof tins job, rvtimate a 20-year amortization period. When the bond issue is "paid off." the Bridge-Tunnel will be handed to the Virginia Department of High ways tor operation. The engineer for de sign and supervision ot construction is Sver drup and Parcel Engineering Company of St. Louis, Mo. To accomplish the construction of this vast protect, a joint venture was formed by four contractors, each with year* of experi ence in the types of construction required for this job. The joint venture consists of the Tidewater Construction Corporation of Norfolk, Va. sponsor, together with Merrit-Chapnan and Scott Corporation, Ray mond International !nc, of New York Cits*, and the Peter Kiewtt Sons' Company of Omaha, Neb. Several possible locations were studied la a preliminary report prior to the final choice, which give* a direct route along the East Coast from New York to Florida. In general terms, the project is 17-5 miles long, consisting of 12-5 miles of low level trestle; four man-made islands,* two tunnels, each about one mile in length, one under Thimble Shoal Channel, and the other under the Baltimore Channel; a 5,900 foot long high-level bridge referred to as the North Channel Bridge; two miles of earth fill i'-*us<way; and a medium high level bridge of 456 feet in length referred to as the F isherman Inlet Bridge. The trestle structure is constructed with a combination of precast and prestressed con crete components. The roadway slab* and stringers are poured monolithically in a "Double Tee" shape with four units making a complete `pan of 75 feet Supporting these superstructure units are precast concrete caps, which in turn rest on three 54-inch preMressed concrete cylinder piles. The finished roadway will be topped with asphaltic con crete and have an elevation of .10 feet above mean low water. The four man-made islands are built of dredge fill sand cores with quarry bedding Mone and heavy riprap for slope protection. Each island has a finish grade elevation of plus 30 feet above mean low water. The tunnel* are of typical trench type ^instruction which provide ship draft clear ance of SO feet The tubes are prefabricated in a shipyard and tawed approximately 1000 mile* to an outfitting yard adjacent to the site prior to sinking and joining in a pre dredged trench. The N'orih Channel Bridge has a steel superstructure supported an IS concrete pier* founded on ed "H" pile*. These piers are somewhat unusual in that ait structural concrete below elevation minus-five is tremie concrete contained by steel forms which re main in place. The mam channel has a vertical clearance of 80 feet The smaller Fisherman inlet Bridge has a steel super structure supported by concrete piers founded on concrete cylinder piles and has a ship clearance of 40 feet at mean high water. The earth fill causeway has a roadway elevation of plus 15 feet since it has a natural island protection from ocean storm forces. The joint venture agreement between the four prim* contractors provides that MerrillChapman and Scott will build the four islands and lay the tunnels, with TidewaterRaymond-Kiewit being responsible for the other portions of the work. This is being handled as a joint venture now popularly known as T-R-K, which will construct ail the low level trestle, the earth fill causeway, the substructure and roadway slabs for the North Channel and Fisherman Inlet Bridges, the open approach work and ventilation buildings on the four islands, the tunnel ceil ings. ventilation, lighting, tile work, and all paring. The superstructures for the North Channel and Fisherman Inlet Bridges are in a sepa rate contract awarded to the American Bridge Company. The first step after award of the contract m September, 1960, was to initiate a com prehensive soil boring program. Since Raymond-TIdewater (Raymond International Inc. and Tidewater Construction Corpora tion) made the initial 28 borings about four years ago for a feasibility study, it was decided to reactivate this organization under a subcontract to T-R-K- An addi tional 70 borings were made by RaymondTidewater from September, 1960, to March, 5961. These borings range in depth from 100 feet to 400 feel. Sampling was done with the conventional split-spoon and 146 pound drop hammer, and the piston type 24 i`<mrtmftton Sfftian tube for undisturbed *amples. Borings were taken from tour-legged steel platforms sup- juried by 10 inch pipe pile* set about 20 ieet above mean tew water. A total of three plattorm rawer* were used in a rotating rquence. The next *tep was to build an office and marshalling yard adjacent to like work site. { or this purpew some 80 acres were leased by the contractors from the Pennsylvania Railroad Company rs the west side of the Little Creek Channel which is about l mile* west ot tne actual iob location. It was actc**ry ( dredge a harbor and build docks for servicing (he tugs, personnel boats, barges and Acting derricks. The nr-t major construction work done !'> T-R-K was the construction of a 325 milium duliax casting yard at Cape Charles, Va. fc.r the Bayshore Concrete Products Corp. whsrh t owned jointly by Tidewater* ftaktnond-Kiemt, This corporation has been established as a penrcinent plant type of installation and expects to sell its products along the entire eastern seaboard. This plant is now prefabricating all the cylinder piles, pile caps, and deck girder units of the low levci trestle The next phase ot work on the water the erecncm of nine control survey tower*, The*< mwers are about two miles (part and serve as a control net for the enure crossing. The tower* have three bat tered side* and are supported by 10 inch H piles driven through steel pipe sleeves with he voids filled with tanil The working plattorm is afoul 30 feet above mean low Alter. At this point I would like to add that t->th the Engineer and Contractor are u*ing high precision theodolites and 'ge e-dimeters'* to check the exact locations of the*e tower* and to keep precise control of the construction work. A '`Geodimeter'* is a -pevul immiment using a principle of light wave*, measuring the lime required for a light wave to travel to a reflector and re turn. "Pir*t order" work is easily obtained with this instrument. Another major work item w** the driving and load testing of six concrete cylinder pile1, of which ail have been completed. The pile- were driven in a prefabricated template frame which Liter served to support a special jacking frame platform. Each pile was loaded to ,120 tons of static bad with the load being applied in icn equal increment* of 52 tons each, After receiving the notice l* proceed in 1960, we immediately began step* to design and build special equipment to limit the u*c of floating derr hich are o vulnerable to ocean waves aim swell*. With the experi ence gained ui setting the bonne towers with floating equipment, it wa* clear that the ocean swell*, wave*, and tide* would limit the day* of possible work. <Hir com pletion date for this project i* Pebniarv 1, 1964, To drive the prestressed cvtinder piles, which weigh up to 70 tons and varv in length from 80 to 160 feet, we built in con junction with the DcLc-ng Corporation,- a iperial pile driving platform- Basically, it t a large fitting derrick 70 feet by 150 feet by IJ feet with a 100 too whirtey crane, that wilt be jacked partially or completely out of the water as required for stability', it has four spud* which are six feet w tliameler by 100 feet long. Each spud is connected at the bottom to a 28 foot diam eter pontoon or shoe to prevent it from ji-enetratmg into several soft spots in the bay bottom. The pontoons are arranged for easy removal if desired when a hard bottom i,r shallow spot exists. Each spud is sup ported by a 500 ton maximum capacity air jack using 350 psi air supplied from four 450 cfm air compressors. A special set of universal lead* i* mounted on the stem of the barge for driving piles. The leads ad just for batter in any direction and arc arranged to leave the hammer in the lead* at all times. This rig cost 31,500,000. Another special piece of equipment is a travelling bridge which has a stifBeg derrick mounted at eaeh end. One derrick handles a cut-off frame for cutting the cylinder piles to grade, and the other handles a cap setting and jacking frame which has a four-way movement for positioning the precast caps. This traveller is supported hy the two out side piles m each bent. A special bonnet or cap is placed on each pile top to transfer its portion of the bridge load to the piles. Another special rig was developed to place the deck girder unit*. Each complete span consists of four prestremd concrete "double tee" deck girder and slab units. Each "Double tee" section weight about 65 ion*. A 75 uni stiffleg traveller supported on steci box 25 1962 Motional Softly Congress girders for falsework that span between the pile bents places the deck units. The traveller places the deck girder units behind, moves forward on a second set of falsework pirder*, relocates the first set of girders it was supported on ahead, and then rrpeats the placing operation. The slab units are delivered by barge. For constructing the 18 bridge piers in the North Channel, we built three complete sets of construction platforms, one for each pier, which wilt be moved from pief to pier Kech platform i supported by 14 inch steel pipe piles driven through 16 inch pipe sleeve? which are structural components of each platform, Each platform is interchangeable and is complete with boiler, H ton stiffleg iSernek, J-drum hotMing engine, pile leads and change room and office. Also built was 4 90 cubic yard per hour capacity floating concrete plant to serve all 18 of these piers. This plant will have two l %/\ cubic yard turbine mixer*. A Hi by 132 foot cementbarge for supplying the floating concrete plant was purchased. In addition, this cement barge will haul cement to three of the islands which are to have concrete plants. To build the islands, Merritt-Cliapman and Scott Corporation is using a fleet of floating derricks to place the bedding stone ,md heavy riprap around the dredge fill as placed by both hydraulic and hopper-bottom dredges. The islands arc built in lift* with rock dikes used to contain each sand lift- l he maximum size riprap is about IS ton* each. The .North Island of Thimble Shoals Tunnel required the installation of approxi mately J.SuO 14-inch diameter sand drains .-.bout 100 feet long each. These aid in prei-on<ohdating a thick layer of soft material underlying the island which was considered too large a volume to remove economically. After the islands are completed, the open approaches and ventilation buildings are built vith conventional construction equipment. The tunnel tubes themselves are prefabri cated in 300-ft. lengths at Orange, Texas. In the American Bridge Company and towed in ,m outfitting pier at Norfolk, Va. Here the tubes arc concreted complete except for he tunnel ceiling and about 200 tons of additional negative bouyancy concrete. m.ulled at this time i the tunnel piping ,tm{ electrical conduit. After outfitting, the tulws are towed to the site where a pre dredged trench has been dug, bedded with i^rasei, and sloped with a screed barge to the desired grade. The tubes are sunk by adding concrete to a void between two steel tube plates. After sinking the tubes, the temporary' bulkheads are removed and the finish work performed. The tube* are con nected together underwater with special closure plates, steamboat ratches, and tremir concrete. This m brief detail covers the salient con struction feature* of the Chesapeake Bay Bridge-Tunnel Project. & PUBLIC EMPLOYEE SECTION A FOREIGN PLEA FOR SAFETY By JOSE ROBERTO ISMEAL GRIEGO HERRERA Safety Engineer, New Mexico State Highway Dept. The language of afety must be under It imiT necctarv mr me io regale you stood by everyone, regardless of ethnic with a column of statistics. You know how tuckground and national origin. Like so mxnv words we hear in a half-disinterested manner, safety seems to fall on many deaf tars these days. Why ts it that the very thought or safety is as unpalatable a* cod liver oil or this morning's cold coffee? I* it because we have been taught from We cradle that safety ts a medicine? There may be something to that. Anything that i, good tor us seems to be utterly lacking in appeal; and safety is not only good for us, it is a most vital factor in our daily living . . . perhaps the most vital factor. the accident rate is climbing year after year; how household accident*, fires and deaths on highways are increasing daily. What is being done about it? More specif ically, what are vou doing to keep yourself off the hospital admission list, or out of the obituary' column? Do you still drive as if the road were velvet, a mile wide and yours, the only car on the highway? Do you tell yr**-*ctf it's impossible for you to fall off a rickety ladder because the law of grav ity doesn't apply in your case? Are the insulation and wiring in vour house so per We laugh when we read about high school students listing marriage as the chief cause of divorce. In the same vein, we tend to make light ox the statement that lack of fect that votTil never have a fire in the 10,000-year life expectancy on which vou hold an exclusive copy-right? You may insist that this isn't a true picture; but be honest safety is the chief cause of serious accident*. with yourself. Perhaps we skim over a gruesome account of the alarming carnage oo our highways, thinking it can't happen to us; but we know better, ff such were the ease, the majority of the drivers plying our roads would know better and would never have an accident. You and t both know tt iso't that elemen tary. Safety ts not a one-sided affair; it v$ not something for the other individual. Safety is everybody's business, and we must not forget this for a moment. It seems to be the rule among us Ameri cans that wc don't have to worry about accidents as long aa they don't concern us. We live for the moment and let the future <ake care of itself. Doesn't it strike you that such an attitude is dangcreuiy foolish? Why do we insist on learning the hard way ? St would be easy to prevent disaster by exercising a little foresight and common tense; but that seems to be asking too much of people. Someone recently stated that fat people can't count calories, and they have the Does a mother give her little boy a bottle of poison or a sharp knife for a toy? Cer tainly not! But is the parent who leaves uch articles within the child's reach any les of a bad mother or father? The parent who takes for granted that a child will act wisely in the face of danger is courting trouble. Is it xnv more realistic to assume that the other fellow will know enough lo act wisely in a dangerous situation? One of the most asinine excuses for disregarding iaiety rules in the contention that it is too time-consuming to be careful. What good are ten seconds, ten minutes, or even ten days gained if the cost is permanent dis ability? Would anyone in his right mind trade an eye for a pair of safety goggles? How many of you would be willing to drive down a steep hill in a car that didn't have any brakes? Disregard for safety is tanta mount to the most Teckless driving imagin able. figures to prove it. I think that most of Many years ago. an eloquent preacher de us ,\m't read statistic*, and ure h.ivc the livered a sermon on pride. Hi* thesis was accident death tools to back this up. that pride wa the mi*e of all other tins. 27 /9&? XaUotul Safety Congress There Is * striking parallel in ignorance or disregard of safety rules, which opens the door 10 twutitation, death, sorrow, and irreplacable Jos* In lives, in property, "i dollars and cents it doesn't add up to good sense when >cu disregard safety. Take tune to be sate--your loss is someone else'* great trtureih. OUR RESPONSIBILITY By H. D. TAKVIA JONES Highway Safety & Bituminous Paving Consultant, Graham, N. C. Unfortunatcl). a loi ui i<e'/>Je tuJk good afety, but it stop* there without attitude or action. More and better techniques in miury prevention are what wc need todav, mure than ever tfore Better eivice and tower con* through reniarch and develop ment O'uld well be our theme tor the future. Improvement* m work methods and pro cedures could likewi< be a standard goal to continually ihuut for- After all, safety i* a way of life; it is nut something different from the rest of life. Herein lies our greatest strength, if you would only realize it, and sell this idea to our em ployee*. You know the old story about the unsued muscle: it withers and dies. But when it i* attached to something live, that i* continual!) bong used, stronger and more uwful it becomes. In forty years of dealing with safely, 1 have seen it banish harsh differences in families, in companic*, in organizations. For the type of safety we need, wc must all work together -- rather than at cross purposes. Good safety saves live*, increases profits and pays dividends in many ways. This is accomplished by persons hke you and me who arr interested in working for safety--to accomplish our goat We have safely specialists today, persons who work at this job lull time and joss on to others information they can use to prevent acci dents and injuries. Safety can't be turned on and off like a light switch, but is wrapped up m every thing. You can't buy safety in the store; it's not a package deal. Safety if successful, u not something to be, but something to do. Safety is dynamic if we make it so, and this in uur responsibility. My three E's start with example, educaitrm and engineering. A detinue feme ui responsibility t* urel> he first requirement for safety. I am convinced these United States mu`i tiavc a sf-mtual awakening if we are to cope with mir death and injury problem. We have tried almo-t everything before *Alu not do what we -hould have in the Iwginning call on the Maher and Giver of all, the Master, for divine guidance in all nor safety complexes. Promoting and selling safety isn't as easy a* falling off of a log--it requires un bounded faith and a dedication second to none. First we need to set our brain working overtime, to select the best methods of ap proach for the job at hand, and make sure weak spots and loop holes have been eliminated. Going up blind alleys costs lives, time and money. A.U good safety programs have been years in the making as any worthwhile sound pro gram will be if it is well founded anti grounded. 1 have said many times and roundly believe, it takes seven to ten year* lo found a worthy, progressive safety pattern. If I have ever had any success in the field of safety, and I hope I have, ! give the entire credit to the Maker and Giver of all, the Master, that great man of Gallilee. Let me say right here if w* preached the Master's Word and the faith of our Fathers, like the Communists do their idea, this world wouldn't be in the condition she i* today. Give the Master a chance in your safety program f commend this to you. regardless of whether you have a few workers in a small town or thousands in a large plant, fn my >R 1`ubhe Employee Section humble way for years 1 administered to >str {6,009 employees. Some of the best safety tlioughts I ever had 1 found in the Sunday school and hurch and with our men out where the hazards are--cm the job. Vou can't have good safety bv remote control. You have to personalize your pro gram to make it effective and efficient and o get the pay-off we desire. Don't ever ask your men to do anything vou haven't first done yourself. to any* program or venture for more and setter safety, set the ground work, line up the methods vou want, be sure of this, then proceed. If your methods are right your procedure s pretty apt to follow along in *he correct groove. Whether sour group is large or small, I vv.w* ci nothing or a preparedness nature .`rearer titan the .American Red Cross preiri.cn and first aid training tor satety. It's -eiponubthty to see that alt of our \ :kr* have thu training. Train >uur emplovs rcgafdless of what ti-eir job may U, ri-.v*. they may better per form their assignment. Today is a dav iur specialists. Remember the day fohn didn't show up to take Ins truck out and sonic one asked Jim if he could drive that rig, Happy for the opportunity and a chance to improve both his labor standing ami income, hr ai>l. ''Yes," and jumped behind the wheel liter fumbling and toolmg. he finally got her started. Thai s eleven years ago and he doesn't know to this day if it has four. six. or eight cylinders, or what makes it tick, or why it ticks. I suspect many of you know what I mean. Some found out the hard wav Having to cope with 10.00 or 12,000 driver* ! a real assignment. Training operators is interesting, since I've been driving so much--longer than apy >ii you. How many of you cm remember the second car you ever saw.* I drove the second car ! ever saw. Sly* father owned n and t was approximately 8 years old But we are in a new day and age. in a progressive era as we should be. so we must keep our employees ever sharp and full* prepared to do their work with the utmo*: -kilt through proper ?r*i sung, -surly INDUSTRIAL MEDICAL PROGRAM-- WHAT IS IT? DOES IT PAY? _ By M. G. I.YELL. Safety Engineer, Virginia Department of Highways. Richmond, Va. The selection or employees is a fundamen tal requirement in order to maintain a Suc cessful safety program. Physical examina tions play an important role, in selecting suitable employees. In our efforts to maintain *und organization*, the performance and well-being of each and every worker should be given attention. '`Rome was not built in a day.'* Well, neither is a medical program; however, the time will some day arrive and find public employees under a medical staff or fully trained specialists. This will not come about automatically, of course, but will require a lot of hard work and deter mination on the part of personnel and safety management The Examining Physician's Report fhold up) is only a start toward realizing the ultimate you!, a complete medi cal program. .May I point out that a engineers we go to great length to test and approve mate rials and equipment but often place these expensive tools m the hand* of people with icrious physical defect*. This is false econ omy or leaving "a leak in lhe dike un plugged." For example, examinations can determine refiexes, hearing, seeing, heart conditions and nervous disorders \Ve often detect hernias, tuberculosis, back troubles. The health and well-being oi an organiza tion often determine* whether or not we successfully gain our objectives, along with maintaining safety economy and efficiency, in safety work, wc ail have found the Z9 {V6J A'otiono/ Safety Congress human dement most difficult to control Therefore, is it not sound judgment to hire the pbv vitally fit and to follow up with progressive safety and sound medical programs? Every three years, the Virginia Depart ment of Highways re-examine.- all employees actively engaged in highway work. Fre quently, we find employees who need medi* cal attention. The local engineer writes hem a letter or calls them to the office with the encouragement to visit their fam ily physician. Recently, for example, several key operators of equipment found they needed correction m the iemes of their eyeglasses. Medical forms are kept on rec ord in the field engineers offices and are oiten helpful in transferring and reassign ment of personnel- In other words, em ployees found unsuitable for operating equipment may be reassigned to other phases of highway work which they are capable of performing. We all recognize the (JuPont Company as a leader in personnel management and production of materials. Last week I inter viewed Mr, Sammy Xelson, Personnel Man ager, E_ I. DuPont Company, at their textile fiber plant in Richmond, Virginia. This plant emptoys 2&50 workers, including three doc tors, five registered nurvts and one labora tory technician. Others with medical programs are: Rey nolds Metals, Virginia Electric and Power Company and Chesapeake and Potomac Telephone Company. If progressive compa nies in todays highly competitive markets have medical programs for their employees, why should we not consider the same for public employees for tomorrow? By JOHN A. PALESB, M.D. Division Medical Director. Loss Prevention Dept.. Liberty Mutual Insurance Co., Chicago, 111. The experience in any indu-trial accident prevention program ts dependent U|*>n and vanes with the amount of effort and support given to this aettvuv. Av&ume (hat some company with the high injury frequency rate uf SO decided that the situation was right fully ridiculous. Immediately, they would initiate a safety campaign and first consid eration would be given to the tangible fac tors of man versus materia! and machine. Physical hazard* would be eliminated; doors, itairs, working surfaces, ventilation, lighting, elevator*, machine guards and re lated items would receive prompt attention together with the provision of safe ladders, mechanical aid*. proper tools, etc Conse quently ihc accident frequency rate will be reduced by SO per cent, from SO to 40. The effort required of supervision to accomplish this reduction is minimal since the major portion of the problem is engineering. Because various hazards are inherent to many jobs, it is by necessity that protective equipment becomes the next item of atten tion toward the elimination of the tangible /actors. A sound program will conceivably again cut the frequency in half, or from 40 to 20. The effort expended here i* three limes that of above When the rate of 20 - reached, the de-ire i-.r continued improve ment is evoked and the intangible factors, or man versus himself, must be attacked. The first *tcp in this direction is education and job training with special emphasis on acci dent prevention. Assuming complete re -pome, we can expect further frequency reduction !o 10, but this demands even greater effort on the part of supervision. Recent history has proved that progresdve industry has not relaxed to stalemate upon reaching this stage, but has attacked the human element factor as a challenge to their ability. To reduce the frequency rate from 10 to 3 requires even greater effort than io go from 8Q to 10. This is the area in which the modem in-plant preventive medi cal program is most helpful. In order to discuss the role of ne physician in indus trial loss prevention, we must first outline what an adequate in-plant medical program should consul of, and then fit the doctor into the picture. Today's industrial medicine concerns itself with any and all problems relating to em ployee health. It is fundamentally a program of human maintenance and is essentially the -ame as the machine maintenance that is so deeply ingrained in industry as sound busi <0 Public Employee Section ness-practice, it is based on the knowledge tint maximum production comes from healthy people--not only physically- healthy, *>u( mentally and emotionally healthy as well. In order to meet present day concepts of industrial health, an m-plant medical pro gram must provide for certain essential and fundamental medical department function*. These functions include: 1. A program of pre-placement examina tion. 2. A program oi periodic phv *iml exami nation. $. The treatment of occupational injuries nd illnesses. I. A program of conuUation for non. occupational disease. 5. A program of health education and counseling. <5. The maintenance of adequate medical records. 7. The participation of medico! personnel m plant hygiene and safety program*. 8. And a program for rehabilitation of itI and injured workers. These functions, while itemized separately, are really combined tn daily industrial prac tice. Each separate element, however, is of significance and their total utilization make* tor a productive medical department. Medi. cal supervision at doctor level is of major importance tn this program. The full-time doctor is essential in plants sufficiently targe to justify his service; but in smaller estabhlishments, the supervision of a part-time doctor or doctor on call may be equally effective, if properly planned. There should lie a clear understanding between manage ment and the doctor as to just what the medical program shall consist of, and the iloctor should be given sufficient authority to carry out the agreed program. .Mow let ns consider these medical /unctions individ ually and discuss the doctor's activities in relation to them. Pre-placement rxaimtuitton--' The physi cian in industry should thoroughly examine each applicant and place him in a job suit able to his abilities and experience He should not be interested in disabilities, ex cept to know- what they are, to see that they are adequately recorded, and to prevent further damage to the individual through improper job placement. In most states, the aggravation of prr-exi-tmg disease or dis ability b compensable under law. Therefore, the doctor must be diligent in seeing that person* with certain disabilities are not placed in jobs where there t- the hazard oi rosily aggravation. An industrial physical examination should not be used as a toot for unjust exclusion from employment, or to narrow the field of competition in obtaining jobs or job promotion. The scope of the pre-placement examination will depend on (he nature oi the industrv, but the doctor must be thoroughly familiar with the physical demands and environmental hazards of the jobs in the plant This requires that he make regular tours through the plant to obtain first hand knowledge of the plant, the men, and the -perations. Periodic physical exitiinitattun-- There is no reason to assume that a man remains physically the same five, ten or fifteen year* after his pre-placement examination. We all change physically over the years. especially beyond forty. Hence the need for this type <i program. This phase of the medical pro gram should be a voluntary' one. except for those employees exposed to toxic substances ind those whose work might endanger the jieopie working around them. In this in stance, the physician's objective! should be {. To assure that remediable defects dis closed by the pre-placement examnuhoii have been cured or alleviated. To detect disease states sufficiently early to permit prompt referral for definitive care. 3, To establish a means oi finding condi tion* among employees winch could impede are operations and good production. The doctor should emphasize to the em ployee* that (he purpose of this examination is to improve their health and extend their working life, and not to weed out the unfit. Occupational injury care--By furnishing prompt and efficient emergency* treatment of industrial injuries and diseases at the (dam, die doctor is able: l. To determine the nature and extent of injury and iltness, and treat it accordingly. 1. To make necessary* arrangement* fur referral to outside medical offices or hos pitals for complete care. Jl 19$* \ Vj/r/v ( ongrcss ? To walM the tact of injury usually `titliuui cuntrovef'* 4. To t'urm-h necessary reports to the -t.,tr in-1 tlic m-urruire carrier. *, T.. ilt-cu^ utih the -ifety department the rmi-e the injury nr illness and make rfv*oninienif*tir.n toward prevention of simi* Ur <*'*< 6, To di-veu*' with imhoiruil relation- the placement of the injured employee according to hi' remaining physical capacity. In view uf this, the doctor should have t umplete information and knowledge of acci dent prevention programs, workmen's com pensation laws, and the procedures involved in retum-to-work job placement. This knowl edge w ill enable him to manage each injury -o the workman suffers the least amount of I'M time permanent disability, and economic damage. The doctor need not see every -ave, hut he should be willing to train and Mipervue hi* nurse#, and to delegate respon.il)iliiie to them in accordance with their ir*inii!x and experience: The full-time industrial physician cannot l* chilled in the mare difficult operative and rthopedic techniques. To gain and retain ihete skills requires constant practice, which lie, of course, docs not obtain. Therefore, he mmt have surgical and orthopedic con-uiianK, as welt as other specialty consult ants and he must establish rules for gov erning the point at which he will refer v.*es to tltee men. In establishing these rules, he must first recognize that it U in die best interests of the patient and the eomt*any that the injured workman be given the i<M treatment available; and secondly, hr mut evaluate his own capabilities ob jectively Xon-accMpationat rfuv\j.cr care ---The care of non-occupationai illness is of primary importance to modem health programs. The mounting costs of insurance make this al most mandatory. However, diagnosis and therapy in case of non-occupationai injury or illness is not a responsibility of an occu pational health program--except for the fol lowing: 1, Emergency caws should be given the attention required to prevent loss of life or to relieve suffering until the patient i< under the care of his personal physician. 2. For minor disorders, first aid or pallia tive treatment may be given if the condition is one for which the individual would not reasonably be expected to seek the attention fit a personal physician, nr to enable the 'dividual to complete hi* work dull heior nn>ulting a physician. Request* for treatment ot repetitive [*eronal disorder* should be discouraged and *uch individuals referred to their mmily physicians. Physicians in industry should not use their industrial affiliations as a means of gaining or enlarging a private practice among employees. There is no limit to the extent of medical knowledge the industrial physician should have to da this part of his job well. However, h need for proficiency in diagnosis and prognosis is sjreater than his need for proficiency m therapy, since in the most difficult nv. therapy is not his responsibility. Health education and counseling--The in dustrial physician must be a skilled physi cian, not just in one or two field*, but in ihe genera] fields of medicine. Hi* patients m industry are workers, and they are people --the same kind of people he would care tor in private practice. These people have problems not entirely related to their occu pations. Therefore, the successful industrial tWtvsician must treat the patient a* a whole, not only the part of him that i# engage*! `n industry. To do this successfully, the phy sician mu*t Hint he and hi* *laff carry out and active program of health r-hicati'-u ;ind counseling. Stedical records--Adequate records are a basic element in in-plant medical programs. They should record in detail the tout ac tivities of the medical department, and be n a form that lends itself to ready analysis. The frequency with which accidents have F-een attributed to human errors in all industrial fields suggests that attanpu it control should involve careful scrutiny of each worker's accident and health record. These records should be analyzed regularly and be interpreted to management monthly and annually in order to maintain iheir interest and support. Plant safety, hygiene and sanitation--The word sanitation, as applied to industry, in volves the consideration of water supply, toilet and washroom facilities, waste and M.wage disposal, eating facilities, rest room*, locker rooms and general plant' housekeep ing. The plant physician should interest 22 public BmffoyceSection hmisclf in all of these aspects oi plant onitation since a good program assists greatly in building plant morale and eft- Murages better employee health. The elimination and control of occupa tional hazards due to various gases, solvents, .trtd dusts is a responsibility of the doctor in cooperation with the industrial hygiene department and the safety department. There are special problems connected with these exposures which require knowledge of he chemistry and toxicology of the sub stances involved. Jn addition, this knowledge nill enable the doctor to rule ?n industrial oxin in or out as the cause of a patho logical condition under investigation. Hat on his back for !0 to 14 days was good surgery. We know differently now. Indus trial physicians have been preaching for .`.ears that most injury cases progress better at work. We have found that despite excellent -urgical care and apparent favorable progre** during hospitalization, many workers lapsed into long term disabilities after being discharged from the hospital- These workers -uffered from many things--atrophied mus cles. stiffness m the joints, discouragement, and even fear- Given 24 hour* a day to Mare at the ceiling, the man become* con cerned over hi* flattened packetbook; his mind dwells on his hurt and magnifies them, and he convinces himself that he is maimed It is likewise necessary that a close work- !<<r life and unable to obtain employment' mg relationship exist between the physician even though his injury is minor in nature. wd plant safety personnel in order that the The industrial doctor must see that these tumbined efforts of medical and safety may ^triplications do not occur. The pftyuaan He more effectively directed toward the re mint recognize that permanent injury does duction of plant injuries. Provision should ijMt menu permanent disability. fie made for periodic safety inspections and tor thorough medical investigation of each accident. These inspections should be made by the >fety engineer and the doctor or nurse. The medical profession must adopt the miieept that the responsibilities of the treatng physician extend over the entire period uf disability, to the end that the patient is restored to gainiul employment at his high KelutbtfiiQiion--In the field of occupational er attainable skill. In order for the physi vare. rehabilitation is one of the three basic cian to carry out this responsibility, it is dements of a balanced program--namely, c**ential lor him to recognize the total roedi- prevention, treatment, and rehabilitation. * .il problem of the patient in addition to his Modem medicine ha wrought a miracle injury. The physician must bring to bear on during the past three decades. Bodies appar these problems all the skills and disciplines ently incapacitated for further useful work which can assist him in the accomplishment ean be reconstructed and retrained to take uf these objectives. Like preventive medi their places again m production and self cine, rehabilitation offers the prospect that esteem. The implications of the rehabilita adequate investment will reduce the cost and tion movement are wide-ranging and offer burden of occupational disability. a challenge to many oi our past medical practices. The physician's goat is no longer confined to accurate diagnosis and expert treatment of trauma or disease. Now Ins goal should be no less than the restoration of the whole man to maximum gainful employment. Industry's growing interest tn the field of human relations affords the competent physi cian an opportunity to practice medicine in its broadest sense. He acts as medical con-uliant to the worker, to the employer, and i* the private physician. As such, he Tenders an unbiased and effective service to all. "The Rehabilitation of ill and injured workers industrial physician has only one objective i* a direct responsibility of the ui-piant in his relations to workers, and that is the physician. Many physicians who treat in maintenance of a work force sound in body juries follow the old philosophy, "When yon and mind, capable of performing: acceptable are hurt, you should go home and rest up.TM work, unharmed by any work process, and From this stems a vast amount of needless '."mentedly adjusted to work requirements tost time. Formerly, we thought that "going Mid work environment." His brand of medi home and resting up" was part of good in cine must be preventive as well a* curative. jury iue handling. We also formerly livetight that keeping a post operative hernia In many instances, preventive medicine 22 /4? National S'rtfetyCongrctf tKxr* not prevent a disease, but it may pre sent disability due to disease, It should be (Kited that industrial preventive medicine includes the curative ns an important and essential medical activity, but integrates tt tnto a broader program directed toward all elements of employee health. The preven tion of accidents in any industry is coni-emed primarily with control of four items; U) The materials used, (2) The machines, t.?i The working method*, and (4) The f-perator*. The control of accidents falls within the province of preventive medicine because of the role played by the human variables (the operators mentioned above) An attempt must be made to contrail all four items on the basis of advanced analysis and continu ing inspection. This requires the combined efforts of the safety engineer, the industrial hygienist, the nurses, and the industrial physician. Significant results can be obtained only by the integration oi lhe*e specialists into an effective accident prevention team. IS TRAFFIC SAFETY FOR EVERYONE-- EXCEPT THE LAW ENFORCEMENT OFFICER? By SOT. J. F KRAMER Safety Officer, Chicago Police Dept.. Chicago. III. Yes, traffic safety t* f..r etemme--most certainly the law enforcement c-incer Police drivers have an important and reponjible job m their service to the public in sup1,region and prevention of crime, alio in the apprehension* of criminals and danger ous traffic violators. S.ifetv for police per sonnel as well as safely for aU the public is, and mu*? be, our first cnnirferation. All police problems have three requirements that mut be resolved to properly attain one's goal. Education, engineering and enforce ment--the three "fiV' von have heard so much about. fifditealien -- Police drivers must by the very nature of thftr job be professional drivers in this highly mntorired age. From their handling and evaluating of numerous accidents they have more than an average knowledge of the cause* of accidents and the cure for them. A police driver m*t at at] times have hit car under control, antici pate accident situations and avoid them, or leave himself a way out; he must also anti cipate and expect driving error* on the part of other drivers. Mere obedience to the law or being in the right is not sufficient to excuse a profes sional driver for involvement in an accident, ft is expected he will go beyond the ordi nary or usual extremes to prevent an acci dent \ police driver is no safer than the worst driver he meets. He must avoid the other fellow's errors. He must drive defen sively. He must expect the worst from everv driver and pedestrian he meets. One phase of police work that has re ceived too little attention is the vehicle pro vided for police work. fn the put and present, the major re quirement has been, and still is, price. Most police vehicles are bought on a bid basis with the lowest bidder furnishing the vehicle. Part of this fault lies with the police departments not knowing what vehicle specifications are needed for their particular territory It can be readily understood that a state police department, with mile* of hiehway to patrol at high speed*, must and should be furnished a different vehicle than a metropolitan force, patrolling and pursuing violators on crowded. conge*ted city *treet* Motor ear manufacturers have a respondbility in this field to engineer a car statable for various police needs. The city father* purchasing agents, aldermen, are the third party involved. The men responsible frr ordering and purchasing vehicles for pr,Ece use, must be made to realize that the cheapest car roitlallv is not the cheapest r*' maintenance wise, nor the best car for poi:rr u*e Jest as a tradesman's ability to dr. j good job is limited by the tools he is ahlr M Public Employee Sreturn to employ, a police officer is often handi must, as a good police officer, he aware and -crutinize the occupants and the vehicle m capped by an inferior vehicle front of him. fs this car stolen? Is it sus The National Police Driving School and picious? Are there any violation*--license, ..liter schools of this nature are finding out lights, method of travel, manner ami be that the so called police vehicles put out cn havior of occupants, etc.? Thi* is true of i-uanutaeiurers are not police vehicles at all all the cars in a vicinity. He has to be -- merely highspeed engines, overpowered, iware oi what is transpiring at the lav *ut of balance and totally unfit for the intersection he crossed, the intersection in rigorous day after day operation under any iront of him, the alley mouth he is passing, and all conditions. I am not castigating and of what is going on in the More fronts, motor car manufacturers; they are trying to sidewatks, streets proper. At the same time, help and with their assistance, the police he must be alert to a possible call or mes departments may soon come up with speci sage on hi* police radio that mav concern fication* for a suitable vehicle lot their him ar the vicinity in which he i operating. r.articular need*. Then the idea mtm be w.'d to otrr ettv father*. This is a dual problem of education and engineering. One of the greatest problems any police department has to deal with is the safety iactor--the attitude of our drivers. We in safety work must Sell our drivers on the defensive non-accident type oi driving. We must, mainly w-ith our joungcr drivers, educate them to Ose sound logical reasoning to overbalance the emotional response to a burglary or robbery in progress, a police man's need for help, a woman calling for irfip, These are calls that produce most of our serious accidents. The best mtentioned efforts on the part of our police drivers can he completely nullified by an accident m- Would you call this a full time task? Must he be a professional driver? Should he be furnished the best too) to work with - --namely, a vehicle that may be required to pursue or apprehend a carefe**. dangerous traffic violator or a criminal? Hi* vehicle must be able to out perform other vehicle* ib cornering, ability to pursue and ability to stop with tires that will be second to none, insofar as traction and dependability are concerned. His steering must he positive --Suspension perfect, cocun*, electrically, transmission and differential wise heavy duty. In other words, he needs a well bal anced vehicle that can perform under all circumstances. This does not mean an ex pensive vehicle; it merely meant a vehicle suited for a particular task, that of trans !f we can, and wc mu, have our police porting safely the professional police driver drivers bear in mind the following points. in his daily task of war cm crime and e wi" Hr* gone a long way toward mak ing our drivers accident free, thereby creat ing a more favorable impression on the public that we serve. 1. Good drivers are considerate. Good drivers are courteous, sendee to the public. So much for the tools and education of the police driver. Education oi the public in regards to yielding the right of way to emergency vehicles is a must. Too few motorists know the meaning of our state i, Good drivers fed social responsibility. laws in regard to the approach of an emer 4 Good drivers show emotional maturity. gency vehiefe. Enforcement of this parti 5. Good drhxrs exhibit sound judgment. cular phase is difficult, but imperative. Just as a police officer must realize that safe The civilian driver has a full time problem ,u?d sane operation of an emergency vehicle in his evtry day travel Cram one destination is a must Cthis is a problem for the safety to another. He not only has to drive his sections of all police departments to en own car, but he also has to be concerned force), the responsibility is equally great for with the car in front, the ear behind, h* the motoring public to do their part in cars parked at the curb, opposing traffic. ridding the right of way to all emergency This is a full time job requiring aIf his con centration and efforts. Now consider the task of the profes sional police driver. All of the previously mentioned tasks are his; in addition, he vehicles. Yes, the police driver can be compered to ihe civilian drivers. Continued education and training is the answer to al! drivers' prob- 1962 \`ahatuil -S'd/rfv Canqrrts Icms The police driver must religiously uhev ait traffic rules and* by example, set a pattern for all driver* to follow- In emer gency case*, when a law enforcement officer mii'f use speed in xrr* of legal *peed limits- the responsihility (* h* to do this with extreme caution and estder no circum stance endanger lh* life or property of any one, including himself. When a pursuit be comes hazardous* he should abandon it. Traffic wiieiv i for everyone--most f sainlv ihr police officer. PLANALYZE YOUR PROGRAM By DALE MEDSKER President, Dale Medsker ft Associates, Inc., Atlanta, Ga. l'ianaiyre, a* I have used it, is derived from four words that describe the essential elements of a *u-ie--t!ii .servient control program, These arc ; nit.slvre, plan, pennon, and sustain Analyse--This t* the fir*i -uq> in any effective accident sortiml program. flefnre any program is started. it is eemi.aJ that the facts be determined. What kind of acci dents are happening? What it causing them.T Wliat types of injuries or damage are re sulting? How much are the accidents cost ing? Analyzing accidents is a time consum ing, tedious and baring job- Perhaps that i* why fo few firm* undertake the analysis of their accidents. Perhaps the lack of ade quate analysis is the rmvn manv programs tail short of their goals. It is extremely difficult to correct or change practices unless fact* are available. Any worthwhile accident analysis must be complete in every detail; every accident must be studied. For the purpose* of this paper let us seperate the accidents by type. Employee injury" >5 the mint common type of accident considered, with the motor ve hicle accident making up a large part of the remainder. However, we should not lose sight of public liability accidents and fires; so four types of accidents must be con sidered. Let's consider the employee injury accident first. The common designations of lost time or no lost time, with statistics based upon lost time accidents only, u often very mis leading. Accidents arc accidents and they should all be considered. The cause of a medical accident is frequently the cause of a lost time accident. The only difference is in the severity. Analysis van be very thor* t-tigii or it can be limited to specific item* The most important single item i* to de-er mine the Cau*e may be subdivided into the action (ring performed and the agency involved. Once the causes are determined, the correc tive measutts can be initiated. It Vs essential that other facts be learned if adequate con trols are to be undertaken. The department and the supervisor should be designated, the occupation of the injured man should be shown. Additional Information such as the day of the week, shift, time and such data may prove to be helpful, particularly in large or complex operations. Motor vehicle accidents should be simi larly studied. What action did the driver of the vehicle take that resulted in an accident ? What type of accident happened? Where did it occur? What were the injuries and damage? An analysis of accidents considered preventable does not provide the full pic ture. Driver's actions that resulted in acci dents on the part of others may reveal some correctable faults. Public liability accidents must not be overh ked. Accidents that injure people or damage property have causes. These cause.4 are usually connected with unsafe operations of one kind or another. The causes of all types of public liability accidents should be determined. Once the causes are known the correction can be devised. Fires must also be included in the analysis* The causes fvuld be determined whenever it is possible. The damage and injuries should also be included in any analysis. Every- accident involves costs. This Is an undisputed fact. Even accidents in which rx> Public Employee bechou blame can be assessed involve cost. The injured man's time off from work creates costs even when others pay the medical and compensation charges. In new-preventable accidents involving vehicle*, the time the employee spends making out reports is * cost that is not reimbursed Every accident has a cost Costs generally fall into two activity. Should the program cover onlv motor vehicle operations? White we often find large firm* with effective fleet pro grams, we seldom find a firm that needs only ihis type of program, fleet operators, although motor vehicle operations arc their major activities, need an emplovce accident control program. classes. In reference to employee injuries, Firms requiring only public liability pro- the terms, "direct and hidden eosi*." have tectioa programs are scarce. In some opera beta publicized. Many studies have been tions, such as hotels and amusement park*, undertaken to determine the exact relation that cater to large crowds the public Habilitv ship between direct and indirect costs. Gen program necessary. But in such eae* a erally it ts considered to be four to one, program tor employee vuetv and motor with the hidden costs being much the larger. vehicle accident control should be included* Hidden costs is a misleading term. There are practically ao hidden costs of an acci dent. They are aU right out m the open for everyone to see. Let's recognize these cus for what they are. The costs, com even it they are minor in nature. Programs must be complete to be successful. All acci dent causing exposure* should be included m the one general program. The same super visors must handle all type of activities and pensation and medical payments that art exposures, ft it essential that the program usually paid by an insurance earner could be at broad as it necessary. better be termed the insurable costs, while Who shall the program be directed to? the so vailed hidden costs should be termed This is * most important item. Employees the iminsurable costs. Once we realize that insurance covers only one-fifth of the cost of employee injury accidents, action can be expected. In the case of motor vehicle acci dents the difference is not so great, It ap are the one* that have the most accidents. They are the ones that commit the unsafe acts. Should the program be directed to ihem? The drivers ot the motor vehicles and the operators of equipment cause die pears that uninsurable costs exceed the in surable costs by two to one We have no really accurate analysis of public liability accident costs or fire costs. It is safe to accident*. Should the program be directed o them i Or should the supervisors be made responsible for the entire accident record? If the supervisors are to handle the pro assume that uninsurable costs equal incur gram, then it is unnecessary to bother with able costs. any one else. Wc can see that any analysis must include accurate cost estimates whenever the facts are available. If accurate cost figures are not obtainable, it U wise to estimate the costs and project them for each type of accident. The entire cost should be shown w the management who review the analysis can get a clear understanding of the prob lem. The analysis is actually a diagnosis of the illness--accidents. Once the diagnosis j* complete, the facts are available on which to base a program. FI*--Effective accident control program* are planned. They don't just happen. The plan must include the following comideraciors; What kind ot a program is needed? Is the program to cover only the employee >njury exposures ? There are many busi nesses that only need this type of program because they have no vehicle*, no public exposures and fire prevention is a minimum Management should not be included in she general program because they are busy amt don't want to be bothered. After all, didn't management give the program their OK? On the other hand, perhaps all the activities should be directed by management. Every successful program must have man agement leadership. Maybe the prograi;, should be so planned aad balanced that each 2roup is included in their proper place. Management most lead the program, super vision must supervise aad direct the actai* tics* and the esnptovues most do the work AU must be included. The make-up of the program is of great importance. Major effort* should devoir.! to planning this part of the program. Wh.it should the accident control program cover? Here % where many programs fall apart: they have no plan or an ineffective one. Far 27 fud.? KeUonot Sajtty i onqresx too many program* Mumble along from day tr> day with no real meaning. Meetings are Md on an irregular hasiv Moving pictures are shown on an unplanned hasU. Safety fxnM-rs arc added to the collection that al ready clutters the bulletin board. tu be there." t`or over five sears tfmt polic. Has effective Those men were laultni heavy structual steel, a difficult lob. The compiled an enviable record tf dmmj performance. Their policy was summed m individually by the often repeated statement The analysis of accident* *houlit t*e con- 'If an accident happens, 1 ain't going u Mtited to determine the areas of need, A W there." subject index should be created based on the accident tacts. Ihe major exposures Far too often, we overlook the necessity `hould be covered in their order of im- of policy statements issued bv supervisors I'ortance. For instance* Ihe employee educa tion may include such subjects a* "starting to the employees under them. Do not lose sight of the fact that management is repre an accident control program.'' "accidents are sented to the employees by the ftr<t line caused" and "handling materials." The fleet program should be indexed in a similar way, supervisors. The supervisors control and di rect the activities of the empfoxees. What with such subjects as "lacking," "turns," and "speed." Public liability and Are preven types of training programs will be under taken? When will the programs be given? tion should be included. An adequate medi cal program is also a requirement. ft is essentia! tor the development of effec tive supervision that some training be pro vided for the supervisors. The type of In planning the program, j is important to nonember that people can team only one thing at a time. Select a subject for each framing we suggest is designed to improve the abilities of supervision in all respects. Accident control should be included as an month, and concentrate on that subject. Di essential part of the supervisors training so rect all activities toward it This includes he understands how important it is. If the posters, payroll inserts, subject discussions, meeting plans, moving pictures, etc. Once supervisor knows his job. the accident causes will be either eliminated or controlled. the subject schedule is established, the next step is to plan haw the subjects are to be One of the most effective accident control covered. How will the subjects he presented activities we have found, is the stand up to management, supervision and employees? meeting. You may call these tool box meet What kind of publicity will it be given? ings, gang meetings, tail gate meetings or When and where will the meetings be held? any inch term. These meetings are con Perform--The third element of the effec tive accident control program is the method n*cii to implement the program. A weft rounded program, planned to meet the needs determined from the analysis, is no more effective than the performance of manage ment. supervisors and employees, if Uie plan includes activities that wilt be ui inter est to every person involved, it can be very successful. Tiie first activity in performance is to issue the necessary policy statements. ducted by the supervisor in an informal atmosphere and are relatively short--five to ten minutes, at the most These meetings can't just be held at random. They should be planned to the extent that the subject to be discussed is prepared, the lime and place selected. The subject siiould, In so far as practical, follow the subject of the month. This meeting should be a definite activity in the development of the program of the month. Management should be enlisted here, As a Thought must be given to the vttectiot matter of fact the key policy must be de and placing of the publicity media. Posters veloped at the management level. Once that do not convey the message of the mootl management has defined the policy, it i* should be used sparingly. The same poster] important that each supervisor be asked to should be used at numerous places. Fot irsak* a policy declaration to his employee: many years we tried to obtain a selection in cue fif the programs we have helped develop, a supervisor made one of the most effective policy statements I have ever heard. His statement weu something like tills, "If an accident happens, none of us ain't gning of posters so there would be a variety of subjects covered. An executive in the ad vertising business pointed out that a message must be repeated no less than 32 times be fore the public begins to remember it. Divtrsilying the posters was defeating the pur PuMic Employee Section pose. We Mapped that practice and started using a multiple number of the same poster, vi the idea was presented to th* employee repeatedly Strange as it may seem, we started getting recognizable csults from the poster program, We suggest, ot course, that every success ful accident control program should have the proper organization to fit the needs oi the concern. Accident control committees, acci dent renew' beards and other essential groups must be organized and directed along planned program lines. The proper com mittee or inspection team should make periodic inspections of facilities and meth ods and report back to the accident control committee. The chain of responsibility should he established so suggestions and recommendations will receive prompt and understanding consideration, In every suc cessful accident control program the com mittee should be directed so they will im plement the plan of activities. Recognition and incentive awards should be included in any program. The awards should b< designed to fit the organization. tn some cases, the program may be exten sive; in another, it cut be relatively simple. Bear in mind that people want recognition usd will work diligently to get it. Build into your program an adequate svstem of awards and recognitions. Programs will vary greatly to meet the needs of the personnel and to control the hazards. Build your program around your people and not around your exposures. Provide an effective program that includes all of the people in your or ganization and they will uke care of the hazard controls. .$iurfain--This often seems to be the rsKwt difficult part of the job of controlling acci dent causes. Perhaps this is because the accident control program was not well planned to begin with. The sustaining pro gram must also be planned and projected. What activities will be conducted at various stages along the way? What material will be provided to cover the various subjects included in the program. Let me refer to a very successful program, producing results in the reduction oi motor vehicle accidents, employee injury accidents, public liability accidents and the control of fire causes. In addition to the control of accident causes, tills program has helped improve the general level of supervision. bach month every manager and super visor is provided intructions and informa tion relating to the planned accident control program. All members pf management ate given a bulletin dealing with the aspect* oi accident control of primary interest to them These bulletins have the simple purpose of maintaining active interest among manage ment personoeL It is essential that management he kept informed and interested. Supervisor* are also provided a bulletin dealing with subjects of principal interest to middle man agement. The purpose of the supervisor * guide is to inform each supervisor ami interest him in his responsibility tor the control of accident cause*. Each supervisor t* provided with the essential stand-up talk* so he can p?c*ent an interesting weekly meeting to his crew. The stand-up discussions accomplish three objec tives simultaneously: (1) They are instruc tion in one phase of accident control for tli* supervisor, (2) They ate the prepared stand-up discussions that he can read or use as reference for his weekly stand-up meeting, and (3) They are reference mate rial that the supervisor files ui a note book provided for that purpose. We frequently find that a previous talk is needed to cope with a particular situation, so the reference feature pays off. A news letter i* provided for each em ployee- The off the job features are covered in this letter. The family of the employee learns what is going on and feels that they are a part of the program. This results in better employee relations and, hence, a better accident record. Other materials are sup plied to develop Ihe program subject of the month. Emphasis is placed on correcting the conditions that create the subject of the month. Even the instruction programs stress the elimination, or control, of the particular accident cause. The subject of the month pays off be cause it permits concentration of effort; it incuses attention on one thing at a time. Of course, when the subject changes, the interest changes. But what has been accom plished in one month carries over into the following month. There arc many other activities conducted in the successful pro gram. I might mention one. Creating stand ards of safe working practices is a difficult and time consuming job; but once this has tiern accomplished, the training program be- 39 1962 ,\ttlt0>ui! Stiffly Cvnorfti much m*<rc die trie mnl aickIciuh are *rr;.tlr i educed. !n conclusion, let me restate the four 1'JSic elements of any successful program. Wuients mu't be nnalyzed. Once the basic fact* are determined, the type and scope at the accident control program can be created. S plan of action can he developed that will l*e effective i`>r the people and the liaiards iniuhed- When the plan has been created, it can be put into effect and earned out This is the performance phase. If the pro gram is planned and projected for a year <if more, materials and activities can be provided to sustain the program. We can readil> -ce how the four words describe an t iTmive accident control program. In short, pl.trulwr sour program! TRAINING YOUR EYES FOR EXPERT DRIVING By W P. HEADLEY Asst. Safety Mgr., Ohio Fuel Gas Co.. Columbus. Ohio Thi. pre-eiimttr.n i* taken from the In-truetor'* Manual m the 'Driver Improve ment Cotirie" ued in nur cr.mpanv - Our management has approved "The Driver Improvement Course" and I am sure all oi >ou must loiow that Mr. Blank approves our meeting with you and bringing you these new ideas in driving skills. B. New , . . I would like to take a little time so we can all get acquainted 1, Ask members of group to introduce themselves briefly, by stating: a. Their name. b Tears with the Ohio Fuel Ohs Com pany. c Department in which they work. 2. Ask members of the group to fill out their name cards. . . . There may be observers . meeting with this group. . , There may be sonic employees from other departments , , meeting with this group. C. Explanation of courser I would tike to read to you a portion oi the foreword m the Columbia System Drivers' Manual. CJuoting the president, Mr. George S. Young: "You have been entrusted with the care and safe operation of a company vehicle. The vehicle is valuable . . . ami so are you. Your welfare and that of your family and the company are dependent on your safe driving." "f tur lughwav* and Mrert*- irowrjcd * hev are today with increasing miml-er .' vehicle* driven by driver* both good and bad, are a challenge to you. If you meet this challenge with foreright, caution and courtesy, everyone benefit* , . . <hj, your family, the company and jour neighbors on the highway." ! believe this sums up very we!! . _ . why we should try and improve our driving. And l am sure we will all agree . . that we can stand some improvement. fn the L'ihtcd Stale* uc have 87,000,000 licensed drivers. (This is the latest count from the National Safety Council) These 87,000.000 drivers this past year ac* counted for 10,400,000 accidents, involving aiiout 18.500,000 drivers, so you cun see that many are more than one-car collisions, Out of the 10,400,000 accidentsthis past year. JS^CO people lost their lives and 1,400,- 000 people were injured. These are just the Injuries Wvond the day of the accident. 'This docs not include the people that were re leased the same day of the accidents. These accidents cost $6,300,000,00 ... so you can ee that accidents do cost a lot of money. Here In Ohio this past year, we had 141, 000 accident* and 1,674 people lost their lives, while 80,000 were injured. Can we here in Ohio be proud of these figures * Many times 1 think we read, or hear, these figures and think it always happens to the other person. Did you ever stop and think these people were just like you and me. They left thdr jobs or homes certainly feeling 4h Public Emfiioytt Srcuon they would return sale. Out someone made extents . . . (his, unfortunately, they will ,i mistake and they didn't make it back. not do. These 87,000,000 drivers can be divided mto three classifications, from statistic* and You must know Jnw to iff and what to tor. figures taken from Inc National Safety I have here with me, a copy oi the motor Council. vehicle laws of Ohio. 1 could spend two or Five per cent are classed as liabitual of three weeks on this book alone, but the idea fender* or accident repeater* . . and they of this course isn't to study the taws of account for 15 per cent of these 10,400,000 Ohio , . - although, you should know a* accidents. many of the law's as possible. Tnree per cent of our drivers are classed Again, I would like to repeat, just because f as expert drivers, l think you will find most the law says you have the right-of-way at 1 of these are working for some of our large a given intersection doesn't mean if a car is , trucking companies or bus companies and. running a red light that it's all neht for you M course, they have no accidents. n go through and get hit. ; the other 62 per cent are cl***ed a* aver Remember, "you can be dead right." Thi* ', age drivers, like jou and me and the :eHow- is where defensive driving comes into the across the street, and we are accounting for picture. the other 85 per cent of these accidents. You can *ee our biggest problem is with the average drivers. Reading again from the Columbia System Manual: A defensive driver is one who makes allowances for the Sack of skill and This course is not to teach you how to knowledge on the part of the other fellow. j j I driver a company vehicle, or your own per sona! car. We are sure that all of you know the fundamentals of driving. This presentation explains the seeing meth ods used by expert drivers, to avoid being He concedes his right-of-way and make* ther concessions to avoid collisions. He i< direful to commit no driving error* himself, ind is defensively alert to avoid the acci dent traps and hatards created bv weather j | the cause of accidents, or being trapped by raids, pedestrians and other drivers. other people's error*. We know that defensive driving is worth j | j X Driving a car or truck c.in be divided into three distinct skills. L "How to Handle the Car." while becaue in studying many of our acidents. few are due to mechanical failure. Most are due to human failure. j This involves tne hands-and-feet manipula If we drive defensively at all times, we I tion of the centre.., steering, braking and will not be caught al the lnt instant mak j t j I [ so nn As a driver, you must first become the unquestioned master of the machine--be able to make it go or stop, speed up or slow down, turn right or left, or back-up without conscious effort This i< the how part nt driving. It re ing a futile attempt to avoid any accident-- we will be ever on die alert for situation* that might result in accidents. Alertness involves the defense of looking ahead far enough to recojpiire hazardous combinations of streets, vehicles and pedes j quires coordination as writ at understanding trians and thus avoid running into the nuddte oi the arrangements, function and purpose ot any impending accident situation. Once of the controls. "in the middle." it * usually too late tn get More can be found on the "How oi Driv out of it safely. ing1' in the Columbia System Drivers' Man Observance of courtesy, proper speed and ual. .cud ethics, m tact every form of good 2, "What to Do . . . Rules of the Road." driving, must be strictly adhered to by every The sttond area of knowledge and skill employee driving a company vehicle at all concerns the rule* of the road--wliat you times. j may or may not do legally. The rules also As l mentioned before in this course, we give an idea as to what the other fellow are not attempting to teach you how to drive ! may do. a vehicle. But it is our intention to try to However, too many drivers rdy upon the acquaint >nt with these expert seeing rules of the road to protect them from ac- methods. 41 /VO? S riffi'Hii/ t onqrifs Proper timing oi vehicle movements is an ' i^rntul part of expert driving. In order to achieve proper timing, you must understand and practice correct ''seeing methods." Since they alone can help you avoid the conflicts which are a part of the normal traffic en vironment. Until a driver knows what to look for, and how to read the traffic patterns, he can't know when to nuke his moves. You can develop good seeing habits, with reasonable effort by teaming and practicing <he seeing methods used by experts. Once developed, these correct habits of seeing are followed unconsciously, with the result that driving performance is continently better. Expert seeing habits may be of little help *i tour eves are nr*t m S"cl pln<ical con dition. Be sure your eyes operate at top efficiency. Have them profe*ion.-iHv rheckedl.cam their limitations. .Vow, how are accident* really caused? f.et'* take a close look at this. What are the real cause* of accidents? Well, first of all, our purpose in driving ,t motor vehicle is to make it blend into the t rathe pattern. The traffic pattern is a series <>t parallel lines, just like railroad tracks t<r street car track*. We have vehicles moving in opposite di rections ... on opposite sides of the street. K<>r the most part, people move along on opposite sides of the street at a common "peed. When this takes place, we are blend ing. But, then, somebody wants to do some thing different; somebody wants to speed up '.-r slow down; somebody wants to change lanes, stop, turn, park or unpark. This sets up a dangerous conflict to the elements of imooth flowing traffic . . and the conflict is what causes the accident. Remember, there has to be a conflict, or there can't be an accident Now, let's visualise two vehicles, moving ilong in the same lane. But there is a dif ferential in speed. One vehicle is going 2$ miles per hour, and one's coming up at 33 mites per hour. We here have an obvious conflict of speed We have a 10 miles an hour differential. This is a speed conflict that can cause an accident unless someone adjusts. Now, this happens to be a zone in which this man can legally* go on in his way. He ts driving way under the limit, so he looks up ahead and sees an open space. He look.* in hi* mirror and he secs anuthcr open space . . . and he commits himself to go. Just about the time he gets out mfn the next lane, along comes another fellow who was already in his physical Mind spot when he looked into the mirror. By the time he cranks that wheel, Uu* fellow is right up there and they have their accident 1 The accident was caused by a conflict in direction. Hus diagonal movement set up i blockade in front of the other fellow . , and with other vehicles coming m this di rection, this man couldn't swerve and he couldn't stopi. So the policeman comes out on the seme . . , and says to this fellow, "Why did you pull oat in front of the idJow ?" He says. "Officer . . f didn't ee liim." "Why didn't you look ?~ He *av*. "Officer, E did look.. I looked and saw the space. I looked in the mirror I saw nothing, 'Ob viously, he was in my blind spot" The officer turned to the other fellow and says, "How about you? Didn't you see thi* guy moving in fast on this fellow? Didn't you know that he had to do something if he wasn't slowing down? You mini have .issutried he had to come out" The fellow says, "Sure I saw the guy ' , , . "Why didn't you do something about it ?" "You fellows in enforcement have been telling me for yean that if I fad the nghf attitude toward my fellow man and 1 beep myself and my vehicle in good comStjon. and 1 obey the traffic laws, that the ocher fellow will do likewise. What this sum did to me was absolutely illegal !"D collect on this deal- He had no richt to pull out in front of me." *t is important to avoid conflicts. Conflict* lead to accidents. A few basic points related to accidents should be examined before specific seeing methods are considered. The first point: Most accidents involve "good" drivers. That is, drivers who think they are good, but who still manage to have that once-in-a-lifetime serious, or fatal, ac cident. In a sttidv of fatal accidents, the records of the driver* concerned verified this by -42 Publtc Employer Section tt,tahng that: 7 of 10 had no serious viola tions . , S of 10 had no record of pre vious accidents . . 4 of 3 were obeying vjKcd laws. The second point: in most accidents every body makes mistakes. In multiple car collisions the drivers usually did not set the dangerous situation coming up, or depended on others to recog nize and avoid it. To recognize and identify danger signs, it is necessary first to see them- And to do this in tune to avoid a collision, a driver must develop the habit of constantly teeing the details that count. Drivers must be taught haw and what to we. This will enable them to dispose of each potential conflict before it becomes critical and involves them in an accident It is assumed in this presentation that mas tery of manipulative skills and a satisfactory knowledge of the rules of the road have hcen attained. A third point is . . . that over id per cent yf all accidents occur under conditions which we would consider "safe" in clear, dry weather, on straight roads, ui moderate :rame. The most logical explanation for the ma jority of these accidents is that the drivers concerned did not use expert seeing methods. As a result, their inadequate perception led them to make wrong decisions at critical "i-xcncrts. In checking the accidents in Ohio Fuel, these same figures are true. Also, 80 per cent of the accidents occur at speeds below .10 mph., so it isn't speed that causes the accidents. ,\a example of a type of accident fre quently occurring under good driving con ditions is at an intersection, where one ear drives into another. The police officer quizzes both drivers after the accident. He asks one driver why he pulled out in front of the other car. Usually he is told, "I looked, but I didn't see him coming." The other driver, when questioned, will generally admit to the officer that he saw the car in a position to cause a conflict, "But didn't think the other guy would do i dumb thing like that" Neither of the drivers did anything that was against the law--except to have me ac cident. To under-land how correct *eems halms prevent accidents, it is necessary tut the driver to first understand something .i)-*it the e>e and how it works. For example . . . the eye itself does iv.i jee. it's the instrument of seeing. It detect* images which are interpreted by the brain So it's really the mind that sees. Also, the expert driver develops a few selective seeing habits that permit him t* concentrate on important details He shuts out non-essential fart* of the irathe scene. When you are alert your attention shiftautomatically, at least every two seconds, as ynu drive. To make the two-second eye shut habitual, under all conditions, it must be repeatedly practiced, When you allow your eyes to hold on i-oroething' that particularly attracts your at tention. a dangerou? fixed stare results. There is also the blank stare which t* fieri more dangerous, since the mind is not interpreting the images sent to it by the eye. This is most apt to occur when >ou are preoccupied or inattentive. Most of u* trust our eyes. [Seeing is be lieving. we say. But this is blind faith, if we have not developed correct seeing habits. We're trusting a mechanism, our eyesight, that has not been properly trained for driv ing. The eye is like a fast camera, flashing 30 to 40 new pictures to the brain every second. The eye uses two different kinds of de tecting equipment. One is fringe or periph eral usion. Fringe vision is iuzzy. out-of-focus, but it does many jobs. It picks up objects, light* and movements in the upper, lower and side range of vision. It is, in effect, a scanning artist that helps you select the objects upon which to focus. This focus is handled by the^ other de tecting equipment, a narrow, 3* cone of clear vision, your sharp central sight You might be interested to know that, at 50 feet, this 3* cone gives you dear vision of 2feet in diameter, which isn't very large. 4J i.wi v.i/Vfy C ngre,r U vlwxiki b* understood that dnving inSts three basic operations: perception, dc- and action. "Pie fringe and central vision illustrationx rip to explain the perceptive (unction of the *> Whether or not the picture earned to tr>* mind has meaning lor i particular driver .*, another matter, one related to experience ,-:i judgment Fue expert driver, then, knows what to kwk (or, bow to insure seeing it, how to comprehend itt significance, and how to be ut a position that will give him time to take snv sate action required Your (tinge vision could be termed "de tection vision" while your central vision serves as "identification virion." The ability of fringe vision to pick out details decreases as the driving speed in creases. You must understand these impor tant physical limitations and key functions '4 the e>cs in order to use them expertly. For example, why u it that you are more comfortable driving at night, since the en gineers came along and put an extra white line along the edge of the road ? People } it's one of the bat things they ever did. You say you see the edge of the road Letter. Actually, you don't look at the edge it the road all the time. But this makes you feci more comfortable because you cm iift your eyes and look way down the road Fringe viwin disappears entirely when you look at one object in sharp detail, or when vour vision is strained Here's as example of the effect of re lured fringe vision that may have happened to you: Say you are sitting at the dinner table, hungry as the proverbial bear. Finally that -.tilling steak was placed before you. Convcri-ation abruptly terminated as the tempt ing aroma drove non-eating topics from jour mind Your first new thought was for the val* shaker. Your ey es picked out the shaker and fixed on if. Your hand and arm made a coordi nate! stab for it--that hit the mark exactly I Hut. your fingers knocked over the cream pitcher, which happened to be m the line of fire. Here is a case of fringe vision momen tarily ineffective. Physical condition o( the e>es i* o vital importance! fi>* examinations may not be required b\ law in all states, but the taw of survival is universal and convinces the smart driver to lave his eyes cheeked by the most competent -pectaltst he can locate. Here are some of the specific tunctions of vision which should be checked: Visual .icuity, side vision, depth perception, dark adaptation, night vision, visual field The driver's observations and responses are limited by the physical ability of his eyes in providing him all the neccsary informa tion, speedily, and distinctly. Xow suppose we know the condition of our eyes and we understand the function of the eyes. Let's talk about the factors tfiat have been classed as distractions. Although not a (unction oi the eyes, the common distractions affect ait drivers by re ducing their seeing efficiency. The expert's driving performance is not lowered danger ously but the untrained driver's faulty seeing habits are aggravated, often to the danger point. In a moving automobile the driver has no lime to study every detail along his in tended path. The expert builds selective see ing habits that permit him to pay attention to events which may affect him. Once these habits are acquired, a driver has strong re sistance to the distracting influence of de tails or events which interfere with correctly observing and reacting to the traffic scene. Mine out of ten motorists show l<y their actions in traffic that they do not use their eye* correctly in driving. The average driver, who has seeing habits which would get him a score of just over SO on the seeing habits test; is obviously more likely to have a nearmiss or an accident, as a result of the com mon distractions, than is the expert, whose score of over $ Indicates that his habits will protect him freen the effect of the common distractions. Thus, one significant difference between the average drivcT and the expert* is that the latter's performance is so good that the common distractions or other adverse con ditions do not tower his performance level into the danger area, at they do with the less skillful driver. H 1`ubtie /:pioyee Section Ptrhaps one reason why so many acciilen< happen under "cut" driving conditions is that this is the time when the average driver is most apt io be trapped by a dis traction. The high incidence oi erioux single-ear ,-incidents is proof that many individual drivers make serious driving errors that could be avoided by the use oi expert teeing methods. We have five distraction categories that influence the driver's performance. The most common distraction t* our own route prob lem*. Everybody has a different destination, a different turn on point, Anv driver looking tor a road sign or an address or bothered by any simitar detraction, would cr.use him to crowd or block other traffic The second is ihe mental distraction--the emotional factors, hurry, worry, tear, anger, ;,nd JO on. It has been proven that if a guy has a tight with his wiie. he has 10 chances more oi having an accident than if the fight had not occurred. In other words, any inter ference with mental concentration on driv ing, such* as might be caused by business 'lorries, irritation with other people, bore dom, or the hurry habit will help to lower i.-jtir driving performance. Another distraction category is inside the vehicle. Concentrating on a bee, or picking she wrong time to light a cigarette, or check the instrument panel or talk with a pas-ctitjer eon he fatal. lecttery can be a distraction. Staring at .in accident, a snow-covered mountain or a *hop window, in tact. an> tiling along the read that arou<es curiosity and holds the eyes cuts down performance. Another category- is unfamiliar situations. Driving for the first time on an expressway, or a mountain tnul, are examples ot situa tions that are different and distracting. So, our five common distractions are: a. route problems, b, mental disturbances, c. scenery. d. inside the vehicle, and e. uni.-tmiliar situations. So, Set's nop calling these the causes of accident*. These not only influence the driver's performance but they influence the performance of any activity in the world, and they do have a tendency to lower your driving performance. You can avoid a basic cause ot driver errors if you understand the iris onshtp between central and fringe vision: If you fix your central wsion on the road or a vehicle. >ou cut down the effectiveness of lour fringe vision. This can lead to a blank stare. The expert avoids the fixed stare, because he habitually moves hi* eyes in a continuous scanning of the area critical to his path. Experts rarely permit themselves to stare; average drivers stare occasionally; poor drivers stare commemiv. The frequency is what counts. The more otten it's done, the greater the charters of conflict. Dispose of eje-holdmg temptations promptly. A fixed itarc begins when some thing holds the attention beyond two sec ond*. With a fixed stare and the wheels suit fuming, the driver heads blindly toward an other haaard. So. constant eye movement helps prevent both the fixed and the Plank stare, either of which may be the early stages of highway hypnosis. , At best the eve* are no more than ade quate to meet the demands imposed by to day's driving environment- The ben pos sible condition oi the eves is sought by the expert who periodically has hi* eyes checked by the most competent source lie eat* find. f.xpert seeing habits nttm Ine developed belure you can quality as an expert driver. They are vital to continuous safe driving, liccauje they permit . . Number 1. Attention io key details with central vision, with the assurance that fringe vision will pick up clues to potential con flict*. Number L Resistance to distractions. At a level well above the danger point Number J. Allowance for the time and space needed to adjust safely to each traffic ttluotioH. Mow here u the meat of our program! "The Five Seeing Steps!" 1, "Aim High in Steering" 2. "Get the Big Picture" S' ``Keep Your Eves Moving" 4. "Leave Yourself an Out" 5. "Make Sure They See You" 45 I9&t Xationat Safety Congress Hisvt, there u nothing in these words or these rules to shake >ou out of your seats. As a nutter of fact, after all the build-up you've heard, we come to the point now where you sit hack in your chair and say, "What in the world is o startling about this? I've been doing tlii* .ill ot my driv ing life time. This is the way 2 already drive" And ii this has been your reaction, then it's quite typical, and I'll make a few com parisons to show you why. Perhaps same of you bowl, or water ski, or maybe you have played ball m your day. Did you ever read a book on the subject before you started the activity * Chances are you didn't. One day you walked into a bowling alley, you found >ourself a bait that tit your hand, you threw it. Maybe >uu fell un vour nice and it went in the gutter. And by trial and error, you kept picking yuufveii up and changing your technique until you developed some method of throw ing the ball down the alley and accumulating a score. Through trial and error you learned. Isomc of you pu>sibly have < good average m bowling. I have a couple of books on bowling, writ ten by some of the best bowlers in the coun try, the fellows that pick up the hig money mi these T.V. shows on bowling. 9 could give you one of these books and yoil could rend it through, and when you were finished you w-outd probably cay, "Thai's absolutely right. That's the way ! Ikiwl." And yet. 1*11 bet your average hasn't changed much since you first started. You rnn howl tor years and yet your average may not go up very much. Why? Because you may be making the same mistakes you made when you started. Other wise, you would gradually improve your avenge. It's going to take a professional to stand by and make a study of every' move you make, a very cartful check of what you do. Whether in bowling, water skiing, or driv ing an automobile, or flying an airplane, it's the slight parsations that count. Sc, if you think that you've been doing these things when driving a vehicle. I must ay Amen to that If you weren't doing these things the great part of the Ume you drive, you would have an accident every time v ou go out In driving, it's these slight variations that count, and we have in this program the views of an expen driver. Harold Smith, who has come up with n formula for safe driving. The formula we speak of is the five string tltpx. \'ow let's take a look at these, one at a time. The remainder of this presentation is devoted to a study of the key points re lated to each of the five rules. Tin* frr<i role # aim high in steering. Correct steering requires u*e of the highaim steering formula. This calls for re peated glances well ahead at the center of the intended driving lane. The vehicle will then readily follow in the middle of this lth. The same rule applies when turning .1 corner, Did you ever try to teach your wit* or children how to drive r When the beginner first gets behind the wheel he is in nn awk ward position. Seated behind the wheel the driver is some seven feet behind llte front bumper, nine feet ahead of the rear bumper and 4 one-half feet from the right side of the ear. As a result the driver has a blind spot around the vehicle. The high aim method offsets this, for the driver steers where his eye* are aimed, well out ahead, in the middle of the desired path. For example you don't look at the end of your diocs when you walk. If you did, you would constantly lie humping into everything in vour path. The same goes tor a runner. He would look into space, the space which he expects hi* feet to occupy. Similarly, in throwing a ball, say to a catcher, the pitcher does not look at the hall, or his arm or the ground in between. He glance* at the mitt he intends to hit. Steering problems can be expected unless the seat is adjusted to permit sitting erect with the back well supported, and line of vision at least two inches above the steering wheeL (Jsc of high-aim steering at night is also essential. When no other cars are in the im mediate vicinity at night, check beyond your V* I'lthlw t.uipht vv v<itiinti own`headlight spray for dark shapes or out lines. Reduce speed until the position and relative speed of any fainity seen objects arc determined. With oncoming cars, check the lane posi tion and Stability while they are still a long distance away. When visibility is reduced then speed will automatically drop as the high aim if pulled flown. Low-aim steering is often the reason a driver has difficulty holding hi position in 'he center of his lane. Clue* to drivers u*wvg tow-aim *ieenn* if*; 1. Hugs left side of lane. (Because driver ss watching low along it* left edge.) 2, Veers too far left to avoid object on right. Concern for right-hand clearance ime* over-compenration, Swing* too wide in turns due io the -hape of the car and his position. The low..im driver has no view ef the right curb Mid he tends to turn out until he cut see it. 1. At night, apt to use upper beams when overtaking; confute* attention to the arm within the headlight spray. 5. Sits on edge of seat peering at road in front of bumper. Car hood cuts off vision i:nmediatelv in froot and he i# doing his l-e-t to offset tlii by craning. 6 Fail* to reduce speed under condition* .> f"xr visibility; is not in the habit of knowing well abend what might affect hi* driving. Rule U is to get tht big picture. This involves learning to see alt of the roadway eerie and to consider the objects immediately vhcad at only a small part of it Tlw eyes should sweep over the cen* for .i mil city block or for a half-mile on rural roads. The side* and rear should always tc included in tills scanning process. The 4iarp central vision is not permitted to fix mi anything for more than an instant- To help driver* get the big picture, a viewing formula has been developed which includes three basic procedures -- sweeping the eyes over the scene, proper spacing be tween vehicles, and the ground viewing habit. The first procedure, to twerp eyes over the u.w, halting only for an instant on any one '-viiject. results in the driver being able to: A, Observe problems lacing oilier drivers in time to avoid being forced into abrupt changes of speed and direction. B. Gel a better check at intersection* due to repeated glances. 0 Pick a safe time y look away from the road. The driver who doesn't sweep his eves over the scene, but who limits himself to one small piece of the traffic picture, U guilty of "small picture" viewing. The penalty for this poor seeing habit is practically certain to be a serious accident. The "smalt-picture" feeing habit * fre quently the result of either low-aim steering or following too closely. Whatever the cause, the result is a serious o-mriion of the driver's visual perception. Watching the big scene means swifter, cater, te*s fatiguing progress from place to place. Big-picture seeing methods provide a (Oiitive system which a*-ure* tfie driver of continuous observation of details that count. if a motor vehicle is to move, it must have space into which it can go. ff it is to move swiftly and safely, the driver must be able to continuously select the best steering path and learn to recognize and make allow ances for objects, conditions or situations which might affect progress along this path. Continuous application of the five steering teps gives the driver a yvtnn fur moving hi* vehicle swiftly and <ately C7m*/ to small-picture errors should be teamed, a* they are a tip-off to the incorrect .teeing habits that cause accident*, important cine* are: Close following i.i .tl:er vehicle*. Hard stop* or turns. Traffic delays due to poor positioning or timing of move*, Delayed response in reacting to signals from other drivers or in observing traffic situations. The second procedure in die big-picture viewing formula require* proper spacing be tween vehicle*. , The rule is to oilotv more than one ear length for each 10 miles per hour. This rule mu-t be observed in order to give other seeing rules a dance. As a result driver* a. are free to tee the' big picture because the scene ahead U not blocked-out by x 47 1962 Xaliorut! Safety Congress vehicle immediately in front on which at* fention must be concentrated: b. have time w making proper responses because space is provided In which to move safety while observing and adjusting speed or direction, and c. allow adequate braking distance that would be adequate even it there should be an emergency ahead. The third big-picture viewing procedure u to build ihe ground-viewing habit. Glancing at the ground beside the front wheel of other vehicles before overtaking to pass or before meeting oncoming cars is a .aluable habit Any right or left swing oc the wheels tells instantly that the vehicle is about 10 veer. At the same time, relate the position of the other vehicle to adjacent lived objects to aid in judging its speed. Most driver* believe they see effectively but often they wilt let eves remain fixed on the vehicle in front for much too tong a period. When forced by traffic conditions to be momentarily so near another vehicle it prevent* >iu trom seeing the big picture. Be ready with the brakes until it is pos sible to drop back to normal spacing. A driver who follows closely on heels of an* other vehicle m dense traffic gains less than the fellow who is spaced properly. In passing, it is important to puli out into passing lane while still well bade of the uther vehicle. This gives a safe space to huifd up passing speed, and both time and *pace tn put] back into driving lane if on* coming traffic requires it Resist the impulse to make a blind swerve out of the lane your car is following. A driver must try to determine three things about the other vehicle: (1) iu speed; i) its present position, and (3) its pre dicted trillion. Rule 111 is to keep yaw eyes moving. Several key points must be observed: rirst, build the habit of shifting the eyes .very two seconds. Keep glancing near, and then tar, and to each side. Wide*ranging eye movements are needed to help offset the re duced efficiency of fringe vision as speed rises. Constant eye movement prcveits the loss of fringe vision, which occurs when the central vision fixes on an object. ftvouJ, keeping your eyes moving calls tor you to dispose of tyr-halding problems quick? by adjusting speed, changing lanes or signaling, or all three if needed. Dispose 't the problem promptly. Don't `'romance'* a potential hazard. A 'cal one may exist elsewhere in vour path. At night, don't stare t< continuously into vour vehicle's headlight pattern. Constantly cheek the dark area ahead of the tight spray tn the driving path for lights or outlines of objects. W hen the eyes su> longer than 2 seconds on a particular point in the traffic picture thev take on a vision robbing fixed stare. Make frequent eye shifts a conscious process until it becomes a permanent habit. Clue* to fixed-tare driving errors: The driver .,. 1. Is slow to dispose of eye-holding s problems. 2. Ha* weak habit* in checking ide* of the driving |Kith. Easiest clue to note is driver's failure to check /*-// and right before starting up from the stoplight or parking spot. 3. Fails to check rear before leaving curb (use ovcr-the-shoulder and mirror) and to check rear view mirror at least every five seconds with traffic ahead or behind. 4. Drives with side or rear-view window* 1i>gged, dirty or otherwise obscured, or with skie-mirror broken, dirty or missing. The habit of disposing of eye-holding problems promptly lias these good results: A. It forces adjustment of speed to tinbiiity along driving path. B. It prevents owe-concentration on one pert of the scene while moving blindly into an accident-producing situation. C. Prevents the over-relaxing that invites sleep or highway hypnosis, and provides the slight tension necessary to clear vision. Be certain to know the physical limitations of your eyes when driving long distances. Make a short rest stop every hour after the first two hours on the road. In addition to constant eye shifts, change *at position, vary pace, talk or sing, chew gum or bake any action that aids in keeping alert. Third, keeping your eyes moving permits a Check of mirrors a! feast every five seconds. The instant a conflict is indicated ahead, double-check the ftar for clearance before applying brakes or changing lanes. 4 S`nblic Employee Section Tlie habit of frequently checking the rearnew mirrors pays off because the driver: A, is ou-orr of Other vehicles and can lodge relative speed and position of traffic behind htm more efficiently. K, HTs clearance to brake or swerve can he more quickly determined C He knows when to signal drivers be hind in order to alert them. Rule IV requires you to continuously leave yourself on out There are three major guideposts >eu use to accomplish this: first, strive tor a space-cushion: A. Maneuver i'or better `pacing by roovmg forward or dropping hack. 0 Pick lane fwhen choice of lanes is legal) with the best view oi traffic and which offers the least chance of conflict from the ifr*nt. rear or side*. C M1ow extra space ahead. Keeping an out is an operational habit of expert drivers who, tike professional pilots or ships' officers, always follow procedures which will prevent douhtiul situation* from tiecoming emergency situations. The> adjust their pace and time their movements to lake advantage of moments ivhen the traffic situation is in their favor. In the rare, unavoidable case, when only *pht-seeond action will avoid a crash, they have an escape course already in mind and do not waste critical moments in deciding m ihe best possible response Since a vehicle moves about 15 feet per second for each 10 miles of speed, it is not difficult to compute the physical reason why more than a car space ahead is recommended for each ten mile* of speed. Keeping space ahead will not delay a driver in heavy traffic Drivers who bumperchase do not watch tar ahead, and usually make poorer time with greater chance of having a collision. f). Allow extra space ahead when: "baxed-in" with tv swening space on either side. on slippery or irregular road surface, siew of the path ahead is obscured, vehicle is close behind "driving blind." \ driver usuaitv ha* the best control over the space ahead and the expert takes full advantage of this in developing his extra margin of safety. The second principle in leasing yourself an one i) to ad/usi speeti to visibilities ` A. Reduce speed when rounding curves, topping hilt* and when darkne** or other hazard* lower your visibility, B At blind or unmarked intersections, when no other vehicle is running interfer ence for you, speed must be appropriate to visibility and foot moved to brake pedal. The expert driver lets other ears provide him a cushion bv running interference for ium in violations where *uch a procedure i* advantageous. Fur example, driving in the neht lane next to a ms* ot parked cars it less hazardous if another \ chicle is preceding you. for it will alert any driver intent on pulling out of a parking space or stepping out of his car Before entering a vehicle to drive away, check area immediately tn front and in back. Move out at a crawl >f view it limited along intended path. Check both sides when back ing. And third, leave yourself an out t doubtsul situations by reducing speed and touching brakes. Children, cyclists, animals and absentminded pedestrians are common causes of doubtful situations for the alert driver. Develop the habit of moving the foot to the brake pedal whenever the situation calls for letting up fully on the accelerator. Other examples of doubtful situations; A, Traffic light is "*tnlc green." ready to change, be ready to stop the instant the ;>ellow show*. R Driving path come* near any fixed hazards. C Passing near parked car with driver at the wheel who could pull suddenly into the traffic lane. D- When oncoming vehicle may turn left in front of vour vehicle. E. A side-road driver approaches too fast at intersection. At 60 m.p.h,, you are driving one second ahead of your front bumper. Say you drop back six car lengths, your time goes from one second to between 5 and 8 seconds. They *ay that there is safety tn numbers. This might have been true back tn the pioneer day* . . . when they were fighting hand to hand and striving for protection . . . 49 1902 .Sjiwtuii Gaiety ( 1 but in driving a vehicle . . . that tust doesn't stand to reason. You can t get along without space, and the more the better, You have heard of over-driving your headlights. Well, let** think of our c' :s a* we <io headlights People over-drive their eves at speeds above 40 or 45 m p.h l flings pile up faster than >our eye* ate physiealtv capable of picking up, Vim just can't see that fajt. So, to sun it all up, the more space sou have, the better chance you have of avoiding in accident Rule number ' make -ure Uic\ -<e sou." Thi* is *ur communication rule. This is the hardest ore to **11. People *oy, "1 don't like to ue my hom. When 1 do, f-eople beat their gums, and they r-**nt it, and Ms' hla 1 bla !** 1 suppose sou would rather see blood .plashed all ovet the from end of your car. That wouldn't `hake vu up nearly *o much as when someone gripes when you sound the hom. it really isn't quite that bad, but it is almost that ridiculous, Some people say they would rather use the brakes instead of the bom, but out in front of the car your brakes have no means of communication. i am sure the automobile companies would welcome the reduction in expense if they didn't have to install horns on vehicles. At St-00 a hom, 1,000,000 cars would save them $1.000,00000. The state law on horns reads as follows``Every' motor vehicle or trackless trolley when operated upon a highway slialt be 'pupped with a hom which i in goal work* mg order . . and capable of emitting sound audible under normal conditions from a dis tance of not less than 200 feet." Rule V states, make sure they sec yott This means that you must be certain am pedestrians or other drivers who might cause a conflict have seen your vehicle. Proper communication with them is essential to -ife driving. The expert signals others nf his inten tions early white he still has time . , . and space in which to avoid them if they do not respond. When someone does create a conflict it is generally because he either did not antici pate it or vrvs counting on the other person to avoid it Do not depend upon your own or other fellow's observance of the traffic taws for protection, Pedestrians, particularly those who arc involved ui accidents, are frequently rmt licensed drivers and blindly assume that all driver* can sec them l"lc average driver frequently makes the error of assuming that pedestrians, who ocatpy a critical position m hit intended path. <ce him coming, can judge his speed and will take action to keep out of hj way. The expert '--ke* sure ihe pedestrian ** clear of his path There are three situations m which other drivers or pedestrians arc most apt to be*' ctiftie a hazard to you. 1, They are inthe path ahead and could cause a conflict. A. Signal immediately, ii they do not rec ognize your right-of-way. B, Signal with a tap on the hom. or a dick of the light*, or both C Make certain they stabilize in response to the signal, 2. Drivers who might cause a conflict from their position in the rear of your vehicle! A. If a sudden slowdown is unavoidable warn the driver m back immediately; B. Even In a routine stop, get your brake light on early to warn the drivers behind you. C. In preparing to turn, get in the proper lane early. Signal welt ahead of maneuver J, A conflict is always possible when meeting or passing another vehicle. A. Check the big picture Is there any thing which might cause the driver to change WiH? , B, Signal before passing if there is the `lightest doubt that the driver may not hold a steady position. C Once he's stabilized^ get your eyes up in center of lane ahead and pass briskly, The common conflicts occurring in the daytime are most often one of the fallowing type*: 1. Slow down or stop, and being bit from tlte rear, i > , 1 [ j. i f ^ , ^ f PtiWiV np/oyec Ver/ion 2. Start up and being struck from the tde or rear. i Crowding or blocking other vehicles vhen changing lanes The common conflicts at night that result m accidents are usually: 1, Striking an object in the forward path. 2. Swerving from the driving path into the other lane or off the road. Here's the acid tew of an expert driver: "Drives five to ten years without needing a ttreskid or a violent swerve to escape an \rcident.*1 The expert* do t- You can too* By learning and practicing this "Stem of < xprt seeing you can acquire the `kills nccc-viry to pas* the acid test. Accompanying thee skills must be a thor ough understanding of sour physical limita tions, of the rules of the road and of the control of the venicic Finally, the determination to drive as well a* possible is mandatory, if vnur skill, under standing and experience are o make sou an expert driver. Die art of expert seeing can f*r summed up in the five seeing steps. L'*c them as the framework on which your expert *ceing habits are built. This program, we feel, will help to prevent accidents in Ohio Fuel and also in sour own personal cars. -Xnd lt. we want vou io have this pre*ure sensitive sucker to place tn >our com pany car and use as a reminder that when you faithfully practice the five step* yen* are indy an expert driver 51 OFFICERS OF THE CONSTRUCTION SECTION NATIONAL SAFETY COUNCIL 1962-63 Central Chairman--*Roe*t A. Wendell. Chief, Safety Branch, U- S- Army Engineer DivUton, South Atlantic, Atlanta, Georgia Vu-e-Generai Chairman--*+FRUueicK H. Dri*., Mgr- Accident & Fire Prevention Dept., National Association of Mutual Ca-unlty Companies, Chicago 0, Illinois General <eeretarv--Rtmiar 1, M A*M \y. Safetv Engineer, Masxman Construction Co. Kans** Ctt>, Mo .itnrlani General Secretary--rartu A. Hornsby, Jr., Product Line Manager, Mine Safely Appliance* < Pittsburgh, Pa. fhvtrinn*--But(ding--QCHAns,K W. Borden, /a. (Chairman/, Director or Safety Engineer ing, Minneapolis. Minn,; Patrick Volfe {Engineering Vice-Chairman), Safety Director. John A. Volpc Constr, Co., Inc., Malden, Mass.; fjoHN D. Bonham \ Engineering First Vice-Chairman), Supervising Engineer, Joyce & Co., Chicago, III.; Wm. 0. Bvnx, Safety Director, Tidewater Construction Co., Norfolk, Va.; Harold F. four, II, Director, Education. Welfare ft Safety, International Hod Carriers & Common Laborers Union. Washington, D. C; W. R, Fitz, Insurance & Safety Manager, The Rust Engineering Co.. Pittsburgh, Pa.; Robert Hagofun, Assistant Manager, Aca* lent Prevention Department, Xew York, N. Y.; Warxfk C, Hargreaves, Personnel & Safety Director, Fruin-Colnon Contracting Co- St. Louis, Mo.; Rorlrt /. Ha*tnett. Engineering Superintendent, Continentai Casualty Co., Chicago, III.; Am. ton D, Mullexdore, Assistant Superintendent, Engineering Division, The American Insurance Group. Newark, X. J,; J. Georgs Romnson, Executive Secretary, Missouri Ready Mixed Concrete Association, Jefferson City, Mo.; Rickard E. Sckrocdu, Liability* Insurance Co, Wakefield. Mas*.; Donald B. Wiuwx, Professor of Industrial Engi neering. University of Florida, Gainesville, Fla, //rafy--*Ea*l W Wheelrs (Chairman), Safety Engineer, Department of Navy, Bureau oi Yards & Docks. Yards ft Docks Annex. Washington, D. C.; George E. Aao neering Vice-Chairman), Safety Engineer, United Engineers and Constructors Inc, Philadelphia, Pa.; tjosgra F. Huxtman (Engineering First Vice-Chairman), Field Construction Specialist, Employers Mutuals of Wausau, River Forest, I1L; Sam Boohcr, Safety Supervisor, Contracting Division, Dravo Corp, Neville Island, Pittsburgh. Pa.; Carlyle F, Bunn, Chief, Safety Branch, U. S. Army Engineer District, Kansas City, Kansas City, Mo.; C. M. Cahill, Safety Engineer, Massman Construction Co, Kansas City. Mo.; R. J, Dougherty, Director of Safety, Stearns-Roger Manufacturing Co., Denver. Colo.; Neil E. Games, Division Safety Engineer, U. S. Army Engineer Division. North Central, Chicago, III.; Eugene G Gunn, Chief, Safety Branch, L* S. Army Engineer Division, Missouri River, Omaha. Nebraska; Janes D. HoLTZAmx, Blaw-Knox Co, Pittsburgh, Pa.; Kenneth A. Hyde, Safety Director, C. F. Braun & Co_ Alhambra, Calif.; Clayton C Kilratrick, Safety Engineer, MacLcan-Grove Co., Inc., New York, N. Y.; T. J. Lasxowrkj, Project Safety Engineer, Oro Dam Constructors, Oroville, Calif,; Howard S, Latham, Bureau Safety Engineer, Bureau of Reclamation, Denver, Colo,; Eric L Peslxy, Pedley>Knowlex & Co San Francisco. Cali/,; William T, Roiiers, Safety Director, Kbasco Services Inc., New York, N. Y-; Arthur L Schmuhl, Mgr. Safety and Training Dept., The Associated Genera! Con tractors of America, irte.. Washington. D. C. U C Wakkfiflo. Chief, Safetv Branch. U S. Army Fi.gineer District. St. Paul. Minn.; Jerome t Williams Director of . Safety, Mormon-Knudscn Co., Inc-, Boise, Idaho Highway-- Elliott R. Martin (Chairman), Safety Director, Hendrickson Bros.. Inc.. Valley Stream. X. V.; P.ov D. Woodworth (Engineering Vice-Chairman), Supervisor, Construction Service, Libertv Mutual Insurance Co,, Boston, Mass.; vF*ed J Boles (Engineering First Vice-Chairman), Mgr.. Safety Engr. Dept., Marsh & McLennan, Inc., Clucago, Illinois; W. D. B '"Hi, Surety Director, D- W. Winkelman Ln. Inc., Syracuse, Xew York; Homer I Clark, Safety Gtficer, Department of Commerce. Bureau at Public Roads. Washington. D. Cl Wk, S. Dcr*!CK. Engineer. Georgia Stale Highway Dept., Atlanta. Ga.; Frank R. Dwyer, Supervisor. Standard Accident Insurance Co.. Detroit, Mich.; J D. Hoor.cs, Assistant Secretary. Associated General Contractor* of Iowa, D* Moines. Iowa; Arthur C Lose, Safety Engineer, Brown & Root. Inc. Htion, Tctan; Dean O. Lu.voahl, Mgr., Engineering Department, Standard Accident Insurance Co, Detroit, Michigan; Dale R- Medsker, Dale Medsker & Associates. Atlanta. Ca: Robert O. XimmO. Safetv Coordinator, Peter Kiewit Sons' Company, Omaha. Nebraska: Roy H. Olson, Salety Engineering Consultant. Michigan Mutual Liability Co-. Laaing. Mich.; Ammon ?owvir. Partner, Pickett & Schreur, \llegan. Michigan Home Building--hm* J, Riley tChairman), Labor Director, National Asoc. of Home Builders, Washington, D C.; +Roert L. Moore (Engineering Vice-Chairman), Supt. if Engineers, Lumbermen' Mutual Casually Co., Chicago. Ill,; Louis J. Such, Safety Director. Dale Betlamah Home?, Alburquerque. X. M.; Herbert R. Westllwd, Chief Safety Engineer. Argonaut Underwriters Inc., Menlo Park, Calif. Specialty--T. S. McKoskv (Chairman), Supervisor of Erection Safety, Bethlehem Steel Co, Bethlehem, Pa ; Fife, Jr. (Engineering Vice-Chairman), Safety Engineer. Koppers Co., Ine- EngT. St Constr. Division, Pittsburgh. Pa,; FMartin F. Mulhall (Engineering First Vice-Chairman), Manager. Safety Engineering Dept., Fred S James & Company. Chicago, lit.; J. Rolaxd Cajw, Editor, Engineering News-Record, Chicago, ill.; H- Earl Fulljuive. Chairman. Board of Governor*. Building Trades Employers* Assn : Xew York. X. V.; Charlie J Hart, Research Engineer, National Electrical Contractor* A?mi_ Inc- Washington, D. C ; Frank T. House, Sales Pro motion Manager. Bucynis-Krie Co., South Milwaukee, Wis.; E. F. Jove*. Manager, Erection Labor ft Safety. Ownbustion Engineering Ine.. Windsor, Conn.; J. 1 Kelley, Safely Supervisor, M. W. Kellog Co- Xew York, X. Y.; Wardik \V. Kivu, Chief. Safety Branch. U. S. Army Engineer Division, North Pacific, Portland, Oregon; Carl C. Laverv, Safety Engineer, Houir*n Contracting Co., K'.ti-i'Hi, Texas; Henry T Pmre, Editor, Consmidion Method* ft Equipment, Xew \ orfc, X. 1 , DEAN W. Warp, John F. Beasley Construction Co.. Dlla., Texas; Victim* E. NV hitihousk. Director of Safely, International Brotherliood of Electrical Workers, \\ asliington, D C; Everett Witzei- Eastern District Mgr., E. D. Bullard Co- Westport, Connecti cut Protects Coordinator--Rudolph J. Behley, Supervising Construction Engineer. Travelers Insurance Co- Hartford, Conn. Program Committee--HANtEL W, Lxnahan (Chairman), Project Engineer, Liberty Mutual Insurance Company, Atlanta, Ga.; Charles W. Boin, Jr.; Earjl W. Wheeler; Elliot R, Martin; T. & McKosky; Johx .1. Riley Membership Committee--*Gene Wassrxsiax /OtairwianJ, Manager, Cost. Dept- Wexler Construction Co., Ine.. Xew ton Highlands, Mass.; Charles W, Borden, Jr.; Ears. W, Wheeler; Elliot R. Martin; John J. Riley ; T. S, McKosky S3 Nmilfftcr hdUor--S sv S Ki.iti.\>, Cotwruatnn Snt>(\ Management, Dalla?, Texa* Health Committee--Da. N G. Los*. iCUuirmani, Mrdtcal Director, Lumbermen* Mutual Casualty Co.. Chicago. lit.; RichMtts G. U*air iftre-Chawntani, Vice-President, Sales, Medical Supply Co.. Rockford. III. H,-starch Commtltre~-l>x,\u> B. Wilcox (C/wirwiafiJ /Vvir Relations Committee--Huktoi P. Whartun (Chairman), General President. Inter* fMikmoi Lnmn uf Operating iuigmeers \\ a*hington, O. C. Twining CommHire--I-- H. BoRXOfT (Chairman), Safety Manager, Stone & Web-ter Engineering Corp^ Boston. Mass. I intal ,-tidr Committei'--Fub M- Livtsr.STOX (Chairman), Safety Ihrector. Turner Con* Mruction Company, New York, N. Y. Shmderdt Commiitee--Frank M. Boocxo (Chairman), Safety Director, Perini Corporation, Framingham, Mass. Vfttial I'roieeit CoMMti/frr--John V, OBtiw (Chairman), Safety Director, Bechtel Corporation, San Francisco, Calif. Off- The-)oh Committee--Fa** S. Cameron fCAa>7jia>. Safety Consultant. Fibasc*> Service*, Inc.. New York, N. Y. Woninaling Committee--^flamer L. Moots (Chairman), Robert L. Jenkins, Chief. Safety Division. Office, Chief of Engineers, Department of the Army, Washingtoe, D. C.; William G. Hawkins, Safety Director, A. Tcichert & Sons, Ine., Sacramento. Calif,; Gcrard O. Gturns. Safely Director, Dravo Corp., Pittsburgh, Pa.; Otto S. Holmskog, Consultant, Wausau, WIj. ; <1eor.e P. O'Rourke, Sr., President, O'Rourke Construe* non Co., Dallas, Texas Honorary Lift Members--H. B. Alexander, President, H. B. Alexander St Son. Ine., Harrisburg, Pennsylvania; Samuel R. Bihop. c/o The Hearthtone. NorthfieId. M.waehusetts; Joseph ,1. vs, Hanford, Conn. Stag Representative--Ct.rME.vx J, LuErxt, National Safety Council, Chicago, Illinois Past Gtnerat c/wtniL*R-~ 1913-*21. Leo D. Woedtke; 192I*'2J, F. A. Davidson; 192J-*Z4. W. F. Ames; 1924--2/S. W- F. Austin; J926.*2R, F_ C Hardint.; !92S.'29, \V. R. Richaros: 1929**31, George Widua; 193t-'54, John Russel, Jr.; I9J4-'3S, Eikar N. <k>uj*TtXE; I9JS-'J9, W. A. Show; 19J9-*'41, R. I. Reiciluth; 1941**43, \V. A. Hazar*; 1943*'43, G. G. Cairns*; 194$-'47, Lloyd A. Blanchard; I94?-`4K, Fraxk f. Cranbaix; 1948-'49, Otto S. Holmskog; 1949*`50, J, A. Dt Luca; t930-'5l, Harry J, Kirk; 1931 '52, H. W. Richardson; 19S2.'K H. B. Alexander; 1954-'S5, G. P. O'Rourke; 1935-'57, R. L. Jexkixs; 1957*`59. W. G, Hawkins-, 1959-'6I, R. L. Moore Administrative Committee tTask Torce M officers of the PUBLIC EMPLOYEE SECTION NATIONAL SAFETY COUNCIL 1962-63 IM-M.n,/ t tuitnmn--tlswt- i **-' k. rtltt- ^ l* " ">' Ihem. i-an Iheuu. ! irrf VscfChoiniunt--tG***- s ki >**' Nieu ;*upervtur. Illinois Division ot High* sa'S Springfield. III. Second Vice-Chairman--dlnw E. K aH. Safety Director. Oiv mi San Antonio, San Antonio, Texa* Hurd Vice-Chairman--+1*jhn H Phillip-, District Entt'"mr. \ irginia Dept, ul Highways Lynchburg, Ya. fourth Vict'Chairmun--T \RTIK R Dhinvent. Satetx Super.isor Metro. Dade Count?, Miami. Fla, riflh I`iccChairnian--tKoem f. (itlfA Safety Director. .Sew Mexico Hishway De partment, Santa Fe, .S'. M. \ixth I'icr-CAdirTiteih--tHAROta A Winjon, Coordinator, Xew York City Safety program. Department of Personnel, New York. N". S'. s.vrr/ary--TTAtvtA H. D, Jones. Reg. Engineer. Highway-Safety k Bituminous-PavingConsultant, Graham, X. C. Cuiiirml/fr--Chdimu*; YRaith L. AUHUUFE, Personal Injiunes Supervisor. Illinois Division of Highways, Springfield, 111.; H- P- Goodin, Safety Director, City of Minneapolis. Minneapolis. Minn.; Clark j. Fischer. Safety Engineer, Milwaukee Commission. Milwaukee, Wis. 1`rottnun Commillrc--Clminmm+Stve Star, Safety Engineer, Dept, of Public Work*. 1.0* Angeles, Calif.; Gcnees F. Kuhns; Harol* A. Wtxsnx Lsgisinitte Committee--(,`Aainiiait: H. P. Gonotx, Safety Engineer, U. S. Department of Labor, Washington, D, C; Ralph W, Peoples, Industrial Safety Engineer, Safety Division, Dept., of Labor & Industries. Olympia. Wash.: Thomas H. Jay. Safctv Coordi/utor, County of San Bernardino, San Bernardino. Calif. P.miinecrma Committee--Chairman: Joseph F. Wickles*. SuperviKir of Safety, City ot Baltimore. Haltortorr. Md.; John Bi-vck, Chief Safety Engineer. Metro Dade County, Miami, Fla.; J. E. Joxr-*, Safety Director, Department of Public Worki, tlaton Kouge. l^miiana; James F. Lexza. Jr., Safety Director, Department of Water, Sewers, Cas & Electric, New York. N. Y.; Harold Sonuraj, Safety Engineer. Personnel Dept.. City of Lo* Angeles. Los Angcfey. CabY,; f. A. .Moore. Safety Director, N'evada Highway Dept., Carson City, Xcv.; Edward A. BtANor.w, Safety Supervisor, Ohio Department of Highway*, Columbus, Ohio SS I Advisory Committee--'Wauix D. Wilt, Safety Engineer, City of Detroit, Detroit, Mich.; Miltox M. Bow m as, Safety Coordinator, City of Cleveland, Cleveland, Ohio; "A. R. Lateixer, Consultant, Safety & Training, Mamaroneck, N. Y.; 'John E. Fagxarb, Safety Coordinator, City of Columbus. Columbus, Ohio; *Joeph H. Hamm, Safm Director, County of Los Angeles. Los Angeles, Calif , "Tarvia H. D. Joxes; "Clark J. Fischer ; Daniel F, Muchmam, Safety Engineer, t Retired) ; *M. Van Michius. Safety Engineer, Washington State Department of Highways, Olympia, Wash,; *H P. Goodin; "Mrs Louise Ratn'T*, Safety & Claims Examiner, Ohio Dept of Highways, Bureau of .Wculem Control A Claim*, Columbus, Ohio Sfa/i-rtuv LoiinHiffcr--C/immau; Wasaen D. Wilt: Harold M. Gordon, Safety Officer, District of Columbia Government, Washington, D C. Nevsielter Committee--Editor: Johx H. Phillips; John F Huzvar, 1 {, Chief Safety Engineer, Pennsylvania Dept, ot Highways, Harrisburg, Penn ; Arthm Dm scent Ofi-Thc-Job Committee--Chairman: M. Van Mechelen; John m, Ouxins, Director of Safety, Mew York L>ept. or Hospitals, ,\'ew Sork, N` S Membership Committee--Chairman: Melvin t,. Lvttx, Safety Engineer, Virginia Dept, of Highways, Richmond, Va.; Arthur Outncent; E. L, Ueselhoer, Safety Director, City of Fort Wayne. Fort Wayne, Ind.: All Regional Representatives Regional Representatives--Acte England--Gtorce C, Murphy, Safety Supervisor, State Highway Commission, State House, Augusta, Maine; John L Guilmartix, Safety Engineer, Connecticut State Highway Department, Hartford, Conn. Pennsylvania 4* Northern Xeue Vark--Hmvsfta O Txiejolo, /a.. Safety Director, Penn* vytvania State University, University Park, Pa,; Gtoatx C, Howard, Safety Director, City of Rochester, Rochester, S. Y. Vets' Vork City--Karols A- Wixso.v ; John 1 LaNi-oox, Safely Engineer, Department of Public Works, City of Mew York, Mew York, X. Y Southeast--Means G. Lyili ; A f. SrtARro, Director, Training & Safety, City of Miami, Miami, Flx. ioutu Central--A, H. Williams, Safety Director, City of Jackson, Jackson, Miss,; J. B. Parks, Safety Engineer, Tennessee Depart. nent of Highways & Public Works, Nash ville, feint Southwest--R. P. AixeX, Supervisor, Safety & Training, Dallas City Waterworks, Dallas, Texas; Robert f. Grielo; Harold Somexfeld Northwest--Ralph PaorLER; Costrovt Laiarre, Safety Officer, Bonneville Power Ad ministration, Portland, Ore,; Dave McCollouk, Post Safety Director, Fort Lewis, Washington . oYnrfJi Central--Qrxa C. Wakefield. Chief, Safety Branch, U. S, Army Engineer Dtst,, St. Paul, Minn. Alaska--Esea * Garxiik, Safety Director, Alaska Safety Division, Juneau. Alaska UoiMti--T D, Wilson, Safety Program Administrator, Industrial Safety Div., Honolulu, Hawaii; Rcwekt B, Ebert, Safety Engineer, Department of Labor dr Industrial Rela tions, Honolulu, Hawaii Canada--Luke Flinx, Sergeant, Halifax Police Deportment, Halifax, Xova^ Scotia, Canada; D, J. Daruno, Industrial 1 Safety Training Superintendent, Rovaf Canadian Sivy, Ottawa, Unt., Canada Nominating Committee--Chairman. Mas. Louise Ratnlx; H. P Goootx; M. Van Mcchcixx; Clark J. Fischu Historian-- Mabel H. JoHSsnx. Ins., 1 Safety Supervisor. Town of Stratford, Stratford, Conn Staff Representative--Clement J. Luepkc. S'auonal Safety CouneiL Chicago, IU. iAdministrative Committee Past General Chairmen PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Vear of Safety and Beginning the Second Half-Century of Safety OCTOIER SI-11, 1913 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment, The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you will meet other safety people, with the same problems and responsibilities as your self, You will exchange views and ideas on accident prevention, health, hvgiene, and fire prevention ... on -Afety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the `63 Congress and bring all the other peo ple in your organization who have safely responsibilities. Other Volumes in this (1962) Series User* of this volume will find much velue in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title general Stuitn end Indat te all Volumes I to 9 Copies 5 A$ Aero-pee: Air Treutpert 45 Automotive and Machine Shoe' P*er Press endForging 45 Cement. Quarry end MieereJ Aggregates *6 Chemical are FortM*ef 45 Civic Leadership* Church. Hem#, Woman, Youth, Farm .90 Oal Mining .45 10 or more 5 45 45 Stock No. 022.92--1 63242--2 922J2--3 02242--4 022-32--5 022J2--4 322J 2--7 Construction: Public Employee Ejactrical Equipment 5$ 92242--t 35 on.32--4 10 Food end leverage; Maat Peeling, Tanning and Leather Preduets; Trades and Services 45 55 03242--19 11 <5tas* and Ceramics; Rubber 4-5 55 02242--11 12 Industrial Sublet* Session* (ASSE) |J Labor . 14 Marina .... 90 JC L242--(2 45 *5 C72J2--13 45 55 32242--14 15 Metals .... 45 M 22242--IS 16 Mining 4S 55 32242--1* If Metar Transports Transit- . 90 90 32242--12 19 Oaeupatianal Health Nursing 40 )S 02242--II if Petroleum 4S 55 02242--19 SO PubKe Utilities 45 45 63241--20 21 Pulp and Paper; Printing and Publishing. . 4$ .55 822.92--21 22 Railroad .... . 40 45 02242--22 ?3 School and College 24 Traffic . ... . ......... 90 .90 02242--23 .51 55 02242--24 25 Weed Products; end Tastila . *5 45 02242--21 24 Early Morning Seuionv---"Communication11 41 51 02242--24 37 Public Safety 45 55 02242--27 COMPUTE SITS (27 Volumes! . *11.00 any quantity 022.12 AH prices shown are subject te e 10 par cant discount t# National Safety Council members. NATIONAL SAFETY COUNCIL 42! NOXTH MICHIGAN AVE. CHICAGO 11. ILL 4*6046302 &> > m a i.s MI-Jl--# 1 9 6 2 Volume 9 National Safety Congress Transactions ELECTRICAL equipment **< J4TEH Beginning the Golden Annivcnery Yer of tfi* NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AVtNUE CHICAGO 11, IUINOIS I 50th NATIONAL SAFETY CONGRESS Papers delivered in the ELECTRICAL EQUIPMENT SECTION CONTENTS The Future of Safety Engineering in Electronics Co/e Allen 3 Material Handling in the Electronics Industry--Overhead Cranes and Hoists William M. Thotpe 9 How to Live Safely with Radioisotopes in Industry Gene P. Grillo (2 Exposure and Control: Insulating Materials (a) Polyester and Epoxy Rcsm Insulating Materials (b) Safety of `Teflon'* Fluorocarbon Resins . J. Leonard 14 C. H. Landrail 17 Officers of the Electrical Equipment Section 1962-63 22 Other Volumes in 196? National Safety Congress Transactions Sack Cove/ I THE FUTURE OF SAFETY ENGINEERING IN ELECTRONICS By COLE ALLEN Vice-President. Engineering. American Mutual Liability Insurance Co. Wakefield. Mass. Let me say at he - -'-ei :~v 1 believe the future for C'g.rcer* ,i: the vlrr- ironies indmstrv i r*-<erl\r.nK brgfii li the safely engineer. :i* such, * ever iw achieve the digmtv, di-unction and profes sional stature trial i* riciiTtulh hi*--* stature that finds the leader* m mdustrv not merely willing, but anxious tu receive his advice-- it could be m the electronics industry. I view this industry a* offering unparal leled opportunities to the <afcty engineer to realize maximum value- from each technical md administrative a**ei he po**e**e$, not only to advance the accident prevention in terests of his employer hut many other facet* a( his employer's e.peraitrwvai interest- In segments of the industry, particularly arrr.nc wt or* the larger firm-, the engineer is well along the road to this recognition. Four years ago, a numlr ot persons with interests in industrial acci<km prevention looked mio the crystal tall in an endeavor to visualize the industrial developments of he succeeding 10 to 15 years, and to fore<*t their impact on industrial safety, It was recognized that technological advance* would produce many unpredictable changes In product, materials and process methods. It was speculated that the changing tech nology would introduce into the work en vironment new hazards which would have to be discovered, and for which new controls would have to he created. It was recognized also that the new tech nology would bring a significant change in the character of the work force, requiring greater skilts at all levels oi the organiza tion, from executive management tlown to the lowest grade hourly worker This shift in demand from manual skills to mental skills in the work force would place em phasis on better educated, better selected, better trained and better supervi-eil workers. All these things would represent a corre spondingly impressive increase in the plant investment per worker. Consequently, the preservation of this costly, highly skilled worker agtim-t total k>< or even temporary mrapacitv from the hazard- of hi* occupa tion, would ns a matter or urgenev These predictions obviously incu-ed atten tion on the role of tho=e persons assigned accident prevention respott-ibthue* m indus try, The upgrading of knowledge and *ktll. that would be required ot the work torve, would be Mmilarlv required from the <wi`cty engineers in even greater quality and quan tity Six major industries were singled out as those in which the major changes would occur; one of the si* was the electronics industry. If any industry leu lived up to expectations, certainly it has been electronics, Even m the short span oi the last four years, there have been enormous advances that have more than verified the forecast U is now one of the most sophisticated indus tries in terms of modern plants and h git calibre personnel--in many imtance-, be wildering scientific wonderlands, Some electronic firms are primarily re search and development centered, with the plants staffed almost courtly with white coat workers. Even among those firm* pro ducing for a market, we find dt-tnbtitiunsuch as 40 per cent production and 60 per cent white coat. With precision require ments approaching zero tolerance of defect, especially where defence material is con cerned, and with a significant amount of the product being handcrafted, and all preceded by fantastic amounts of scientific staff study, calculation and defign work, the shift m worker skill is readily apparent. I have been told that something dose to $60,000 sale* annually is needed to maintain a single cngincer-scientist-technician, which points up the value of the skills. These skills are often irreplaceable, and the safety engineer U responsible for safeguarding them against loss from avoidable work injury. I have been interested in how tiie safety engineer in the electronics industry ha* been faring under the acceleration and evolution within his industry: whether he has kept IVfig National Safety Congress .ibread of it, Itow well he is preparing him self tor what he* ahead. For him, this lias had the aspect of a race .it top speed to sr*\ even. Placed in so manv instances in the most modem structures with the late>t designed equipment and high calibre person' net, all of which could be expected to lessen Iih *afeiy problems, he has been forced h* a higher plane of knowledge, attitude .uni -i.'iion. t renter skill*, diarper touts, comiderablv higher standards of performance, and even brand new concepts of hazard control, are expected from him. The bulk of this . originating m the experimental and research icm ities, rather than in the production operations, where ihe conventional hazards from merhameal equipment and electrical wil rhemiral sources have remained about the -ame as in industry in general. All this provides opportunities for the safety man to take on a major assignment in advancing hi* firm on the three fronts that are vital to ail business concerns--profit, growth, and l>uhlic acceptance. We should be mindful that by all stand ards ot measurement, the electronics indus try safety engineer is doing a remarkably fine job. With his accident frequency rates ranging from four down to one, and in a few instances even less than one. Ihe magni tude and impact of the safety engineer's e-.sntnbuuon is evident, he should have a sense of real accomplishment. It would in dicate that he has identified and effectively controlled the operational mistakes that are predictable, and has reduced to a minimum those that are unpredictable. What this moms in terms of contribution to the profit and growth goals of his employer, should be Apparent to anyone who makes an objective cruttny of the facts. In recent conversations with safety people m the industry, f have become aware that *mong a number yt them, there are some misgivings about their status in their organrations. They have *er:yus doubts about the recognition of their efforts by their execu tive management, and some concern for their own security, in view 01 the cost cutting sprees that some him* embark on periodi cally. There is a feeling that a safety engi neer has a low ceiling in the industry, pro motion wife and salary wise. Thus while mv interest has been directed toward the future of safety engineers in the industry, 1 find many of these men more preoccupied with their abilitv to survive the present. This is not a happy situation. 1 find it difficult to believe in this day anil age, that any executives in the electronic* industry would be unaware of the necessity of an effectively managed satety function to their entire operational interest, tf they are not disposed to recognize objectively, the -olid economic and humanitarian values con tributed by the safety engineer, then *ul>jectively, they might consider the implica tions of the mfetv requirements nf il*c Walsh-Healey Public Contracts Act ami other applicable codes, and appraise the role of the safety engineer from that standpoint. Within the electronics industry, which i* so fietcelj competitive, and which m ** many instances is vulnerable to the uncer tainties of government contracts, there is an urgent need for all the operating economic- that can be salvaged from waste prevention Those closest to operational problem* are quite conscious that accidents, and all the factors in the accident sequence, represent major elements of waste. It is illogical for management, on the one hand, to pres* vigorously for increased individual produc tivity as the solution to their economic woe*. And on the other hand to tolerate, and m some instances ignore, the accident conditions that are a constant attrition of individual productivity. Consequently, an> consideration of the fu ture could appropriately start with some examination of the present. We should he mindful that some of the frustrations cur rently depressing ihe safety engineers, may not be entirely due to factors external to the engineer, ff he feels he is operating in an obscure and only partly appreciated role, he should make certain that the fault is not his. The safety engineer who seems to be best situated and most ready lo move ahead with his industry* is currently bringing these characteristics to his work: 1. The safety engineer is thoroughly sold on safety work--practically dedicated to it. For a person to sell a product well, be must be completely sold on it himself, and selling safety is an important dement of the safety engineers' function. To the degree that the engineer is sold on safety, will he put vigor, enthusiasm and a keen sense of responsibility into his efforts. It will be revealed in his t Etectruai Equipment Se<tut attitudes, and will generate in him an effort o continually add to hts knowledge and skills. These solid values that the engineer brings to his work will underwrite hi* success. Otherwise his motivation of workers to ac cept safety discipline and to cooperate with *atcty programming will be fiabby at best. This ts especially important when the engi neer's effort is aimed at motivating and training intellectually and scientifically ori ented workers, who rruv not spontaneously accept ideas and discipline* that do not orig inate within themselves. 2. The safety engineer operates as a man agement man--thinks and acts in terms of bread manage .nt principles, objectives, plans, organization, standards and controls. One of the criticisms often directed at satety people is that they don't consider themselves management people, don't understand their tubs in terms of the total company opera tion and objectives. In its broad seme, the function of the safety engineer ts to provide management with information that will guide them to votmd decisions. 3 The safety engineer applies an engi neering outlook to his work. The solutions to the problems of accident prevention. like ;d! problems that are complicated and diffi cult, require an organized, analytical ap proach. the logic and research treatment for which an engineering mind is best equipped. Such a mind brings to us work a knowledge of how* to look, what to took for, and where to look, and an acceptance of all safety problems as something to be solved. It take* a quizzical, inquiring look at all facets of a problem, having separated the r*emjaJ element? by applying available knowledge to the known elements and re-earehmg the unknown. l The satety engineer i> a well educated :%>&. with more than a little formal school ing ta engineering. Considering the wide nonce of hazards, that exist in the industry, awghiakaL chemical, electrical, fire suid npfetaja. and health, the safety man must be extremely versatile, as well as extremely ffmpetggt technially. Added to all this technical safety know bow are additional competence that may be required from him. in areas such as, stand ards for placement and job training of workers, bi-out ci production facilities to eliminate built-in hazards, ventilating svstem design, process operations studies to secure maximum safety, product design for con sumer protection, selection of process mate rial to be certain that inherent hazards are protected,organizations of preventative main tenance, utilization ot first aid and medical records in hazard control, ofi-the-job safety programs, worker *afety stimulation pro grams, supervisor's training programs, public relations protects and authorship of tech nical satety literature. This describes quite a knowledgable per son--about the hroadest gauged man in the 'organization. While I have not yet en countered a satetv engineer who i involved tn every one of the activities h*ted, these activities are a composite of the areas in which we find safety engineers working, at one time or another. Thec are areas m which the engineer with a broad and deep iperational philosophy can. and should, make & useful contribution, thereby increasing his value to his employer as well as to himself. 1 believe a safety man with an engineering education or experience has a greater chance tor success in this broad assignment. I should make it very dear, however, that 1 do not intend to downgrade non-engineers there i* ample evidence that safety men with other backgrounds and only average skills can. and often do, become outstanding leaders in accident prevention work. It i* essentially a matter of initiative, persever ance and determination. The engineer, irrespective or his specially, usually has been exposed to the basic sci ences--mathematic*. phvsic* and chemistry-- and has developed the engineering approach to conditions, problemj and solutions. Git en the scope of health hazards in the elec tronics industry, a safety man with a healthphysics. bio-ehemi*trv, or medical back ground could be extremely useful, If the organization ts large enough lo support a multi-man safety staff, a health specialist will vastly improve the safety function. Or dinarily, however, it has often been easier for an engineer to learn what he needs to know* about the occupational health hazards of his industry, than it has been for an Industrial hygienist to learn what he should know about mechanical and related hazards. We might be mindful that the presence of numerous highly educated and scientifically S I9t3 Saliunal Safety Cangrtis trained workers in the plant population im- 7, The safety engineer is articulate, a 5<jses a special problem m motivating and good ccmmuTUcater, aad possesses a teaching iraintng them to conform to safety disci skill, effective at all levels of the organiza plines. Such people ordinarily have a high tion, from stimulation of the hourly worker opinion ot their own capacities, based on to the schooling of top management ilieir education and training. Some of them S The safety engineer is a participant in are indifferent to rules, norms or limitations, taff discussion on new product design. One vitbeT than those the scientist sets for him- jrea that intrigue* his interest is the realiza ''elf- Acceptance of the safety engineer and tion (hat all equipment must eventually be his counsel by this group can he difficult, if miced. Therefore easy, safe accessibility the safety man is not on a comparable edu to rhe gut* of the device* must be provided; cational and intellectual plane. Even at best, vet they should not be so accessible, that the engineer needs to develop >ound relation the do-it-yourself minded are templed to do ships with this group, gaining respect and their own service work. Where the firm confidence by positive demonstrations of hi? has a product safety engineer in research r^mpetence. find design, he should have some functional Irrespective of how well the engineer is equipped by prior education and experience, lus ultimate usefulness to his employer and to himself will rest on his ability to grow' with, and even beyond, his job Therefore the learning process can never cease for relationship with the plant safety engineer; where there is no product safety engineer, the plant safety engineer makes a contribu tion- Win . there are no industry product safety standards to guide him, he must he prepared to build them for himself, from the him; he should have a planned program for specific laboratory* specifications. increasing his own knowledge. TTiis is a 9, The safety engineer assumes some matter of subscribing to special courses, responsibility tor public aad consumer safely. night school and correspondence courses, and This is something more than control of con of active participation in professional so taminants, stack effhienu and other form? cieties, -atetv, health and engineering, re of waste disposal. Related to his interest in lated to hi* industry. Logically, he should product safety in it* normal use, he i* *! hike courses that will give him a more com concerned with reliability in performanre. o plete understanding ot the technical side of that failures are at an irreducible minimum hts plant's production. He must be an arid Many electronic devices serving protection reader of the safety and technical literature purposes, such as electronic watch dog serv relating to his industry'. ice in electrical circuit*, are getting mt .* The safety engineer secures for himself all available technical assistance in his own plant, in those areas in which he may want ir* leibter his own talents. Thus the safety engineer w1k> does not have a chemical or electrical engineering background finds it advantageous to seek out the best chemical and electrical engineers on the plant slat?, and obtain their assistance on special prob lems in the respective spheres. In effect, the safety engineer can. bv astute planning and good management, build for himself an unofficial, competent, part-time staff of ex perts in a number of technical fields. general use in industry and in the home. The safety engineer has a concern that the de sign* are. to the maximum degree possible, tin a fail safe principle so that a -erie o>i urprise events, unplanned and ui.romrotkd, are not triggered by failures. He maintains close liaison with the field service and trouble shooting department*. He has arcess to their feed tack information, vo that service and maintenance discoveries f failures and malfunction* with hazardous overtone* can be evaluated for possible modi fication in design, manufacture ami quality control. On the same lines, he ha? access to feed hack information from the com 6. The safety engineer ha* a working pany's legal department on litigation related understanding of industrial techniques. This to injury and damage from product mal it essential to his skill in analysis of hazard function. When sou contemplate the elec control, since it is often necessary to take a tronic wizardry that is planned for the process operation apart, and put it back future, and its tremendous impact cm our together again with an addition or deletion, way oi iife, tne role of the safety engineer yet without obstructing the end result. take? on impressive new dimension?. 6 Fketrieot Equipment Sretian >.nr emrurwm might be made about the !<-( place for the -aiety engineer in the -'txaninuoral structure. We find varieties arrangcsaeaM? identifying him with per--nnel, mdiutrcU relation*, plant security, OMirarv-e, production, method* engineering, rev-arch, and development. 1 suspect a good Tsaji on operate well in some of those spots, and xnr*hat le effectively mothers. Often '-* engineer will rive above the environ-vernal handicap? imposed by his place on 'e organization chan; that reflects much to hi* credit. Certainly. u he b to exercise the full ..ixrp* of hi* influence over all the functions c> mnbutuig to accident control, and coordi nate the activities to that end, he should !r very much a free agent, responsible only i. the sourer of ultimate oiwrating authority iu hi* plant. Safe operation of the plant i a management responsibility, a matter of line authority. The safety engineer operates best in direct staff relationship to the top operating man in hts plant, the general man ager. This automatically call* for a safety man with more than ordinary skills. Hit status position becomes commensurate with it? importance; and he has the necessary mechanism for introducing safety advice and procedures into line authority at the man agement level. The quantity of safety work normally inertafrt in proportion to the reduction in fre quency of accidents. One perplexity that confront* the safety engineer in the elec tronic* industry arises from his having gen erally produced such excellent results that hts safety efforts may be running up against the law- of diminishing returns. The fear ot working himself out of a job seems ground less to me. since hts management already has evidence of the value of the safetv dol lar. If his management understands the full range of operational values dented from accident control, it will asuiredlv strive to hold these gains. They can be preserved mainly by the surveillance given by the safely engineer. But even more important, should be the understanding that in the electronics industry, new, unpredictable, dan gerous and costly hazard* are likely to be the natural by product* of experimental and research work. Skilled, ingenious safety engineers are needed close at hand, to con trol the accident and health threat* that mil come from obveure source*, anil far which there may be few. it any, precedents for protective measures. The safety engineer in the twlustrv will never be able to relax Ius ngilance over the more conventional mechanical, chemical and electrical hazard*, particularly the latter, owing lo the constantly increasing energies ud Elertriral hazard*, for nme reason, cetn to have the indifference and even divbun of manv rc*earch scientists, ^ome of tliofe people have forgotten the fundamental rule* of electrical safety and teem to have a morbid fascination for working with wide `pen circuitry, regardless of the energies involved. All the well recognized hazards will have to be kept under continual iurvcifkmce, but above all, the engineer must be ifi the rntwanl alert fur the unexpected anil unprecedented. For example m the j>a?i tew sear* we have witnessed considerable development in safety work with new hazards in the micro wave industrv. They have discovered the need to protect against unwanted X radia tion from high voltage vacuum tubes. The?* have developed protection against radiation from the radioactive material* used in cer tain 'witching tubes. They have discovered iliat biological damage can he produced bv ihc microwave itself, hut { am not rertain lhat completely effective protection has yet been perfected. Modern radar equipment, in some instances, is so powerful that allowable exposures of 10 milliwatts per fquare centi meter are obtained, ev en at distance* of a mile. These are * few of the item* which challenge the skill and imretimtv of the safety engineer. More recent development* with masers and laser? and their attendant hazard* should be ,idiled to the foregoing. This breakthrough will undoubtedly lead to explosive develop ment* m the whole electronic field, particu larly in communication and eomputor con cepts. There are alro likely to he extensive industrial applications. It it possible there will be broad scale experimental work with these devices and the principles underlying them, before adequate knowledge on per sonnel protection can be perfected and dis seminated. We are aware ot significant reiearch work m conductor materials. The search for super conductive elements and alloys, at least in 7 1962 National Safety Congress hr r-spcrimcnfal stage, involves the alloying or many material* that thould provoke the uilcrot oi yafetv men The same close `-rrutiny it warranted on work with elec trical intuiattons; the work on gas dielec trics, involving fluorine combination*, prob ably merit* special attention. The breakdown of some of these gases into toxic components --sulfur hcxa fluoride, for example, which is being used as a Mate guide dielectric--it being given a wary eve by the health men. Xot least among health considerations are developments in the use of various organic and inorganic dielectric elements for potting and encapsulation work, epoxcy casting re*itt, the isocyanates and teflon. More rei-cnttv, uttra sonic waves have had to be given serious study. The foregoing is but a fragment of the KjXfatmR activities in the mdustrv that war rant surveillance by the safety engineer. PraenralK- every element of research invites lus inquiring scrutiny, since there are times when the limit of the researcher's imagina tion is the onlv rein on his energy and experiment?. The search continues for better electron emission materials, magneto restric tive materials, maser and laser producing materials, piexoetectnc materials, semi-con ductor* and thin film material;. There will be dramatic development*, we ran be tore It will take an extremely knowledgeable safety engineer to be on top of all this. He must have a comprehensive technical understanding of his industry; he must be rooted in the organization structure &- he has doe liaison with all activity in the experimental, developmental and produc tion departments, He must he informed on all contracts calling for the development of new- products. He must be alert to the ar rival of new materials for experimentation, and view- with suspicion any material whose toxic and pvrophoric properties are not de termined. All this requires him to be dose to the purchasing function. When wc consider public safety, we might lie mindful of the activities of many of our junior scientists in their high school labora tories and home work shops; the startling experimental work they engage in, utilizes wine of the intriguing developments m elec tronics. Just what the competence of the safety supervision counseling these youngiters receive is, is not always assuring. I regard it as something that invites the inter mit of our electronics' safety engineers- As the safety engineer move%in to the future, trying to hold his present gains and get closer to zero accident frequencies, he must be mindful that engineering solutions alone, will not solve all his accident prob lem'. There is much research underway in his own specialized field, from which he can benefit and in which he will participate, although the major work may be spear headed by our medical associates, psycholo gists sociologists and industrial engineers. Hie man-failure aspect of the accident problem, what the worker himself contrib utes to the accident event, call* for much -tudy, evaluation and constructive work in safety programming. There is much un finished work in identifying and evaluating tlie physical, menial and emotional demand* t all job assignment*, the stresses they impose on the assigned worker, and their influence* >n the accident cause chain. There is much to be done in identifying and evaluating the capabilities of the indi vidual worker, so that he may be safely and efficient!*- placed in a work environment consistent with his physical, mental and emotional capacities. There i* much to be teamed about the psychological factors that -simulate and motivate workers to coopera tive and correct responses to wrk disci pline. Learning about the abnormal behavior of workers and the behavior patterns that indicate potential accidents also related u, this. Those dements of the industry that pro duce for a large consumer market will probably continue to have many light work assembly operations, handled pre-dommamly hy female workers. The female worker merits special attention, because her reaction to environmental situations and to the influ ence of safety disciplines do not always parallel the responses of the male. The approadt, methods and stimulation may be different; such facilities as the in-plant medical program for mm-occupational, as well as occupational ailments, can be a deci sive influence in female response. There are Indications that women safety engineers may tie useful where there is a significant ferule work force. The older worker will be called upon for abilities that do not suffer with the aging & Electrical Equipment Sectwn process, and job modifications may be re quired. As pressures continue on industry to hire the severely physically handicapped on an organized basis, there is likely to be 'lonsiderable job modification lo meet their capabilities, with safety being a key con.iteration. For the aging worker, the prob lem is not the need tor -trenuou* physical energj, but the demand* imposed by high peed work, by visual acuity in miniaturiza tion processes, and the need for a memorv response and decision makinu--which will increase with automaton. Fatigue wilt be ,tn increasing factor-mental fatigue rather than physical fatigue; already nervous dis orders, arising from the iob, are being reckoned with. There is much in the health hazard catestory that i* unfinished business, particularly the early detection and diagnosis of toxic reaction* in worker*. l<for* Mfriou* bio logies! damage occur* U*o unresolved, is *h question of possible long term effects of exposures to contaminant*, now thought to lie controlled bv maintenance within pre* cnbed threshold limit-, Whether the limits tor *ome substances are precise expressions > t s*fe levels ot *xj.-urc, may eventually lie challenged. Occident investigation* must be upgraded to pam-stakmg searches for all the details >t important causative circumstances. It mint be understood that the real cause of v mishap is often tar removed from the site > the event. Without factual intelligence. planning for prevention is likely t be capri cious. There is growing recognition that devel opment of a truly safely conscious worker mun aim at the whole man, the 4 !iour< |<r day, 1 day* per week man. The indus trial safety program must provide education ind stimulation in off-the-job safety, as well .u uw 1 -t <aietv We find the safety engi neer .easing tn< participation m training program* for hrt line supervisory people. Such programs embrace all aspects of safety upervtsion, piivswal safeguarding, health protection, worker motivation and tinman relations. We find the safety engineer contributing to the development and establishment of production disciplines, product design, meth od* engineering, quality control--in effect, integrating hi* functions and skills with the total company operating plan. Those wlio carry responsibility tor the accident preven tion function have many contributions to make to other operation*; they can render valuable assistance to other department man ager? in reaching their respective goal*. To me the firtd verm* wide open, and the opportunities for the safety engineer, un limited. It if. encouraging that many safm engineers have already taken advantage of this and have the initiative to do even more. I am sufe the ultimate satisfactions to themselves and the rewards to industry will be well worth the effort. MATERIAL HANDLING IN THE ELECTRONICS INDUSTRY OVERHEAD CRANES AND HOISTS By WILLIAM M. THORPE Safety Engineer, Jones ft Laughlin Steel Corp., Pittsburgh, Pa. Some six years ago, the 'ones ft Laughlin Steel Corporation with th* help of Dr. il. U, Eninger, a management consultant in personnel research and development, had a safety manual written especially for their use. This manual, "The Fundamentals of Accident Prevention," put forth the general contributing factor? of accidental injuries and, on a reasonably practical ba?ii, showed some of the accident prevention techniques that should be used. It also sltowed when, why, and how these techniques should be u*ed. The factor* contributing to accidental in- 9 /Sii* S'atitmai 'sifctr Congrest tones ** '<' forth m ' The FundamentaU *ii Accident Prevention'' were divided into two large areas, designated as '`man" and "job," which included environmental factors. The man side (also called the man con tributing factor) was described as "what the man did or did not do that contributed to the accident," while the environmental fac tor tor job) described "how the surrounddig* contributed" These two factors, man and job, are the "black and white" areas and it would be a gross error to presume that all accident fac tor* were alt black or white with no gray area* between. There are many of these gray areas such as standard job procedures, which are later shown to be unsafe and the "other man" factor. These were put into man or lob side depending upon the type of correc tion needed to prevent recurrence. Tins baste concept of examining both sides -that is, all contributing factors of an acci dental injury--is of (he utmost importance in the before-the-fact techniques ut accident and injury prevention or in after-the-fact techniques of accident or injury investiga tion. Obviou-%l>, one is foresight; die other, hindsight. In the various units of J&L, from under ground open pit mining and quarrying, through iron and steel making, and on into manufacturing and warehousing, the accident prevention programs either have been or are letng re-written on a basis of man and job cf'r.m&uting causal factors. The correspond ing accident prevention activities required to counteract *uch factors are incorporated Tlwr-e program* prescribe before-the-fact tic- lull) to prevent accidental injury. The stmt man and job idea has also been '-arned over into after-the-fact accident invotigation. We use accident report forms, uch as IBM and UcBec keysort cards, which are completed by the supervisor in vestigating the accident. The more than 20 questions on these forms are slanted toward man or job and require a thorough investi gation. The remedial action taken mutt also be directed towards the contributing factors. Consistency i* of the utmost importance and i* stressed. The supervisor's replies to the questions tin (hoe accident report forms or cards are then completely coded ui accordance with our J&L safety division manual, "Compiling Accident Causes," and ate decoded m order >o analyze the factors so as to direct pre vention activities effectively This approach of analyzing accident contributing factors on the tart of man and job with an eve to remedial action not only is applicable but is essential to a crane accident prevention pro gram. On the part of the man, first we must took at three very basic caudal factors. Man act* unsafely because of ft) pin steal or mental condition, (2) inadequate training, and (3) improper motivation. Generally, a routine accident prevention program incor porating safety meetings on all levels, job safety and occupational safety analyses, per sonal contacts, observations and visual aids will do much to prevent unsafe acts due to tack of knowledge or improper motiva tion. Training programs can be of real value in controlling these same accident causal factors. Physical examinations, de manded in some states by law, are the major method of counteracting defective capacities. On the other side, the physical, the en vironmental or the job side ot a crane acci dent prevention program, we arc faced with many diversified problems not iw> cavil* *hufflcd in with the over-all program. Here with an overhead electric crane we have many nightmarish problems rolled into one rather innocent appearing device. The crane has the problems of lifting devices, vehicles, machinery, electrical apparatus and even structures ail built in. However, we an still trace the factors w an accident on the job side back to one or more of {cur elementary factors and, in turn, trace these back to numerous more basic casual factors and thus arrive at basic correctional action. These four elementary factors are: (l) improper design or application. (2) mainte nance or repair, (3) wear and tear, and (4) acts of men. It is in dealing with these causal factors that a crane problem becomes an individual thing as opposed to an over-all accidental injury prevention program. Let's first examine the built-in unsaie con ditions that can and sometimes da become environmental hazards --that is, accidents that either could come about or, if your reports so indicate, did come about through a primary cause of improper design or im proper application. By improper application. 10 Blrctneoi Equipment Section i - can that a crane all right m one siluair-n rrtiv not be right for a safe operation us a different situation. By improper design i meant that guarding, clearance and other neres#itie for safe operation have not been i.uiit in. Theve (improper design and application) .re onli the elementary problem and do not uugeit immediate or *a.-v correction. One Mep toward eliminating future problems i* to sell, educate, or otherwise persuade the designers or any other such persons to in corporate ufely features into the basic building or crane deiigrt- ir. at lean one of J&L's steel works, a member of the satetj. department is sent to the crane manufacturing plant to inspect the crane before it is sent to our plant In < itiier installations, witty inspectors Inspect .-instruction jobs as they proceed and make recommendations uo guarding. As a matter *-i miereii, are now insisting on an 16mcii clearance between end truck and build* mg columns to eliminate the problem ot Icople being rolled between end trucks ami Imiidins column-. With maintenance as .mi elementary aecilent cause, we obviou/ly have to direct our attention m safety efforts toward the mainte nance peronnel, One thing t to educate maintenance soremen and employees via regular safely meetings and contacts. An other is to follow through with regular in spections of guarding by safety personnel. In one J&L plant, the inspections are made luring housekeeping inspections and guard ing items charged as demerits. Speaking of maintenance personnel, it should be mentioned that we use a held works clearance slip for maintenance peraxinel working in operating departments. This slip calls for department operating and maintenance supervisor's signatures indicat ing that all concerned have been alerted to ihe existing hazards in the area in which thev are to work. Cm the matter of "Acts of Men," this relates directly to housekeeping and is cov ered generally by housekeeping inspections .is well as routine foremen's cheeks. In order to counteract the fourth basic causal factor on the job side, wear and tear, we rely on experience accumulated over the '.car*, Wear and lent1 * usually listed as "worn out" on an accidental injury report. It is only a primary factor and merely hints at a positive course of action, other than immediately replacing the parts indicated. The more serious items, such a* often vfur with crane accidents and incidents, often point to a need for a program that becomes a part of the crane accident pre tention program ss welt as routine preven tive maintenance, fror example, tn January IbfiO at the strip mill of J&L's Pittsburgh works, an inspection was made of all lifting apparatus, such as "" hooks, coil tongs, pack lifters and spreaders, hour basic types of inspection were used depending on what part of the desire was to be checked. These were a visual impection of the structure tor loose nuts, bolts, rivets, cables and clamps. A reffectoscope was used to detect cracks or fractures m pins or shafts. Dye cheeks were used to see if hales had fractures and sonaffux wa used to check for fractures in lifting arms and "C* hook*. This inspection yielded much in the way of detecting worn parts. It should be stated that each part of each piece of apparatus was reported on as to the type of inspection and the findings. This inspection was made by a safety inspector and an employee of the metallurgical department who is skilled in non-destructive testing. Tim inspection was repeated recently. At J&L's Cleveland works, a new program of crane inspection w*as instituted in 1956. This program placed each crane in the plant into a class from I to 5, depending upon the type, degree, and amount of service. Class l cranes, for example, are those on stand-by duty; class 5 cranes are for severe duty, -uch as Itot metal cranes Xext, inspections were designated as "A" through "F," depending upon those respon sible for each inspection. Each designation hsted which class of cranes were to be inspected, by whom, how often, the form* to be completed, and to whom the persons conducting the inspection were to report. Also, under each designation waa a list of all items to be checked These arc examples of good solid preventive maintenance de signed to be done on a "before-the-accident" basis. In another J&L plant, a standard sheet rails for a formal investigation for each time wire rope fails in service. Members of the safety, general maintenance and metal- a /Poi National Safely Congress lurgical department* meet with a represents- live from the department where the break age occurred and a representative oi tint department** maintenance to determine cause Mid corresponding corrective and preventive action. If that committee could not come to a decision, the wire rope division of JSlL at Muncy, Pennsylvania was called in. These investigation*, which are the "after-the-accident' type have done much to correct un desirable practice* over the years, Some other things being done in some of JSsL's plants that may be of interest to you arc fl) rctiectoscoping shat"Ling on cranes, (2) X-ray of parts by an outside service, if deemed necessary, (3) chemical and physi cal testing of forged hooks, (4) daily in spection Qt cranes, (5) periodic wire tope replacement on running ropes, and (6) an nual inspection of limit switches. At i* usually the case in accident preven tion, most oi the items mentioned came about ;is a result of experience, These things arc not frills. If we at l&L did not (.insider these tilings to be essential, wc would not be doing them HOW TO LIVE SAFELY WITH RADIOISOTOPES IN INDUSTRY By GENE P. GRILLO Industrial Hygiene Engineer, Western Electric Co., Andover, Mass. In the last decade, the use of radioactive isotopes as an industrial tool has given rise to a new series ox problems concerned with the safety and health of industrial employees Vheie problems may grow in complexity as the use of isotope* become more common m industry. Although the basic principles of good safety practice are similar to those used when radium and it* decay products were almost the only source of radiation, they must now be applied to a greater numIser of work situation*. Due to the increased complexity of the problem, it is important for management to rv.stgn only personnel trained in the held of radiation safety to monitor sources which -emit radiant energy-. Xo program of safety and health involving radioactive material is complete unless there is dose cooperation among the various groups in the industrial plant concerned with the safety and health of the employees- At our plant as in most industrial plants the groups concerned with radiological health are the medical, safety and industrial hygiene organizations. Each oi these groups has tasks and responsibili ties relating to the use of radioactive ma terials. This paper is mainly concerned with the administrative aspects of health and safety in the general industrial use of istopes, Some ji these are: TltV ten of the cod* oi FVUrmt Regu lations (on Atomic Energy matters!. National Bureau of Standards Handbr.'Ak* on the control and protection pertaining to specific radiation prob lems, local state laws, and texts such <sj Blais's "Radiation Hygiene Hand book-"' Each plant must a, cut and then choose the specific methods which best fit the prob lems encountered at their location. The gen eral pattern formulated and used at our par ticular plant, which has proven to be best for us, over the last six years may in some be applicable to your specific needs. The procedures which I shall enumerate are applicable to both istotope* and industrial X-rays. Radioactive istotopes arc under the superviMon of the Atomic Energy Commission and the State Agency for their me and control. Before any company can purchase and use radioactive isotopes, it has to be licensed to handle specific quantities of ra diation. This licensing procedure involves the justification that the company has a per son qualified in radiological safety to super use the safety of the operations where the Metope will be used, In addition, other r-afetv requirements are made part of the licensing procedure. Electrical Equipment Section Basically, all safety programs involving the use of isotopes consist of the use of proper instrumentation to measure the em ployee's exposure and to evaluate the amount <yi radiation m the work area, with the maintenance of proper records of the ex posures. Some of these records are A.E.C form FJV, which gives the occupational ex ternal Radiation exposure history for each individual working in a radiation area, and A.E.C form FOUR, which is used for esti mating the accumulated occupational dose of the individual for whom the form is com pleted. It is most important to siudv both the A.E.C and state regulations quite closely m insure that the safety program is set up in accordance to the Saws, Both the Federal and State officials are extremely helpful in aiding you to formulate a program. At our plant, the main responsibility for the control and use of isotopes lies in the hands of an isotope committee, which was set up essen tially to be a central clearing authority, re viewing any new proposals for the use of radioisotopes, with special emphasis on the ssfety and health aspects of the proposed installation. The committee consists of the medical di rector, the safety director, and the industrial hsgiene engineer. In this way, all avenues of health and safetv can be explored intelli gently before the installation is put in op eration. Items such as the proposed operat ing instructions submitted by the engineering organization and monthly summaries of the daily radiation logs are reviewed by the iso tope committee One of the basic functions oi the committee is of course to insure that all state and federal regulations are complied with. - Since the industrial hygiene engineer is responsible for the basic designs of manu facturing processes from a health stand point. the task of devising and designing the general protective measures which are to be followed in the radiation areas are his. This responsibility consists of determining the use of proper instrumentation to measure the employees' exposure and to interpret the re sults. The number and intervals of surveys are also determined by the industrial hy giene engineer, This survey information is transmitted to the safety department, which has the responsibility of implementing the survey procedures. Incidentally, the safety advisors who conduct the surveys are iuliv trained and qualified to perform this task. When the surveys are completed, the In dustrial Hygiene Engineer in conjunction with the satety department interprets and evaluates all personnel exposure records. If any individual has been found to be over exposed the Medical Department is notified immediately. The Medic*; Department i ,i!*o notified if the established exposure limits are exceeded. Emergency rule* gov erning the procedure* to tm followed in the radiation areas are al*o the domain ot the Industrial Hygiene Engineer The responsibilities of the safety depart ment are, as you ean well imagine, quite extensive in our program of radiological safety. The safety organization is respon sible for issuing personnel monitoring de vices, such as film badges, at weekly in tervals to organizations using radioactive material or X-ray equipment. The using or ganization in turn, assigns the monitoring devices and insures that each device is as signed and used by onlv one individual. At the end of each week the film badges are ollected, and mailed out to the supplier for development. The result# arc maintained bv the safety department for each individual* exposure record. The safety organization ts responsible for notifying the Medical organization ot the names of all individuals handling and using radioactive isotopes, mat the appropriate 'Kcupational examinat-'" ,\n be given. The organization aio -: the monitoring in radioactive areas as welt as posting the emergency rules m conspicuous locations and keeping ti.m up-to-date. 'Alien machines using radioactive materi al* or X-ray machines are shut down for maintenance, the safety organization checks them out completely, prior to their release for production purposes. Finally, the safety organization also ascertains whether the daily log has been kept correctly by the shop organizations. The log entries include the hours of use of the radioactive material, the number of individuals in the restricted areas, hours of exposure, and other perti nent data relating to the operation. The main responsibility of the medical de partment is to administer periodic physical examinations to individuals assigned to work with X-rays or radioactive materials. All I9$2 Xationai Safety Congress questions relating to the health ot employees are referred to the medical department by the safety and industrial hygiene organization. Physical examinations of all employees ex posed to radiation prior to leaving the servue ot the company, or prior to trarvster to other organizations within th* company are performed by the medical organization to comply with A-E.C and stale regulations. I have briefly discussed our solution to ihe safe* u<? of radioactive isotopes in tn- dustry. As l have tried to show, there must be a dose liaison among all of the groups concerned with their me, medical, safety, industrial hygiene and the shop operaUna groups. This U not different from other types of safety programs, except that it is necessary to have a high degree of perse verance and a 24 hour program of monitor ing. If the above precepts are followed, there is no reason why radiation cannot be used safely by industry. EXPOSURE AND CONTROL: INSULATING MATERIALS (a) POLYESTER AND EPOXY RESIN INSULATING MATERIALS By E. j. LEWNARD Process Engineering Department, Chemical-Metallurgical Section Automatic Electric Co., Northlake, IIL The cotnhinaiM-n of polyester and epoxv resins with either glass mat or umcn glass fabric reinforremeni has resulted in a family of materials winch have important proper ties at electrical insulators. The considerable interest shown m these materials industrially t* natural, considering the desire o( manu facturers to improve the quality of their products. It is also true that there has been no small interest in the safety consid erations given these materials. Before I proceed further, I would like to review briefly some of the reasons why a materials engineer would wish to utilize one of these products, m preference to alterna tive electrical insurance materials. Some of the reasons for selecting the polyester glass mat material would be based on its are resistance and nontracking properties, its excellent impact strength, high physical strengths, good chemical and vapor resist ance, high maximum operating temperatures, dame retardance, and general low cost A similar list could be prepared for the epoxy resin base materials, but outstanding are their low* moisture absorption, excellent in sulation resistance and dimensional stability. At this point I imagine many of you are saying, "all well and good but is it safe?" Tin- i- ..w *u the |ue*tif.n winch we ai \tiiunuittc Electric Company raised early in our enmideratt'ut r,i these materials--which laid hack over a span or about eight vear*Al the time of our initial iavestigar 'ft of glass polyester laminates, we had two outMinwlmg reactions from our organization. The tool engineers pointed to a potential "igmficant reduction in tool life. Manufac turing personnel said, "tlet it out of here--I haven't stopped itching tor the past two days because oi the dust." Hither of these could liavc been stibidem justification to discontinue further consid eration. Our experience with the tool wear has substantiated that tool maintenance is increased due to the glass base. The me chanical irritation oi the skin result* from the dust generated when fabricating these materials; -it comprises particles of glass fiber, resin, and the inorganic fillers used in many of the polyester materials, fa most instances, this sensitivity lasts for only a few days. Tfa chief factor in considering this mate rials thus resolved itself to one of safety and industrial hygiene, fa conjunction with wt safety director, we pointed our investi E4 F.teetneai EmtPmcnt Section gation to ihe potential hazards which roulrf be experienced 1 am confident that >ou will find, as we did, that suppliers of these mate rials will be most helpful, drawing on their extensive contacts with the many u-ers of these products, as well as their nwn manu facturing and fabricating [ackgrouml. It would fa pointless for me In dirts* at length the medical aspect* of fiber. Instead, 1 refer thn*e interested to a presen tation, Health A*pevt o Fiberulas." In- Mr. R R, Crepps ai the 27th \ll Ohio Safety Congress. He concluded that jri*** fibers do not constitute a lung hazard, and that any irritation oi the ,fcw i temporary and not conducive In dermatitis. fksod sense dictate^ that point of work ventilation be used, whenever practical, dur ing fabrication. Tbi* would include |>crta- nent exhaust system- including dust recovery or, for limited operations. cihl fa based on an industrial vacuum cleaner. The dust can fa controlled after fabrication for assembly purposes by tumbling m a ventilated barrel with ground corncob or other similar ab sorbent- This could fa complemented bv coating the parts wuli paraffin. varnish, or other proprietary mixture* which serve* to -ed the cut edges of the material. For those futndling the material or parts during fabrication, proper hygiene is impor tant Aside from soap and water, we have utilized a number of proprietary1 cleansing creams and ointments to relieve the discom fort experienced hv operating personnel. <"hir suppliers advise, and our experience ha* shown, that anv dneumiort due te the mechanical irrilnnun seldom exceed* a tew days. I am not aware of any instance in our plant .where personnel have experienced unusual or prolonged sensitivity. We, at Automatic Electric Company, do not handle liquid polyester resins, ft is noteworthy tluit the mixing and curing of the polyester resin systems indudes the han dling of peroxides, promoters, activators, and a stabilized resm. The latter comprises a mixture of glycols and dibasic acid with a stabilizer. The resin manufacturer*' rec ommended mixing procedures should he fol lowed to avoid any possible violent reaction, which could be exjierienred through the in advertcm cotnbin.ntcn of peroxides and pro moters-. in addition to their use m the reinforced laminates mentioned earlier, epoxy resins are also used tor adhesives, molding com pounds. encapsulating purposes, and surface coatings. The resin hardener mixture may include fillers, solvents, plasticizers, pigments, and oilier materials tor the purpose of modi fying tiie structural or physical properties. Many manrc* *n dermanm have been reported with resin based materials. The hardeners at so-called catalysis are frequently blamed tor tins problem. The uitrured epoxy resins also ,we highly re active chemicals which could contribute to dermatitis, Completely cured rcfin should not present any problems; it is difficult, however, to achieve the optimum balance ot resins and hardener and complete cure max not always be achieved. kn epoxv rem may fa defined as any molecule containing one nr mere epoxy groups. By an epoxv group w* mean a three ring organic member containing ihd carbon and one oxvgen atom, The proper ties obtained from the various v|w.vie* de pend on the constituent* ot the organic chain between the epoxy groups There are actually more than 2F different epaxici com mercially produced, mo-t of which are gly- cidyl epoxv resin*. If the chain t* short, i.e.. three to ten atoms, the final product will he fir'H or brittle. The final product will be semi-rigid if the chain has medium spacing or 10 to 30 atoms between the epoxy group.*. The final product will be son and flexible when the chain is long--with .10 nr more atoms. The number and position ot the epoxv group* determine* to * large iegree the curing agent which i.< to fa u.*ed and the heat required for site cure. More titan 75 curing Agents are being employed between the cata lytic xnd polymerization mctlmd* of curing epoxv resms. The catalytic curing agents `he term implies, promotes a reaction oi epoxv groups with other epoxy groups. These agents, which do not become a part of the cross linking chain, include teritiary amines, mono, functional secondary amines, boron com plexes, boranes, inorganic acids. liort chain amides, and dthydrazidea. Theoretically, when a catalyst is employed, the properties should depend solely on the structure of the epoxy mins, This is not true in practice, how- 15 /y&J ,\'aticmaf Safety Congress ever, because oi she varying rates of re* action and the local concentrations ot the particular catalyst employed. The average <:wtalyst concentrations usually range irom me to ten parts per 100 parts of resin. In the copolymerization process the curing agent usually reacts with and become* a ,*fo$1ink between the epoxy groups. The curing agents are therefore used in a con centration such that equal reactive radicals are present tor the epoxv groups present- Deviation? from the ideal concentration will reduce the properties slightly but to a lesser degree than in the catalytic svstem, The curing agents may be either amines, consist ing <>t primary aliphatic poiyanunes, amine xdttets, amine-containing amides, secondary aliphatic polvamids and primary aromatic amines, or anhydrides, including aliphatic in!tydride, halogcnated anhydrides, and di anhydrides, The concentrations generally u-rd will be 10 to 100 parts per 100 parts jt resin. Because of their relatively short shelf life the epoxv redo mixtures generally are not premised. Thus it is frequently necessary tn blrnd precise quantities ot several comjjnents shortly before they are to be used. Depending on the properties desired, formulation u*ed and other iactors, the mixture mav !c cured at room temperature or at elevated temperatures. It is impossible of course, so present a ..mplete list ot precautions to be followed m tlie use of epoxy and polyester resins under all conditions. Suggestions would in hide the following: I. Keep the resins off the skin. Remove anv resin from the skin with soap and water >>r Hand cleaners. Organic solvents should f*e avoided to minimize spreading of the re#m to greater skin areas. Use disposable towels. 2 Wash hands regularly. U*e recom mended hand lotions and creams. ,5. Adopt procedures and layout that will minima* handling. Individual, manual batch mixing m open containers should be avoided. Mechanical weighing, mixing, and di*pen>mg hould be used whenever possible. 4 Provide work areas that can be readily cleaned to permit minimum contact by per sonnel with the enoxv materials. Sugges tions would include disposable containers, paper covering for benches, and an absorbent material conveniently located for use m the c%int of spillage 5toppv habits -< .ndhng .houtd not be tolerated. ; Provide exhaust ducts at rev<:. c*dling Marion,*. Provide exliatist ventilation tor cold curing, and exhausted ovens for curing at elevated temperatures. Under certain cir cumstances, such as confined areas, respiriuti should be considered. 6. Follow manufacturers' recommenda tions for storage, handling, and mixing pro cedures for (lie various components ud. 7, Use point of work exhaust for subse quent machine operations such as nulling, `trilling, sanding, etc. ft. Educate supervisors and operating per sonnel to the need for precise handling and the need to avoid contact with the compo nent* or fumes. 9 Request the cooperation of all individ uals initialing or extending the use of these materials *o that the process can be ade quately monitored. Prevention is better than cure, I he technology of American industry i* expanding at a prolific rate tod*}'--particu larly in the number or raw materials avail able. This explosion m the variety of mate rials poses a challenge to the materials engineer---a challenge to select the most economical material to achieve a given function or fulfill a required service con dition. By the same token, it places * re sponsibility on the materials engineer tn consider how die materials are to be proc essed, and an awareness of any special precautions which should be observed. Tht* information must be directed to the safety engineer, who in turn must evaluate the potential risks and enforce the decision reached. Id Electrical Equipment Section SAFETY OF "TEFLON" FLUOROCARBON RESINS By C. H. LANGRALL Sate* Representative, Marketing Section--"Teflon.'* E. I. du Pont de Nemours A Co., Inc.. Chicago, 111. In recent years, there Ha* been evidence throughout industry of a growing interest in the subject oi safety of "Teflon" fluoro carbon resins. This interest can certamlv be explained, in part, by the usual curiosity given to any important new rngineering material. A more dramatic and compelling source of this interest seems to lie in the spread ot a curious vet of false, but per sistent rumors, ascribing a sort of super loxictlv to "Teflon.'' The rumors have been the object of vigorous investigation by fKi Print and others. To our knowledge there has never been a .-ingle case of death or serious injury at tributable to toxic effects irom ''Teflon." Moreover, extensive laboratory studies com bined with many years field experience give strong evidence that "Teflon" is not out standing among plastic materials in its tox icity, Set, the rumors persist. Therefore, anv informative discussion of the safety ot "Teflon'* must necessarily deal with the nimoo, a* well as with the facts. Before teetting directly into the subject of safety, a brief look at what "Trffnn'* is. and how it is used seems in order. "Teflon'* is the trade name given h\ Du Pont to a family of fluorocarbon plastics. Chemically, `Teflon** resins arc analogues ot polyethylene, with all hydrogens replaced b> fluorine atoms. The basic building block, or monomer, for synthesis of the resins is tetrafluoroethylene, a gas related to the "Freon" family. A Du Pont research worker was studying this gas in 1938 when he stumbled on a white solid residue left behind in one of the usual metal storage cylinder*. He accumulated a quantity of the residue, examined it. and found that it had mo<t unusual properties. It was so slick that hardly anything would stick to it- Powerful acids, alkalies and sol vents bad no effect on it. Soldering irons would not melt it; electric arcs would not char it, and it seemed to rosiest remarkable properties as an electric-* insulator. In the years that followed, `Teflon*' began to play an active role in industry. During the war veara, virtually every pound went into de tenu* applications, such as gaskets and seal* m highly corrosive atomic energy uses, and .*>* eones for artillery shell proximity iii**?. Later '`Teflon" resim found wide use tn he aircraft, and then m the missile indus try, as wire insulation, printed circuit boards, molded electronic components, and in flexible bn* for handling corrosive fuels and hy draulic fluids. Commercial uses grew too The ball valve industry, tor example, owes its existence in large part to non-sticking hall seat* and stem seals of "Teflon." To day automotive transmissions, power steer ing units and carburetors use seals, piston rings and non-Subncated bearings of "Tef lon." Consumer items, such as easy-to-elean, anti-stick cooking utensils and scorch-resist ant ironing board covers are bringing "Tef lon" into the home. Engineering materials such a* "Teflon" ,>rc usually selected for a combination of properties, rather than ?or a single property alone. This is true of "Teflon"; but one properly does stem to influence its selection somewhat more frequently than others: its exceptional temperature resistance. "Teflon" TFE resins are rated for continuous service ,ii xXI* F; the new "Teflon" FEP resins arc rated at 400*F- f.S'ote: With the exception >f temperature resistance, these two types it "Teflon" rerin* may be considered as identical. They wilt, therefore, be treated us a single product under the trade name, ' Teflon,'' thiough the remainder of this paper.) Reasonably enough, anv organic material intended for high temperature applications would evoke attention by safety people and toxicologists. It is also reasonable that the first attention be given by its manufacturer, as was done by Du Font. As a result of early knowledge, Du Pont bulletins and labels have cautioned our customers, the processors of "Teflon." and their customers, me users of "Teflon": I To have adequate ventilation whenever the product is heated above 400*F, 17 ;Vfi` \,ih.n>ti >.?,'tx i,ui-tr,-t< 2. To avoid contaminating smoking to* Ivicca with the rem or any other situation which might lead to direct inhalation of thermal decomposition products. These measure* were suggested as a means >i avoiding a Hu-like condition known as ``polymer fume fever." which had been i*bmed tn Kmc `Teflon'* workers and which will be diwm.-sed a little later. They m no way referred to "lethal" characteris tics attributed to the resin* in rumors which began circulating later. The earliest reports to come to our atten tion warned (Jut decomposition product* contained fluorine gas and perhaps other highly toxic gases that could cause serious injury or death if inhaled. (Laboratory -indies luve shown tiut free fluorine is not a product of "Teflon" decomposition, nor is its formation favored thermodynam ically, and that these early warnings were entirely unjustified.) Sometime during live mid nineteen fifties, there aro*e a rumor that a machinist had -meked a dgaret contaminated with par ticle' f "Trillin'' and had later died. Aug menting this rumor were reports that "Tef lon'* gave off poisonous gases above 400* F and that even minute quantities could be tiilalt some warned that 'Teflon" itself was poisonous if swallowed or breathed and hat workers should exercise scrupulous care in washing their hands before eating. Du Pont thoroughly investigated every ru mor of the machinist's death and found vadi case to be completely unfounded. K.ey phases in the spread of the rumor have been recounted in a recent booklet entitled. "Anatomy of A Rumor1' by Dr. John A. Zapp, Director of Du Pont's Has kell Laboratory for Toxicology and Indus trial Medicine- Dr. Zipp says, "It is inter esting that the vehicle by which this rumor spread was official safety bulletins issued l>v responsible industrial concerns and by military installations. In no case did a bulletin state tltat the fatality had occurred in the company or headquarters issuing the bulletin." Rumors of any sort are extremely difficult to kill. Even a mountain of words may not suffice for a manufacturer whose product is under fire by a rumor. Frequently he finds himself cornered by the old adage "where there's smoke, there's fire." As to the ongin of the first rumors, we can only speculate. Certainly, reference in the rumors to "contaminated cigarets" and to "temperatures above 400* F" point back, at least, in part to Du Pont bulletins and labels. Dr. 2app writes, "Whether the Du Pont Company, in an effort to provide proc essors with ail of the information about "Teflon," including safe handling require ments, actually contributed to the birth of the rumors is a perhaps ironic, but essen tially unsellable question. Their origin is unknown ... but we are confident the truth eventually will disperse them," We might now ask. "What is the troth about `Teflon' ?" Unhealed "Teflon" resins are entirely inert from a phvsiotogicd standpoint. The) mav be taken into the body and worn next to the skin without ill effect. And since "Tef lon" resins are inert to nearly all chemical*, there is no likelihood of toxic products be ing formed through chemical reaction. More over, extensive studies with foods and food Klititions show that "Teflon" resins are not food additives . , . within the meaning of the 1958 Food Additives Amendment . . . when used in contact with foods during processing or cooking. "Tefioo" resins are among the most thermo-stable of alt plastics. Decomposi tion can be detected only at temperatures of about 400* F and above. Between 400* F and 750* F, the major component ot the decomposition products is the monomer--i.e.. tetrafluoroethyiene in the case of "Teflon" TFE resins, and a mixture of tetrafluoroethyiene and hexafiuoropropyiene in the case of "Teflon" FEP resins. These substance* are relatively non-toxic, Tetrnfluoroethyiene, for example, has an LC (lethal concentra tion for SO per cent of animals exposed) of 40.000 parts per million for four-hour exposures of rais,1" In addition to the monomer, small quanti ties of other fluorocarbon gases of three to five carbon atoms and traces of a solid sub limate are found. In tlte presence of moist air, traces of hydrogen fluoride have also been detected. At about 750*F, infinitesimal quantities of the toxic C compound, perfluoroisobutylene, appear. Decomposition products will bum at 1275*F, They must be heated by an outside source, however, since the heat liberated is not sufficient to support combustion. Products of combus tion contain carbon dioxide, carbon tetra- 1? hlci'tru'ti! v'.iir-tr fluoride and small quantities of hydrogen fluoride. The decomposition rate of "Teflon" is extremely low. Even at 620* F, the crystal line gel point for TFE (this product does not melt) weight loss is less ihan 002 per cent per hour. The evidence at hand would Irad one to conclude that "Teflon" re'ins should not pre sent a life hazard even when overheated. This conclusion is borne out, not only be laboratory studies but bv a manufacturing and use hi'tory 'panning a quarter vctiturv. materials, tin- v'utiditiori* seem- to he o.<iifined to a relationship with decomposition products of the fluorocarbons, in tiir case of 'Teflon" it has undoubtedly contributed to the aura ot supertoxieity undcrlwm; the afore-mentioned rumors. A tew cases of "mine lever" liavc fol lowed close proximity to quantities m `Tef lon" at its processing temperature (700 800* F),, Most cases, however, arc believed to iiave tollowed smoking tobacco contami nated with particles of Oic re'in, Intere-lmgly, "fume fr er" unnot be induced tn FIGURE 1 WEIGHT LOSS AND VENTILATION RECOMMENDATIONS FOU "TEFLON FABRICATED RESINS ABOVE WF. Initial Weight Lora, FrrC-nr j|ur Temperature r *c T1,efft.lotn" TFE Ream T-fti-.n" Teflon' Teflon" Teflon" Teflon" ft. 100 ! ft, f i, at* too rrCReain FEB Rem TFE Kestn TFE R***1n FKF Re*m {JO 230 000003 a oom sao mo ooopt S50 290 0 O00S 400 ?3) $50 HA rt notft 700 370 f!004 ISO 400 0 00$ KO 42S >> IS 0 0001 00003 0 0>Xni flonti ft AVIS ft (Ml Oftja 0 0 IS fl.'ttH >?0i>t "01 092 *> tft v.4 <1 12 0.21 ft*w 12 <2 S 325 0.-50 5.3 ;j s ID U a 130 333 AM 21 21 42 IS> 630 Note: Air recommendations repree<-nt the volume of air to reduce gaseous products to level* Found mf* through long experience in proceeding "T'*f!en" retina. Precautionary measures suggoted by Du Pom are aimed primarily at avoiding oc currences of the "polymer fume lever" mentioned earlier. This svndrome is verv much like the "metal fume fever'' known to foundry men. The simptums resemble influenza; they usually occur several hours after exposure and pads off without treat ment or after effects in a matter of hours or at most a day or two. Among organic laboratory uiiirib- A dog forced to nv,ke repeatedly (through a face mask) cigarettes loaded with up to 200 milligrams of "Tettou" suffered neither "fume fever," nor any other observable ill effects. Consequently, it has not been po<ible. to date, to isolate tin? causative agent. It is believed, however, to Iiave a very brief time life and that a hort travel path, such a* from tobacco t itings in smoking, is an important faclnr.'** Sharp Tool Dull Tool FIGURE 2 MACHINING ROD OF 'TEFLON" I MAXIMUM TOOL. TEMPERATURE WITHOUT COOLANT KPM Teflnn" l ^Tooi Temp GImv Filled ` Teflon | iMf; Clair by Vol.) Toot Temp. MO A85 1000 0 76 2> 4 300 0 2$ 1000 0 79 8000 4 lift 44 160 71 18* S3 426 220 413 213 276 m S67 ?S ISO 69 22S 109 366 113 *47 173 389 200 19 Notional Safety Congress As a general precautionary measure, Du Pont has suggested that processors and others who handle quantities of the rests provide ventilation when temperatures exceed the lowest value at which decomposition cart be detected, j e-, 400*F, It is obvious that this measure would cover all likely combinations of exposure conditions. In addition, it is seen to include a generous safety factor since "polymer fume fever'* is known to involve much higher temperature* ""QQ* to 800*F in processing operations, up to iOOO*F in burning tobacco. % enttlation. of course, is the usual safety prescription for organic vapors--such a* hose from paints and solvents or from heated natural materials such as rubber, coal. 'Auod, silk. wool. cte. As in handling all such products, ventilation will provide ade quate safety when working with "Teflon** at high temperatures. Suggested ventilation rates arc presented in Figure i, Initially, they were arrived at on the bast* ol an idealized reduction of decomposition prod ucts to one part per million by the air flow. These rates, however, have no relationship to any real or theoretical maximum allow able concentrations; they stand simply be cause they are quite modest and have been found adequate through long experience The following sections deal with question* most often asked by users of "Teflon.** "Teflon" resins are non-flammable and do not propagate flame according to ASTM470 vertical flame test. In very hot fires causing appreciable decomposition, heat is absorbed from the surroundings. This prop erty, used in cooling missile vurfaces dur ing atmospheric flight, tends to limit damage to "Teflon** mins in applications such as electrical insulation Subject to high thermal transients. Underwriters Laboratories have classified "Teflon" TFE and FEP resins as "Sdf-extinguishirtg Group 1" in respect to fire hazard. tn the machining of "Teflon** resins, it is often assumed that the machine tool will produce excessive resin temperatures. Figure 2 shows clearly from laboratory tests that whether the toot is sharp or dull, the tem perature did not exceed die continuous serv ice rating of the resin. Consequently, there would be no need for additional ventilation over what is normally provided In a fabri cating shop. These measurements were made without using a coolant and generally show tool temperatures much higher than would be achieved in good industrial practice. Since dust may be generated and contamination f cigarettes could result m "polymer fume fever," it U suggested that tobacco not be used or earned in open packs around ma chining operations. In soldering or hot-wire stripping em ployed tn the electrical and electronic in dustries, some mechanical ventilation i* normally provided for worker comfort and generally ts sufficient for safe operations. In some cases, depending upon the quantity of resin and exposure tune, me additional ventilation may be required. Thu is some times provided by exhaust facilities at the work bench. Occasionally, some concern is expressed lv users concerning the storage of "Teflon" tn the case of fire. In the majority of situa tions. the quantity of "Teflon" involved is small, in proportion lo other materials. Therefore, its presence u not likely to add to the fire hazards. However, in the event of a fire, a fresh air supply or a respirator would normally be used in a confined area. This type of equipment i* standard in lighting fires of any type and the presence ui `"Teflon" would not alter this normal procedure. All types of extinguishers, in cluding water, may be used in fighting fires involving "Teflon," It has been reported that a 50,000 pound inventory* of "Teflon" resins was involved in a lumber yard fire which decomposed a large portion of the polymer. No ill effects on fire fighting personnel or spectators were reported.1'1 In the disposal of scrap "Teflon" no special problems arc confronted by the user. Normal amounts < usually up to 10 pounds) can be disposed of in an incinerator along with general plant reiuye. In such cases, sufficient draft to exhaust all combustion products is necessary. Hints many polymers produce ayids to their combustion products ( small quantities of HF are found m those from "Teflon"), the stack should be high enough to dilute the aeid content of the exhaust gases to an acceptable level. The materials may also be burned out of doors. In order to dispose of the scrap material by this method, high temperature must be sustained f >r complete incineration due to the non-flj-mmabilily of the "Teflon" res- 20 Bleeincai Equipment Section in*.1'- Normal care should be taken to avoid breathing smoke from the fire. The development of high temperature plastics has brought about important im provements in the reliability and perform ance of both military arid commercial prod ucts. `'Teflon" fluorocarbon resins have (laved, and will continue to play, an im(irtAni part in these advsuu.es. In the past, undue concern has been generated about the -wfe iiamlling oi these resin*. This concern has resulted primarily from the growth ot ,m unfounded rumor attributing the death of a machinist to the decomposition products of ' T efion.1' K simulation of this rumor ami subsequent investigation of the decomposition products have revealed that insofar as life hazard i.< concerned. "Teflon" resins present no greater problem than many commonly used organic materials. In the processing of large quan tities of these resins, proper me of ventila tion will eliminate any concern about ex posure to the decomposition products. This measure is in no way different from normal procedure* in numerous other day-to-day >.ipcrations. Whether applications be in in dustry or (he home, the "Teflon" fluorovarhon rcMns can be used in *afctv. (31 `'Handling and Use at Teflon' Fluoro carbon Kcatru at High Temperature*.1 Poll"rii-mteaJLa Department, E- !, du Pont de .Srmour* It Co., mi ii Undorsky. . L ''Thermal Degradation f Polymers. 5PE journal July 1141 21 OFFICERS OF THE ELECTRICAL EQUIPMENT SECTION NATIONAL SAFETY COUNCIL 1962-63 Central Chairman--R, .Smith, Safely Dir., Champion Lamp Works, Lynn, Mass. f"v Chairman-- F ; I'rnr or, Supervisor ot Safety, Air* -Krm Division, Westinghousc Electric Corp. Friendship international Airport. Baltimore, Md. Secretary--J. A. \\ aLosov, Safety Supv, Packard Electric Div, General Motors Corp, Warren, Olnu. Staff HcproentJtnc--ymvH H Vrs-ucklx, Industrial Dept, National Safetv Council, Chicago, IlL \tewhsrthip C oinmittee--I W. Loohex fChairman), Safety Dir., The National Cash Register Co., Dayton. Ohio; L. ,V. M iu.ex iI`iee-ChatnnjH). Safety Mgr, General tlvnamics, Electronics Dtv. of Genera) Dynamics, Rochester, N. V.; F, G Corrav, Safety Dir, I.T.E. Circuit Breaker Co, Philadelphia, Pa.; H. H. Bdockhacek. Supv. or Gaiety St Security, A.C'.F. Electronic* Div, f'anmtis, X. J.; W. F, McHtSNtv. Counselor, Safety Engineer, International Business Machines Corp, Onego, S'. V, Program Committee--M< I. Gjexde (Chairman!, Senior Safety Engineer, American Mutual Liability In*. Co, Hackensack. X, J.; W. A- Coumax f?'icf-Ckairman), Chief of Safely and Medical Record* Section, Western Electric Company, Allentown, Pa.; f. A. Waldcon, Safety Supervisor, Packard Electric Division, General Motors Corp, Warren, Ohio; H. E. Vot'sc, Safety Dir, Home Cable Div, of Alcoa, Rome, X. Y ; J, M. Tecvsvt, Counselor, Security Dir, Philco Corp, Philadelphia, Pa. SewsSetter Committee--B, B. Ttntxty (Chairman), Safety Dir, Semiconductor-Component* Dtv, Texas Instruments Inc, Dallas, Texas; S. /. Cu*rts (y'iec-Ckasrm&x). Swprp. of Safety ft Security, Burroughs Corp., Detroit, Mich.; Fkakk Siomm. Asst. Dir, Em ployee and Labor Relations. Gould National Batteries. Inc, St. Paul. Minn.; G. W. Koch, Counselor, Supv. of Safety, Western Electric Co, Kearny Works, Kearny, X, ), Research and Engineering Committee--W, j. Leeukuis (Chairman), Safety Engineer, Distribution Transformer Dept, General Electric Co, Pittsfield, Mass.; R, E, Whit*. toe (l 'iee-CMairman), Branch Ace. Prevention Mgr, Employers Mutuals of Wausau, River Forest. III.; C A. Buchanan, J*., Mgr. of Safety Programs, International Business Machine* Corp, Owego, N. Y,; Allah Kzss, Project Engineer, Daniel Woodhead Co, Chicago, IlL; E. K. Tayloc, Counselor, Safety Dir, Zenith Radio Corp, Chicago, III. ' Training and Publications Committee--C. A, Slauc.Hte* (Chairman), Sagnr, Plant Pro teetton and Personnel Safety, Jade ft Heintx Dir, Lear-Sieglcr Corp, Cleveland. Ohio; H, A. Pukjms (Vice-Chairman), Chief of Health it Safety . Western Electric Company, Inc, Baltimore, Md.: H. Ross Sinclai*. Supv, <4 Safety and Security, Burroughs Corp, Plymouth, Mich.; W G. Moo*heap, Administrator. Safety and Health Dept, AMP, Inc, Harrisburg, Pa.; E. J. Turrox, Counselor, Supr, of Safety ft Acc. Prevention, Westinghouse Electric Corp, Buffalo, N. Y. Off-thC'Job Safety Committee---M, J. Quincanvon rOtir'itfJiA Supv. ot Safely, Western . Electric Co, Inc, Winston-Salem, 5J. C.; E 1. Dvvitx. Fire Protection ft Safety Automatic Elect. Co, Northlake, Jtl.; D- Priest, Saieiy Adminutrator. Iniematintial Business Machine* Cnrp, Kingston, X. Y,; C. T- La-yh, Supv. of Safctv, Meter Div, Westmghouse Electric Corp, Newark, X. J.; E, E. Geshakt, Counselor, Supv. of Safety, Fngidaire Div, General Motor* Corp, Dayton, Ohio. Long Range Planntng Committee--M 1. Mittcx (Chairman), Supv. Safetv Engineer, Westinghouse Electric Corp, East Pittsburgh, Pa.; C F. Schlueteh, Counselor, Vice Pres of Accident Prevention, Emptovers Mutuals of Wauau, Wausau, Wit, C, X. FoA Counselor, Saietv Dir, Simplex Wire ft Cable Co, Cambridge, Mass.; t. j. Lawlek, Counselor, Div. Safety Engineer, Svkania Electric Products, inc, Radio Tube Div, Emporium, Pa,; G, MacDonald, V'icc-Pres, and Gen. Mgr., Seif Insurers Service Inc.. Chicago, III- Past General Chairmen--1947-19--E. K. Ta\to; t949->ri-H, B. Durru*; I93CM95I-- 'M. F Biancahiu; I9$t-S2--C. X. Fm.o--1932-Si--I M. T*-\*SW, i953-H--M. L. Millcx; 1934-53--1, A. Esmonds; j9jj.36--I. f t,*WLtii; j956-a?--C F Schluete*; 1957-58--E. . Gebhaxt; 193d-59--G W. Koch; IWjV-bO--W. F. McChisney; 1960-61 ~E 1. Tueton; 1961-62--0 MacDonald. Deceased 23 Other Volumes In this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title 1 to 9 Copies !0 or more Stock No. i General Sessions and indei to all Volumes $ .65 % .55 022.32--1 2 Aero-space; Air Transport .65 .55 022.32--2 3 Automotive and Machine Shop; Power Pre ts and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates .40 .35 022.32--4 5 Chemical and Fertilizer ,, ,. . .65 .55 022.32--5 6 Civic Leadership; Church. Home, Women, Youth. Farm .90 .30 022.32--6 7 Coal Mining . .. . . . .65 .55 022.32--7 8 Construction; Public Employee . . .65 .55 022.32--8 9 Electrical Equipment ,, . . . .40 .35 022.32--9 10 Pood and Beverage; Meat Packing. Tanning and Leather Products; Trades and Services .65 .55 022.32--10 11 Glass and Ceramics; Rubber .65 .55 022.32--II 12 Industrial Subjects Sessions (ASSE) .90 .80 022.32--12 E3 Labor .......................... . . .65 .55 022.32--13 54 Marine . . . . , .......... .............................. .65 .55 022.32--14 15 Metals . . . . . . . ... . ............................... ____ ..... .65 .55 022.32--15 16 Mining , , ,, . .............. .. ....................... .65 .55 022.32--16 17 Motor Transport; Transit ......................... . . .90 .80 022.32--17 18 Occupational Health Nursing ........................... ............... .40 .35 022.32--18 19 Petroleum ........................................................................................... . . .65 .55 022.32--19 20 Public Utilities . ...................................... ............. .......................... 65 J5 022.32--20 21 Pulp end Paper; Printing and Publishing. .................. . . .65 .55 022.32--21 22 Railroad . ................................. ........................ . . ' .40 .35 022.32--22 23 School and College ................................... ...................... , .90 .80 022.32--23 24 Traffic ....................... ................ ......................... . .65 .55 022.32--24 25 Wood Products; and Textile . , .................. ............... , .65 .55 022.32--25 26 Early Morning Sessions--"Communication", ..................................... 65 .55 022.32--26 27 Public Safety . ..... ... . .65 .55 022.32--27 COMPLETE SETS (27 Volumes) Si 1.00 any quantity 022.! 2 Ail prices shown are subject to a iO per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO II, ILL. 250036302 rafMTKO in s.. 022.32--9 24 1 9 6 2 Volume 10 National Safety Congress Transactions fOOD rand BEVERAGE; MEAT PACKING, TANNING rand LEATHER PRODUCTS; TRADES rand SERVICES # Btgfon/ng tfio Golden Anniversary Year of the NATIONAL SAFETY COUNCIL CHICAGO 11. IUIN01S 50th NATIONAL SAFETY CONGRESS Papers delivered in the FOOD AND BEVERAGE SESSIONS CONTENTS Disaster Preparedness Explosions m Our Industry Haw Line Management Trains for Safety A Staff Man's Approach to Safety Training B, X, Taylor 4 S. L. Halac 5 J, ft, McCann 7 H. B, Froney 10 Front Fessenden 10 MEAT PACKING, TANNING AND LEATHER PROOUCTS SESSIONS Personal Protective Equipment Howard Rebhoh 15 Or. J. C. deHall 18 What Small Plants Have Done Moderator? A. L Dittmer 20 Tanning Stanley O, Robinson 21 Meat Processing Shoe Manufacturing Herbert F, Klepper 24 William Cr Martin, Jr, 28 Re-employment of the Cardiac Employee Or. 1 racy Barber 29 TRADES AND SERVICES SESSIONS Keeping Top Management Sold Sherman T. Marker 33 A Safety Program Helps Reduce Claims loti A, Blomquist 36 Practical Solutions to the Floor Fails Problem 0, C, Rhodes 40 Officers of the Food and Beverage Section 1962*63 43 Officers of the Meat Packing, Tanning and Leather Products Section 1962*63 45 Officers of the Trades and Services Section 1962-63 47 Other Volumes in 1962 National Safety Congress Transactions Back Cover FOOD AND BEVERAGE SECTION DISASTER PREPAREDNESS By K. K, TAYLOR Safety Director, Zenith Radio Carp,, Chicago, III. I j U, (M.t ,iufr ,ill i,i \<*ir rir-t ;,i.i -up- j-ltcv in 1'iic loc.itu-n; provide f,tie ..r r'l'.rr .iiti nnry iijcMiun*. remote imm the nr-t ,<1 dispensary, where hrM aid Mippiies would be artevsiWe in time of <h<i-trr The** location* should -trie a* otpi 1% <!cjiti for fli main tint aid -taiion to m>ure a tresh supptv of bandage*. dre*ing, err 7 Orgum/c the in-plant d>-**tcr rnfitrr.l unit to crj with natural cause da*ter*, uch * flood*. fire*, etc. rather than waiting tor the m*>re rLv*icaj nuclear >h-a*ter Training 4>ould include fire-fight- my. firt aid. fire-preventiuw, and pede*tri.in i.id vrlncoLr traffic cuntn4. Thi* training .JfirtiiJ include jwrvrfw refruJwr course*- .1 iHrsehT an inform-tx renter within Hie jii-mt to handle the tremendous influx . } call* i<t tnii**r-*t*<*i netreriung irwnd* *n-f relative* working a* ti piant Idcjixne it;w r-mid l< j-rr run mt*< Mu* orn. (Iten. a m rum#-c- *ltee <fcx*>rT srnke*. -rr-t* - mH l*r )r-ikciil 14- tu 'lirw ;-reiei4v ",i" i-a, Du- jwiLLm ddm wtrm diould .1 n'#* *> Mm* area ter a rrmTvfil/Oef 1c.. r \ *B*rvR 4*id have -*e .(uxibar* ; ** mi thr event tier electrical ; *ju durmg m rmrrfmn i as av*4*liit> map t.j tl* 'Hi- dii rime*. durturs, and ho*;tai. wjthm ;. . trule jMTBnrter of your flam Inforr ,.ti.<r w.eiid include the dmtrr victim ea;>.c di i.i eui'b unit, tiw tvpe 01 disaster jmo,, . raw i: unit lu*. and, mute ifnjKirtant, w-.-ild tlie program stand u|> under the rw 1 1 ,ui overloading due to an emergency. The I--cation i Uie clergy is tiii* perimeter would l< nn-rtant to include in this information. ? Develop an etnplovees welfare group f.i *eruce injured etnplovees and their rela tive* The*e people would transport neat of t<> the hospital*. transport treated and rtr:,.ol to their home*, and, .vnt-ral, fate aw.> a |>.r * the wnrrv that -. -tl-i lr ti v insured (rr-n'. re.fcnMhiht` ft Maiut nn it tra*t twn `ctrtf.Me card tile* r>f die entire perv<ninel, 4mwiTig nams. -iifirnt addre*-., j>hnne numt^r, neat of ktn tn miiitv, ami tlie faith .j the emptojiee l^ir.e clttHild tie diligcntlv mtiintained arwl bej.t tn area* that would functitm in time **i dt*Atcr, vueh at the intormation renter 7 Constantly train and iw your disaster o*ntn*l per-oruiel, and awigrt only those peo ple who have the talent and attitude to handle their responsibility in time oi dtsavier Aiviyn aitemates for all key pouttoes to injure ciotimnty of the plan in the event key personnel bring involved in the disaster and becoming casualties themelve*. 8 Develop a clesuing station for the in jured who are being shuttled to the hewpitai* <r rlmies. This sUtioa should he acres*i!<le an outside exit and close to the main thor oughfares surrounding the plant. A revpun* 4ble persoti should be assigned to work with tlie fire and police personnel. This pern** would arrange for evacuadas of the injured by whatever means available. Again, it would be wise to have alternate locations to cir cumvent the possibility of inactru&alitv t>> j location. 9. Develop a mutual aid program w ttb vuur neighboring industries to lad help in time ui need. List what personnel, ei|tup ment. or other help these persons may lent) to each other when an emergency aric*. 10, The entire disaster control program -hould be based on the realistic thinking that natural cause disasters are possible at utv time; by planning to be prepared you cart alleviate the effects of these disasters. Remember -- ft can happen to voul!! 4 ana Bcierefse M-cliott EXPLOSIONS IN OUR INDUSTRY By S. L. HALAC Safety Director, Central Soya Co-, Inc^ Chicago, IU. Itt the past. *ur duet concerns were ex* )in`K3iis from liujt ami *<?lent vaj-or* They till ate today. However, modern method-. ,*m! changes in proces*tg are brmgma new t \()io*ion liarards into our tmJuvtrv. Chemt* '.als introduced mio jirf-'evMng may be the explosive tvpe. f have picture proof or the tremendous damage that can be caused U1 explosion in our mdu*trv when coruiitiui. develop m the process. j Kditor's note: Mr. Halac illustratetl hi* talk with a scries or projection slides which, unfortunately, were not suitable for repro.'ttcion here | Tiie^e ltdes will show the damage caused i v nuiupte dust explosions at Central Soya's 1 V.nur. Indiana grain elevator. '! "e c vj lo'ion* occurred at approximately i am, November 1, 1961. There were ' 'alme* Ten employees were injured-- - - e-ftindJy, Ml have returned to work. Mwj.i mall fires were extinguished by the fire brigade in cooperation with the - v tunteer fire department several -* -e -"einbers are Central Soya em* . *,4. mterniptetf in the grain ele* .1 H wever, the rest of the plant ccm* 1 " jeration as a result of tiie fine iH employec. -* ago our public relations de ritmnel at each ot xir facilities . ,.*>< Kvnrfltng major emergencies. The !**-a*-.r oplosion wa* the first major use .c pljn and the results were most satis* 1 Tlw isfain elevator uroups vvliere the esplvuei occurred are shown m this ,-cr(.il view of Central Soya's Decatur. In* pUm. J Tin* -ketch in" the elevator shows the t>ath << the explosion, which we believe Ccrted tm the top floor and moved down l< the hopper scale floor, out on the over head conveyor to the left and right, then down In the tunnel and to tlie left, ,7 In this overhead view we can see by the following arrows, the direction of the !!.(.1 \\c .-mi *ee where explosion* occurred ht die red mid blue sympols. The blue symL.|> ;m*o indicate where excessive pressure* iverc generated 4 iht \ucture m the head house ot Bldg. Ait. O show* the bridge, a part of the nip floor, atwl the hopper scale floor, s In this view we *ce the top ami tiujtpcr vale floors m Bldg. .\'o. o, 6 In this close-up view we cau *ce the ^metoral damage to the concrete etcrK-r w.ill on the Itopper scale fhr, $ C>amage to the footings on which re*ted the 31-indi eye beam Itolding the scale hopjter was extensive. Tlie beam apparently wax raised, then dropped, breaking tlie foot ing and caujtng a crack of Z inches. 9 The bridge between Bldg. A'o. 6 and \'o, 17 suffered damage to the corrugated heel metal walls of the bridge deck housing. IZ Umdow-s were blown out of Bldg, 10 workhou'e and the concrete was scorched, ttn the verond floor of this building wa* located a cotTee shop and locker room where five men were burned. At this building, the mrce ot the explosion split, part going up through the workhouse and the main force lining through basement tunnels to Bldg*. 2, and part of 4. 14. In a view looking easterly toward the car unloading shed damage above the tutmc! is noted- la. Looking wc-t toward the truck un loading shed, damage to equipment above the tunnel nut be seen. 16. A picture of the car unloading shed *lt<.iv* bulging sheet metal and a blownimt -ection. 17. In the Slianzer drier area, a car ip.trktd adjacent to the tunnel (leading from the string of silos to the Simmer drier). The force of the explosion is shown by the large chunk of concrete which landed on top n? the car with such force that the doors were sprung. .?!. Anotlier picture of the Sliamer drier 4iowc law the foundation was damaged by the explosion, and pressure caused the drier ,\'nli-nnt -Vu/i-fy Coii'jr,-st I. liiu-'l *.lf us anchor Mu D.iiujrc to tlir 'heel me-ral liou>nig aim t* noted -* Looking south from the Shanzer drier, ,i uew of the tunnel shows exposed rein'orcetnent rods of 1" to VA" m diameter It also shows the sire of the poured con crete, IS to !8" thick. J5, This jumble of iron and concrete vtinws damage to dust collecting antj other tquipment Mwccn the Sliatizcr drier and jumbo silos, 2h. riUagc operations arc underway at the tunnel. 28 In ttie tumid under the ca*t jumbo*, the drcl disrharRe hopper of the bin wa ripped out by the blast, earning grain to block the tunnel, We *wn alto see damage <* the concrete. 29 At the end* of two tunnel* at the ex treme north end of the jumbos, you can *ee how the protective lean-to on the left has been completely removed, while the one Mil the right has collapsed. Also note rite *eufch narks on the left. Jl. The force of the Mast was so great tlwt it separated the concrete, reinforced foundation leaving gaps of 6 to 12 Inches .it the comer*. 2. Scorch marks on the new concrete sil* -huw where the explosion look an upward trend- Its force extended upward 110 feet, and tore off the flashing at the bin level. Suw to give you a better picture of what happens in an actual dust explosion, I would Me to show you three slides obtained from 'he S'orwood Laboratory of the Firemen's Mutual Insurance Company. These slides how the re*ults of an explosion using a 12 pound sample of du*L J.1. This slide shows dust m suspension ** it would occur in a primary explosion. This dust would be shaken down from t-esitm, ledge*, spouts, ducts, etc., and would ri-Milt in a secondary ground explosion which i-ually causes the heaviest damage in in- du-trul <-,1 lie dn-i rotmcmr.itiMii in ibeir 4.100 cubic foot volume tunnel wa l 4J/j gnu. per cubic foot, which is coniderably above the lower explosive limit * L E-L.) of 065 gms, per cubic foot. R In this view the doors of the tunnel *re secured H dosed, giving a venting ratio of I 267. You wtll note from the smoke mud at the exit that the tunnel is having difficulty tn relieving from the cxplo- ton pressures. Ti As shown here, the doors of the tun nel are completely open, giving a venting of ! 165. N'oic how the explosion hat completelv relieved itself of any back pressure. These last two slides have shown the mi$rtance of getting the proper venting ratio into buildings, tunnels, etc, for relieving any explosive blast. The explosion at Decatur has empliasizcd many things that can help us to prevent dust e vphwons in the future hirst of all, we must recognize that any lut in the grain industry is explosive. Only small amount of dust is necessary for an explosion. With the lower explosive limit >nty .065 grams per cubic foot, dormant areas must be kept dean and asperated because explosions can occur in dormant areas at they did m the tunnels under our jumbos. Secondly, we must recognize the condition* that will help prevent dust explosions ami take the action required. I am referring t*< good housekeeping, effective asperalton *y*. terns, preventive maintenance, static control, training of personnel, proper operation ot equipment and systems, and good supervisor* follow-up. including frequent inspections Thirdly, a good emergency organization trained in fire protection and cooperating with local agencies. And then, if an cxplodon docs occur, wi nced to be prepared with a well organized program for handling the emergency. r. ,ni iiud lin craqr `Zt'ainn By J. ft. McCANN Fire Prevention Manager, Ralston Punn* Co., St, Louis. Mo. Uu-t explu-tinns ate a constant threat to i*uv firm tn the grain, reed or flour milling business, The threat i*n`t limited to the grain business, however; it is a serious hazard in pulverized coal, wood flour, spice grinding, chemical and many other plants, Mrange as it may seem, dust explosions can occur in wme metal working plants as will he <linwn 1-ner What we term an explosion is really nothing more than a fire that happens very rapidly. It i* accompanied by noise and pressure; v> instead nf calling it a fire, we rcier to it as an explosion. There i one essential difference between a fire and an explosion With a fire, we u-ivilli have a fichimg chance. Mo-l fires 'tart small and if discovered in time, there '* a 50-50 chance oi extinguishing it before major damage i ikme. Early discovery, extinguishers and automatic sprinklers tmpmve our odds on fighting a fire. With an explosion, it's an entirety different matter. If conditions are right and an explosion xrcur*. it's to<> late to do anything about if. We trm<! prevent explosions beaus* once thry Itttppvn, we have lost the "fighting dianee" we have in a fire. We said earlier that an explosion is really nothing more than a fire that liappens very rapidly. It is worthwhile to briefly review what we know about the chemistry of fire To have a fire, we first oeed something to burn--some fuel--which is represented by (he base of this fire triangle. Then we need a source of heat to get the fuel hot --up to its ignition point This is represented by the heat side of the triangle. Finally, if we bring fuel and heat source together in Hie presence of oxygen, such as in the atmosphere all around us, we have a fire. Our purpose though is not to learn how to build fires, but to prevent fires and explosion.*, or once a fire has started to ex tinguish it The basic principles of fire con trol and extinguishment and explosion pre vention are simple when shown with the fire triangle. Alt we need to do is keep one leg of flic triangle away from the other (wo and a fire simply cannot bum. For instance, if we eliminate the hat leg, the fire goes out. How do we eliminate the jtc;ii Jti the ratling streams of water from either an exiiniruisher or ho** hue. We cool the burning material Mow its ignition point and the fire goes out. The use of this prin ciple in fire extinguishment t* probably as old civilization itrif--the use of water ir put out a fire \ second principle is (o eliminate oxygen. Without oxygen, a fire cannot live, the same as human life cannot survive m an atmos phere wuhnut oxygen. The normal atmos phere contains about 33-21 per rent i-svgen. If we reduce this tn about 14 per cent, the fire simph- cannot live. We cull ihis "-moth* erinc" the fire. We make use os this principle m certain {>!> of fire where the use of wafer would lie a hazard Dn live electrical equipment, it is often unsafe to use water because the current may he carried back on the stream of water. On gasoline, oil and grosc fires, for instance, water would spread the fire. In such case*, we use extinguishers with CO*, dry powder or vaporizing liquid. These Have the effect of blanketing the fire w as to exclude die oxygen; the fire simply cannot live under these conditions. The third principle, oi course, U to re move or eliminate the fuel In many cases this isn't always possible. We can. how ever, eliminate unnecessary fuel in the plant; this is of prime importance in talking about du-t explosion*. Every pound of dust we can eliminate, by practicing good housekeep ing, is one of the best forms of explosion prevention we can follow. Now to talk more specifically about dust explosions. We will try to set tip under controlled circumstances the same condituxis we would have in a feed mill dii*t explosion, Vou will remember we said an explosion is nothing more than a fire that happens very rapidly. For our first step, let us bum some grain dust Wc will get some clues as to why it explodes In the way it bums. Getting back to our lire triancle, we will ti-e some com starch as our dust for fuel. Com starch is really nothing more than finely ground ami sifted com. A teaspoon or two is placed In some cheese cloth and dusted over the flame of the alcohol torch, our heat or ignition **>urce, Notice par- 7 IWii \iiHiiihii Safety iiiitifres* It-tU.trlv, liu die <iui bums- A* die du-u . t*rtil -cttlcs over die flame, the heat ignites die |Mrticte> of du*t next to the flame. A* liicy hum, the> in turn give oil heat and iltmic the |articles next to them- The flame iravel* right un up (he dust cloud. tn technical terms, we call this flame }ini(*a^aiion. it means that if there is a dust cloud hi the air and a source of igmt**n, the flame will travel from one nul of die dust clnod to the other much like a chain reaction. This explains why in an elevator tank gallery or an elevator tank basement dial m*i be several hundred feet king, if there t a source of ignition at one end of the tank gallery, die flame or explosion will dash the enure length of the gallery or ki'Ctncnt. Kuw, as the dust was burning there were Mime other things taking place that were ttui visible to us. One thing happening was tltat at the dust burned, some gases were being given oft--(he products of combustion. Their *:;** form tlw prrst-ure (lut we aviocutr with an explosion, but evidence of pressure wav not visible Iwcattsc as the gases were formed dies were vented in all direc tion-*, The ties! *trp is altemjXm* to vr? up the Mrtie eixvliliunv dial would prevail in a dost explosion is to partially the*e gave* or the pressure to demonstrate dt prewure does exist. With a piece of ordinary stove pipe open nt hmh ends, we will attempt to make this lcnvintration. The stove pipe is placed aver the flame and the mm starch is dusted down into the pipe over the flame. Now as the (arch du*t lom*. there is very definite evi dence of pressure forcing the flame up throngh (he top of the stove pipe, fn effect, what we itave done i* to partially confine die pressure as it was built up. With the vfme ptjic we prevented the gases from vruling themselves horiwmally. The only wnv (he pressure could be vented was out through (lie top of the stove pipe and that, *? course, is what forced the flame up through llte vtove pipe. Hrre, a* a little digression and principally a* a Mxirce of interest to you, let's forget about xnm dust for a moment and talk albeit metal dusts. We alt know that or* wank* material* *urh as grain dust, coal dust, wf flour, and tlt like will burn and ex plode Uhai many of u do not n iliae is dut material* we ordinarily think of as iticumbusuhlc, if tliey are grm.nd or pul verized finely enough will burn and explode with much the same characteristics of grain dust. Aluminum powder, (he same type oi pow dered aluminum used in the making of aluminum paint, if dusted over the torch flame, bums and would explode with ju*t as much violence .<> gram dust. Now, it true that if this aluminum were m the form of a sheet, or a l*r of aluminum, the heat from die torch could be held against the metal all day long and nothing would hap pen. However, with that same normally in combustible metal in a finely ground state, .*e see definite evidence of its combustibility -uid explosibiltly. This fact--the explosion hazards of cer tain metal dusts--was discovered in several costly explosions during the early da>* the war. Industry started working with cer tain new alloy s, aluminum bronze brine r*K of them, and a number of metal dust exj-b*moos occurred in grinding and poti*hin? craiions before fire protection and uter* men realized that under certain navlitton* normally incombustible metals could be m-t as tiaaardous a* the other dusts like d--',r itrain, and wood flour. To continue our demonwratiun or tl.e i-i-t explosion hazard, let's complete the step in-i attempt to create an actual dust rxp!<--net In this small model elevator, we will attempt to set up the same conditions that would prevail were we to have a dust explosion in a regular plant. In addition to what wc have already seen, we need enh* to confine the pressure that will be built up a* ihi* du*t bums. We will accomplish this hv plums a paper roof on the head house of tite elevator. In the head Iwuse or work hou*e section of the elevator, there is a small cup just below the r ( section, in this dust cup we will place le or two teaspoons full of dust as our fuel. The source of ignitions, m this case, will be an electric arc inside the work house. About two inches above the floor of the ele vator are two electrodes to which a high voltage transformer is connected. The elec trodes are separated by a spark gap of about one-half inch and we will use the high volt age electric spark to touch off the explosion. One further thing--we need to get the dust thoroughly dispersed in the air. We need a good dust-air mixture to bum or explode t'uod and Beverage Secttan catch the same as in the carburetor ot your \-tf \i`U need a good gasoline vapor-air mixture to form an explosive mixture in the evlmder. The dust will be dispersed into the elevator by giving it a shot of air from die tank. Then, with the pressure confined by the paper roof on the head house, as the dust cloud settles down over the electric arc, it will bum (explode! and the results will be evident- You will notice that in the demonstration hs, ii?ed approximately two teaspoons full *miu du?t. I think v<u !l agree that we ;<* a pretty fair explo.-ion out of this small or fuel; most of you could hear the explosion and perhaps could feel the pre>turc wave that bounced out around (he Now, imagine the terrific destructive force that could be generated by an explo sion involving several hundred pounds of dun In any gram handling plant, regardless ot ! dean it is kept, by the very nature *! it* operation* there is bound to be a ecn i.hr.il: *4ume >.i <iu*t around. IT* a quo-ttun which dust is the more hazardous: the called static dust in piles on the floor, collected on the overhead, the spouts, the beam* and the ledges; or the suspended dust m the air in a cloud. .Either one can be mighty haurihxi*. Thi* explains why so much emphasis is placed ( good housekeeping in any elevator, iced mill or flour mill. In a dean plant. Id's assume (lot conditions arc )u$t right for a dust explosion and the explosion occurs. If the plant is a clean one with a minimum of collected dust and dirt, chances are it will be rather small primary explosion that may bulge spouting, rip open a leg. or something like that. -In total, the relative amount ot damage will be small. Let's assume that the plant is a dirty one with considerable dust in evidence in piles on the floor, collections on spouts, beams, ledges. And the overhead. In such a case, what hap pens Is that we get the initial primary ex plosion. This shakes the building just enough to jar loot* the so called static dust collected overhead. This dust, coming into suspension, adds tuel and we get a second and jxrhap* a third explosion. The second and third ex plosions are the ernes (fiat really do the damage. Structural damage in such cases can he terrific, as 1 run *ure you all realize trom the pictures and accounts of explo*inw ;.eiu have seen. It should be said that it is normally rather dirticult to have conditions just right fur a dust expiu*ion. That is a fortunate circum stance. Otherwise, grain and feed plant* would be blowing up every day all over the country- Actually, the mixture of dust in the air, the source of ignition and all of the other lactorv are rather critical. Some sec tions oi the country seem particularly subject to dust explosions, while in other sections, die record is practically dear. It is thought th.it humidit> has much to do with the dust explosion hazard; in a cold dry climate, the hazard is more pronounced ilua in a warm, moist atmosphere. At any rate, with the fuel (a dust cloud in suspension is the airt and .1 source m tgnmen. the potential is always there. Work to prevent cxploxons is aimed at the two legs of the triangle--fuel and bent or ignition source. By riimumuig am- po tential ignition sources through good elec trical equipment; by rigid enforcement of no smoking rules; by careful control ot cut ting and welding practices; and other -imitnr precautionary measures, we attempt to con trol the source of ignition. The dust cloud in the air is ihcomically harmless **> long a* there is no ignition source to touch it off f>> completing the three legs of the triangle. The other approach to explosion preven tion is through good housekeeping, tiy in sisting upon good housekeeping and reducing dust accumulations to the minimum, we at tempt to eliminate the fuel that is the base of the fire triangle. In any grain or milling plant,'by the very nature of its operaiion. there is bound to be a certain amount ot dust present at mot of any time. However, all snorts should be aimed at keeping this dust to a minimum through adequate and effective dust control systems as well as general good housekeeping principles. }W.J HOW LINE MANAGEMENT TRAINS FOR SAFETY By H. B. FRANEY Plan? Manager, Com products Co., North Kansas City, Mo, ** m'-k i.vii'' ,o"w.*- i!i-inr ll e -ir-l place in snaniiitisncntN thinhm but it * |art i tlu-tr uvrrnll rv-jmnMhiltiv, \l first the *:nVv curve cue* down, thin tUtrtK .nit; thi< it generally true. Fitly j--f > itit nr accidents can be changed by -..m-ii ingmeerinte; the other 30 per cent, 'v vii.incuiw' the wucker*' mind*. They must alert. >,mi> i- lu-iv.iily a j>trnii:il; but how In hi ut the full potential--by tmimns? *v>* EU Uudiinc ttu make aware bv in trm-ttuni Teaching i a more {ef'onal word 'h.tn training. I* tench site:* ill IrvcL in a plant mu-t lx- wild on tl-e idet *uj'M- rv '(evelojimem t* the k<x t-i .,,riv ir? art urtramratiun. i"Vid mijcvi-i'hi iur.it!* good safety. good relation.hip mut be r-tabli-Iw-l between the employee aw! the upervi-*tr and the *uf*er\i'<jr and hit bo**. Line .u|nrv-t.ion clearly lui* the responsibility nr set ting this job done The tuff's fetpoo-ih,ly t to maintain jierspecthe ami Jevet>t ... irnral Sitetv resjion-tbility is a function tir\i*ioo, management and staff. A STAFF MAN'S APPROACH TO SAFETY TRAINING By FRANK FESSENDEN Manager, Selection & Training. Kraft Foods Div., National Products CoChicago. III. J !.. |ti,|K' 1 i.t talk mturmaJly and -is.- rf!y .daiut some ot the thing* we all know, hut insert max tail tn practice. I.ei's >i.rt Iw reminding uur*elve* ot three principle- that arc fundamental in our work: l. The atety man t* not repon*tble for *afeiv, , J W orker* diould nm lie taught to do the u.ti the *aic way. ,< it Is not the objective of the safety man tn avoid personal injuries. Let's discuss these principles, one at a lime--".tuning with the precept that "The .ifctv man t not responsible for *fety.n The only reason tar the safety man's exi.irrici- it to help managers manage. The manaKtr--and I use the term to include all level* *! -upendsion--is a very busy man. He must schedule production, control costs ..t>d quality, train people, maintain equipment, .itid--among all these and many other things !.{ ,Uo that Ins operation..idvnt-trve To the degree tliat a .--iVrv mail an hrIf u manager achieve the * i lent-prevemion (tart ot his job, the xaisiv m.m will In: successful. To the degree tii.it he trie* to take over even that pan the manager'* job, he must sooner or later fail. X little arithmetic wdl demonstrate w`v this is *o. Allowing for two weeks' vacr-tt-et. an individual employee spends about 2JP*1 Stours per year at work. In some eomt wir-. 40 or so of these hours may be j*r*r : tormalized- safety meetings. Thi* - vc* 1,960 hours per year when the em{4 .vce'* experiences will be directed by Hi* -v * *; * and not by a safety man doing formal -nut in*. Even without considering that tic ->. jiervisor is the man's boss aod is t!u* \ '* naturally influential position, the safety man, in 40 hours, could not be expected tv .-i*,* An impact equal to that which a Mpc.'w*-*-r w-ilt hav e in 1,960 hours. Foad and Beverage Section ft would seem logical, then, that a coin pans'* approach to accident prevention should lie one that i* made through the company's supervisors- Everv individual supervisor mur/ be held accountable for hit own operations ,md for the frequency rate which results from hit accident-prevention activities, or the lack of them. He must be made to seel and to accept this responsibility r, a part <i his yob. yuvt as he accepts the scheduling ut production, cost, quality control, etc 5n addition, safety people must remgmre that their activities are only advisory and -ervtee in character, \b long a* a viaif iran is u.iitmg to do what a manager thoutd tin for himself, he will probably be allowed to do it. The (rouble is that when you do it tor him, the manager does not become a better manager; he may even become Iris capable tn either case, he could soon lose the respect of his subordinates, and accidents will begin to increase. To repeat, then, the vifety man is not responsible ior safety-- the supervisor is. The only measure of a t&ieiv man's success is his effectiveness in helping managers manage. Now let's look at the second principle, "Workers should not be taught to do the job the safe way'." This results from the iupervisor's over-all responsibility as dem onstrated in the first precept. Since the su pervisor directs many acuvuie* other than wifely, all of which have some bearing on method, he must lie made responsible for establishing job methods and for seeing that they are followed. He must establish and teach the over-all right method which will accomplish his total job. A* *aicty people, we must work closely with him to assure that the method estab lished is as safe as is practicable under the circumstances. A- a result, workers will not be confused b> bong asked to follow one part of the method because it's right, and another part because it"* safe. Moreover, they will be dis couraged from changing the established method on the excuse that some new- way is safer. Of course, we do want workers to work safely, and we're really only follow ing that concept or philosophy of operation which is most effective in getting them to work safely. \i staff people, we make the line-staff type <<i organization work to our advantage by c>>niiii'iat|i hudiiing up the v.irious levels of management m the eve* ot their subordi nates, so that tiie workers get the maximum impact from their own boss. They are not taught to do their jobs the safe way. they are taught to do them the right way, and we help the managers to *ee that the right wav is sate. The third principle `avs, "It i* not the ubicrtiv* of the safety man to avoid personal injurie*." Naturally, 1 don't mean to say here that he is unconcerned about personal injuries. However, the objective i to pre sent accidents, and we have many accidents where no one is injuied. Perhaps, a fork-lift truck driver drives hi* track off the end ot a dock, jumping to safety in time tn avoid injury. Certainly, there vva* an accident, which wilt cost money even though no one was injured. There will he repair com* to return the fork-lift track to -ervice; there will be losses because <ome work cannot be accomplished with this piece i-f equipment out of service: or there will be rental charges for comparable substitute equipment Likewise, there can be accidents winch cause damage only to product; product losses, too, like other accident costs, must come out of earnings. If vou have an acci dent, tor example, which destruy* $100 worth ot product and you are operating on a i per cent margin, as matt> organizations are, over $3,300 worth of product will have to be produced and marketed to make up the loss of that accident. Then, too, all of you must have seen ex ample* of accident* where no one w-as in jured, no tool* or equipment were damaged, and nn product was damaged. But, there was an accident, and even without personal injury* damage, there was lost of time, lower productivity, and lessening of employee mo rale and good work attitudes. Therefore, while we can always be happy that no one is injured in an accident, the objective is to prevent the accident. So much for the principles. How does a Safety man go about his job, within these principles* Well, if he follows this ap proach, he must certainly give the line su pervisor* a square deal. He must be square with them or he won't be helping the man agers manage. So. let's look at "How to be a square." /Vrt? Stih'wal Safety Congress To help ific managers manage, the wfetv -rtiiuiv almost too simple, bur how ran vnu man must help them analyte their accident really tmpe to train an individual to da a prevention problem*. Investigations of indi vidual accidents, accumulation of data con cerning types of accidents, similar data con cerning haaard*, tammarics of insurance lob if you have oot first studied the require ments of that job. How can you train him to do something if you don't know first what v<su uxmt done, orts--all of these represent analyses of one type or another which you make to help the managers <k> a better job. Following these analyses, >ou probably visit with your managers to give them the analysis results and advice about actions they could take to improve their accident preven tion program. Vow advise; you suggest; you counsel; you recommend--but always with the thought in mind that the manager will 'to the actual deciding. You heif the man agers manage. After a decision U readied, iCtion is necessary, and the safety man os be most helpful in taking the action. He provides services oi many and varied kinds; signs, posters, contests, letters and memos, meetings, motion pictures, etc- It is not enough, though, just to analyze, advise, secure a decision, and help with ac tion. If we stopped at that point, we would never know whether our action actually ac complished what we meant it to. So we have to check up, evaluate, appraise, judge how- Second, we have to "know what he does know." We could waste a lot of time trying to train an rndhriduai to do the things He already knows. So, in addition to knowing the job requirements, we have to find out as fully as we can the individual's qualifica tions. This makes our training job easy; if we know, fine, what he must know and we iww know what he doer (mow, all we have to do is subtract the second from the first, and we have come to the third point. "Know what he needs to know." This, of eixtrse, represents training need* vnd tell* u w-hat parts of the job he can't kof-r to do. fiut which we know he must be able to tin to meet our requirements. But, we must also "know how to make him know.'' Thi* i* another way, only, of making reference to training methods. If we don't use good methods, he may never learn the thing* about the job which we have already found o he important well we really did what we set out to do. Finally, we must "know that he does Here again, the safety man can help. He can know." Having trained the man, we mint work with the supervisor in making evalua find out if he is really prepared. In other tions--to see how good w-e really are. And wircts, we are testing him. This doesn't have strangely enough, there is such a close re l mean a pencil and paper test where ques lationship here, that he will often find htm- tions are checked true or false Actually, we ;clf making additional analyses in order to are concerned with his ability to put into evaluate, and the evaluations in one square f-rjettee the things we have tried to make will overlap the analyses in the next. Iam understand This step might W a* sim So far, we've talked rather academically ple as casually observing him <m the job about safety activities, and maybe we should get down to some specific*. Let's look at some specific ways m which you can help managers manage. Here are a couple of thing* that have been helpful to other man Hut, however it is done, it must be done soon enough so he will not fora bad habits or cause accidents or damage machine* or prodnet before we discover that re were poor teachers. agers in getting across vme of the basic This now looks like a pretty complete lift thoughts in good training. You can use ing of how to train well. In the total job oi these in your safely Activities just as readily managing. Iioweser, there are two more step* .vs others hate used (hem in other activities. to think about. First, we save a great deal First, let's talk about the training process of tune, effort, and money if we can reduce itself. Much of the time we are concerned the necessary training to a minimum. We d<> with the knowledge and sldlts required by a this if we select from among the best that rob. We want people to know something. are available. The more job qualification* Too often, we forget (hat we, too, muse an individual has, the fewer wr have tn know some things. For example, before try teach him. ing to do * training job with a worker, ?vr Then, as the full teaming job ts completed must "know what hr must know," This --even presuming that it'* completed well, it 12 Food and Beverage Section will all have been in vain if the worker dors not actually do what he has been prepared to do. We must see that he performs. He must put into practice all of the elements which hit ;ob requires As indicated earlier, many manager* have not set taken the time to look at their responihilitv for training people in this kind *t wav '"ifetv people help them by opening flieir eye* a bit. And, at the end. you can <ummame it by suggesting how `imple the job really is, for all they have to do it select she be*t, make them better and see that they (erform- lu order tu follow up effectively on all tin*, we must know how well each employee doing what wc expect him to do, \Ve have to make some kind of judgment about each individual's performance. We d* it all ihc time--consciously or unconsciously, for mally or informally, objectively or subjec tively. In fact, just keeping an employee on the payroll implies a judgment that his per formance is satisfactory. Since we can't (rally avoid making these judgments and since it's such an important part of meeting our responsibility, it's important that we find ways to Improve our judgments of individual performance, particularly the judgment of nett' people on the job. You might find this little gimmick helpful to vou m working with foremen. We have a line here on the left which represents the minimum and maximum requirement? oi the jb; and a line along the bottom divided into lime segments of, .>*. one week, two weeks, three weeks, etc We now have the neces-try axes m which we can draw : tvpreal Icamins curve. Note that this teaming curve ri*e. quickly at the beginning and tends to slow up as time goes oo until it reaches what i* called the plateau of learning. But what doe? all tins mean? Welt, it means that when we hire INte Blade with mintmunt qualifications for his job, we would normally expect him to become proficient to the aegrtc shown, bv the time shown. In this case, a fairly simple job, he picks up half the total qualifications in two weeks and has nearly mastered the job in eight weeks. Let's suppose, though, that at the same time we hired Pete Blade we also brought in Ked lohrsoa After a week, the super visor observes that Red has only teamed about half as much as Fete. After two weeks, his observations show that Red still has teamed only about half as much as Pete Again at three weeks, still only half. Now, if we make a curve tor Red. it doesn't look very good Moreover, we might ask our selves if we can afford to spend five more weeks with Red Johnson-- let's project his line--when it appears that he might end ftp just half as good as Pete anyway. Of course, none of the learning curves for individuals are really this smooth. Because ot our first three weeks of observation, wc wight discover something about Red that helps us to motivate him. His curve might then even jump ahead ot Pete's. W'e can't always be postive when we're dealing with {copie. We are expected to know- what is normal, though, and to observe significant changes from the norm. We also have to take action on trends or indications when our judgment tells us it's the thing to do. These are the judgments and decisions lhat management people must make. If we do decide at the end of three weeks that Red's not going to make it, isn't it much better to have made these observations and the decision in three weeks, rather than to hive waited eight weeks, twelve weeks, or two ;,cars. There's another way, too, tliat observa tion* might help us. Suppose we hirea Roy fireen along with Pel# and Red. We observe Roy, of course, along with the others; at the end oi one week, we see that he's learned hatf again as much as Pete. At two weeks, he's itUI ahead, and he reaches optimum per formance after only four weeks, as we can show by filling in his curve. Now, of course, Roy may just have been a very fast learner peculiarly adapted to this Job. On the other hand, i we study the reasons tor Roy's fast learning, we may find some changes we can make which will make oil our new people fully productive sooner. This would be worth accomplishing, wouldn't it? Now, you've seen a couple of gimmick' which may be helpful to you. If you people are anything like I am, you are always look ing for that new little twist to an age-old maxim. So often we get tired of saying things over and over again. Sometimes we get so Ured that we stop saying them. The trouble when we *top saying some of these things is that, at the same time, we stop doing a part of our yob. 1J JVgJ Sutionai Safety Congrets Since we are all honestly, genuinely, and eagerly interested in the prevention of acci dents, t do hope that you will t. Make increasing use of individual eval uations of new people through the use of the teaming curve. 2. Select the best, make them better, and *ee that they- perform, ,t Be a square by providing analyses, ad* wre, services and cvaJiBtions, and 4 Remember r a. it's not the objective oi the safety man to avoid personal tniunes--the objective is to prevent accident* fo, Workers should not be taught to do the job the safe was. thev mut learn to do the job the right way. e. All of this follows because the safety man is not responsible for safety. The onlv justification for hts exist ence is his ability to help managers nvanage. 14 MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION PERSONAL PROTECTIVE EQUIPMENT By HOWARD REBHOLZ Safety Director, The Rath Packing Co., Waterloo, Iowa 7 -ubju-i t> motivating people (o use ervr-.tl jTotcrm c ciiiitjxncnt, w lurh may be ; V4pka**d t* menn Iwm do we get people (cturm their ta-k* cfhciently, using all `he accepted tools of ilic trade* In order to letier muler-tand our pruhlems tn the speuric *:ea ui personal protective equipment t-agv. we wed to take a serious took at the -tai rvhiiion-iiip between men, materials and and the baste foundations we have w. -k witit to accomplish our goal of : - efficiency. We wilt deal with people with character* -sc- ! responsibility, irresponsibility and ndirferent behavior. On the plus side of r -de. wc have tliose responsible indi* -idual* who arc easily trainable and highly r*-(noble, who can see more immediate '}< of work and arc interested in putting -`re mto their job than is called for tn the >h .h-wrtpiicn. As we progress down to- i(,e minus, the scale of behavior -fie- te* desirable until we reach the > m (*r cent. This is the group we ". .nk mi a* highly careless, indifferent, acci* Imt-prone, *eomful or prone to have be at i-jf problems that require considerably* >*re -ncaticn than the average. In years past, many accident proneness indie* have been made to determine why `ie are not able to successfully weed out h- -e people who are accident repeater* in M.Mjrr to eliminate many of our problems n accident prevention. Several year* ago, we c*tabli*hed profiles in our plant and *cn or fifteen per cent of our people had "tore than lialf of the accidents of all ia**e* It was also established that those >.*Ik luuf frequent first-aid visits were most irvtpwnfly on ih* medical treatment and ; d-time injury roster. Similar studies were nude by manv large corporations and the .roMera thoroughly analyzed. fhc prcvi'/U.-iy wiitum-d oi citm- m.iting (hr (fending ten per ``ent did not urove m.t-mnch *- n w,.- <h>-wn dial Hilly a very *in,ill |irti< n < t the ten per vent were chronically actidcm prune and ihat accident repeaters ar- a -hit'ting group. The theory finally c-ubli-hed tliat aeci- Srnt refloating tenHencie* ran *nty be over > '`me by* intelligent and thorough training. No many factors enter into the accident repeater picture that no single magic panacea van be applied to this iroubles*.- ie problem other than an improvement in the entire field of human relations. More than a year ago, we rqjened a new slaughtering plant arid before beginning op* crations a safety meeting was held. At that time the plant superintendent passed out `afety equipment designed fur maximum rather than marginal proteetion. He made it plain to each person that the use of this protection was a part of their job and that they would learn their jobs while urine this equipment He also impressed them with die importance of cleaning .-.ml sanitizing fhc equipment thoroughly to insure the wholesomcnest of the product this equipment would come in contact with. This plant was operated more than a year without a serious knife injury. We think it remarkable; m a riaughtering plant even' employee uses the sharp Itand tools which normally produce more injuries in the meat industry than any other single factor. Referring back to our scale o, human IwhAvior, we see one hundred per cent re sponsible behavior in this plant because of a conscicatious management that recognized the importance oi good productive practices and applied the best remedies to prevent production interruptions. On tlie other luind. there are plants where supervision is con vinced that because of certain elements of IS Nit' A > K.^ngr,sr die job. protective cijuitanrai cuint-l be n uc nly portal pruteciwa ran be wora. la built ivpev ui f>Unu there are t*v|4e with the ome basic educational bockgrumd. ridJI. health and other factor}. One taut operates injury free; the other wrth frequent and imtlv injuries that make overmanning nccc*4jr> to keep all the job* filled. I firmly lielieve that, a* managers we make our -ale of human behavior, in spite of the tart titat we sun with a group that might i>c profited according to the line of general human behavior. Let* dixuss *ome of the factors under . <.n-irieration, When we speak of working million* we include men. materials aad machine*. We seldom like to think of peo ple as machines; however for the sake of our illustration let's regard human manpower .1% the machine designed to do a job tlvat cannot be done by any other mechanical mean*, because of need for his independent judgment, versatility and skill. When we view the accident rates of ihe meat packing industry, we have to regard this man at a machine that frequently breaks down more frequently, in fart, than in the -tcrl industry, explosives industry* and many others, Undoubtedly, be started out to be s good a machine as the one hired in the ted mill, but we lave not maintained him itt an efficient manner, so he breaks down and we will !o*e his pro-fuelkw 20 times every million manhours, in the steel mill this human machine breaks down less titan five time* every million hours. In many plants tito hitman machine never breaks down. Now ict` take a look at some of the tres-es this human machine is subjected. They may have something to do with how well he is aide to function efficiently without bfk<k>wn, l>uc to the nature of the bum* ue*, we arc bound to subject him to ex treme* in temperature. We may range from 100 degree* on the lull floor to 20* below reru in the freezers- Due to the high co*t of buildings in this industry, we try in crowd as much product into our available 'pace as possible. This means that this human machine has to frequently work in limited aisle and access spaces. Must of our equipment for transporting t-rodiM is heavy. This human machine pulls hand truck* weighing 700 or flOO pounds with !J>U0 puuod loads. Wc drop 200 or more cos his shuolder alt day king as h comes quarters of beef into cars ami tracks. He Is expected to lift boxes of product waghsog more than 100 potstds m awkward positions, without suffering back and mmole strain. We hare placed sharp knives in the loads of this human machine and asked him to disassemble antra! car* raises rapidly, cutting only the areas* and not his body. We have established a senior ity system that Insists all people are equal in health, handiness and ability and placed him on jobs dictated entirely by his length of service rather than his ability to do the job. We purposely bought this human machine because be lias a brain, can think. j versatile and can be adapted to the work that must k done. Therefore, we should consider the "mental conditions" of the plant, la spite > the heavy work we do, there are bsk knadcs to every job of lifting, carrying, -hoveling, etc. Unless Uus faunas machine <* properly lubricated with knorrSedge of the ,u b, wc ean anticipate an early breakdown. W hen we guard this human machine with mesh gloves, arm guards, aprons, knife guards, etc. his mind needs to be "timed m|i" to the reasons why this protectkm i* worn; a climate mut be established that leaves no doubt in his mind that this is a pan of the job. The next coouderatioa in making this human machine operate without interruptton i* the psychological condition in the plant. (iomg back to our scale of human behavior. Have we motivated our manpower to the plus or the minus side of the scale? Du we have frequent stoppages, strikes, unrest*.1 I* the management image one of healthy, inoperative respect? fir is the worker atti tude one of getting by with the least amount <>> effort for the most pay? This completes me side of our pyramid. >7or let's lock at ihe man a* a human bang rather than a human machine and build the other side of our pyramid. We would like to title this side "Management Foundations," which rep resent "good organization of work** and "confidence and respect." Performance in ventive* are needed here, Three basic performance incentives should be thoroughly engrained into each worker. The first is to instill a sense of responsi bility in each employee that goes beyond the Weuf Paehinq, tanning and Leather Products Section mm-uati: fv-jomibilitic* >>t 'he I oh A worker should not nnlv know how to do his job, but how it ties in ' ith the finished product. Regardless of he v simple a job may appear, an employee should be fully indoctrinated with his basic responsibilities which brvtg us to our second point. What art of a job of training do we do in terms of defining the employee's job and total responsibility 1 We went over this problem with a group >f our pork division foremen and produced a job description setup 1 think ts quite good. We have used it on a limned basis up to this tune tor experimental purposes. When we tint started talking job descriptions, we had a long ii*t of items we thought applied. Finallv, we boded it down to five things that every employee should know about his job in order to perform responsibly. They are a* follow* - tools and equipment, hazard* and difficulties, elements of the job, effect on ubsequent operation- and average time tn team the job. Our third point t* safety equipment, is protective equipment adequate tor the job? fs it marginal' Do we overprotect? Or dn we take a realistic look at all possibilities jv a result of intelligent analysts of our pre vious injure*? This analysis m most casts ivtli spell out the maximum u*e of protective etuipment. especially on knife jobs. There are many other facets of protective equip ment to consider, such as safety shoes, goggles, face shields, gloves and items con cerned with handling of emergencies, clean up operation.* and the handling of chemiot* Information (*s protective equipment, a* mentioned above, should be given to the employee on the basis oi why he needs full protection rather than marginal protection. Unless he fully imderitandf the need, he is more inclined to chisel on the rule* of pro tective equipment safety. Our next *trp in the pyramid is known as "individual adjustments.*' Wc can rate all iuns of rules about Itow to govern human behavior and how to supervise people, hut these are meriy basic ground rules. It i* necessary for each foreman to know hi* people intimately and at the same time main tain a supervisor-employee status. My boss las very aptly pointed out that if each fore man would spend it least ten minutes each day talking safety to one or more of his people, he would not only do a much better i .i> <>i vilely, hot would improve his mure rvlauonship statu* with iti* -rmptmee* f hte of our beef dressing foreman has trequently brought home the importance of good workmanship to his employees bv call ing them aside and pointing out the value of product lost due io poor workmanship He will call a tfoorsman to the hide station tnd show him where he left enough produet >n the hide to buy a package of cigarettes Ifter a time *tudv has been completed on the job, ne counsel* with the individual, |K><u!iuq out how much more (his peron i ,n earn by doing the job well; perhaps he could earn a bonus that would buy him a new* car even1 year in terms of increased income over what he would make bv doing the job inefficiently and casually. 1 hope I need not remind vou that cam paign* are won n a person-to-person bast* We Mimeiimcs are inclined to put on big -pla-li promotion* and expect them to do ihe job- Contests and other promotions arc tine, provided the atmosphere of individual adjustment is nl*o present. Any point of afe i* made between the salesman and the customer, even though ihe company has a rational advertising program involving mil lions of dollars, Political campaigns are not won by hand bills and tape recordings on radio and television. They are won by the pvr*unai appearance of die candidate before iiis constituents, t know of no way to make v point any better than in face-to-face con tact with the person you are iryirwr to con vince. Last, but not least, in our management iMiiii-tauon* wc must include discipline. We purpoefy place this last because discipline should always come as a last resort, t prefer to call this the "management's s tone wall of respect." Many *itpcrviors are in clined to use this a* their entire management foundation. Nothing could be worse but it certainly can't be left out. Through maxi mum Application of gvod working tools and proper management foundation* wc come to die top of our pyramid which i* aptly labeled "efficient workmanship." We frequently hear management people bemoan the fact that employees do not per form because they are not interested in their jobs, f think we can all agree that produc tion line work offers little challenge to the imagination; therefore if we can do anydiing lo improve "employee intere*t," we 1962 Xatitmat Safety Congress have used our management i.U mM effec tively. In * book l read recently. it wat noted (hat a national |wvll indicated that only 54 per cent of production worker* are inter filed m their jobs. Seventy-two per cent managerial and clerical people are interested in their jobs and 91 per cent professional people show interest- It is hard to imagine that workers will perform on the plus side of our scale of behavior as we itave pre viously defined it it only half draw any interest in their work. I would hesitate to venture the draught that the person who is not interested in his job would not do an acceptable job. Many people are working at the peak of their v;ijiahi!itics in a p.h tliev jfr im interested m; perhaps they arc nut able to find some thing within their sphere of interest that would provide a standard of living com- jumble with (heir needs 1 am sure that almost 100 per cent of the people we could classify on the minus side of our scale of human behavior fall tn the '`no interest" group, i sincerely, believe that lack of in terest can be partly overcome in the same way ihit accident repeater tendencies have iicen overcome--by companion who devoted mllicient time and effort to discover that accident proneness is not a frmancm human attribute. The constant and run-astern ap plication of the manaBoncnt foundation fac tor* I've mentioned, are *ime of the means i di-vi lujiing intere-t By DR. J. C. deHOLL Chief Staff Officer, Meat inspection Div., Agricultural Research Service. U. S. Department of Agriculture, Washington, D. C. It give* me pleasure :i> a representauve of the Meat Inspection Division to liave the 'pportunity to discus the view points of the Division regarding the construction, de sign, and the use of personal safety equip ment in the meat slaughtering and processing industry. The chief function of the Meat inspection Division or any meat inspection activity, federal or state, is to assure that meat and meat food products are safe, healthful, wholesome and fit for human rnnMimpfion. in order to fulfill this responsibility to the public, the meat inspection agency re sponsible must require certain specified sani tary* standards for the construction and de sign of facilities and equipment. The purpose, of course, is to protect the products from any and all types of contamination. It makes little sense to employ graduate vet erinarians to determine the acceptability of meat for human consumption through ante mortem and postmortem inspection, if those meats are to be subjected to contamination during processing, storage, or distribution as :t result of the failure to maintain adequate unitary surroundings and sanitary proce dures. The design and construction of personal safety equipment cannot be exempt from tfiese requirements. Past experience indi* rates that personal safety equipment can be constructed and designed to meet these requirement* it there t* mnidem desire on the part oi indu>tr> .uhI equipment manu facturer*. Example- are aluminum knite pouch, plastic arm guard*, plastic boners apron, etc. Industry has made tremendous advancements in production technique*, equip ment and safety. The science of meat hy giene has also made advancement* through the efforts of the Division to require sani tary procedures and equipment in industry. Credit must also be given to industry, which, in most cases, has cooperated to make the -.anitary improvements workable There are many carcass slaughtering and dressing procedures, accepted is normal tn the past, that are no longer permitted be cause it has been shown they result m un necessary contamination of the product. For example, several years ago it was assumed nothing could be done to prevent die con tamination of the meat surface during the dressing of cattle carcasses; today, in many establishments beef carcasses are skinned in a manner similar to skinning a banana. Hie resultant carcass is chan and needs only to be washed to remove blood. This may seem insignificant; however, it has resulted in cleaner meat and improved personal hygiene of the worker. The theory that the beef butcher needs to be dirty is no longer ac cepted. Meat inspectors, or meat hygienists, an constantly alert to Identify arid correct or Iff Meat Packing, Tanning and Leather Products SeeIt i*luiim.tie processing procedures and equip ment tliat result in the contamination of products, just as safety representatives are ;lert to eliminate or minimize employee afctv hazards. You are to be commended for the work you have accomplished to im prove the accident-injury experience rate of (he imlmtrv. 1 know you will continue. The neat inspector, too, will continue tn his effort* to protect the public. 1 lie very nature of the raw material* lived tn tiie meat packing industry and the fact that most meats and meat food prod ucts arc good media for the growth and S>rr<pauxtion m tpoilage. food poisoning, and miccih'U* micro-organisms demand* that maximum effort* be exerted to prevent con tamination, if the interests of the public, the industry, and the worker are to be served. In order to eliminate contamination that might rr*it!t from equipment, the meat in spector lias certain basic principles for as* vesting the acceptability of that equipment. These principles apply to personal protective equipment a* well a* production equipment. The equipment must be constructed of materials which arc capable of bring thor oughly cleaned and so designed as to make all surfaces readity accessible for cleaning. This sourvls quite simple with present day materials such as r nless steel. However, the necessity of dismantling poorly designed piece of equipment for cleaning following i.-Qntamination does not coincide with today's high-speed production methods. Certain per- -ona! protective equipment that could not meet the standard of this principle has been di*carded. The best example is probably the knife pouch constructed of asbestos. The pouch did serve a safety function; it pro vided the worker with a place to store his kmses, But it also served as a reservoir for filth, and provided an ideal environment for rood poisoning and infections microorganvim--both, potential threats to the worker ud the public. The second important principle tor assess ing the acceptability of equipment, regardless of its function, rests on whether or not it contaminates the product Equipment that results in such contamination, through pri mary or secondary' action, cannot be re garded as satisfactory* or acceptable. Such action is a threat to the safety of the con suming public. During the past year there Itave been many pros and cons expressed im nie^h-metal glove*. The uncontrolled me -( these gloves could revolt in a violation ut die aforementioned principle. There is no doubt in our minds regarding the ability cif the gloves to protect the cmplovce There i* doubt m the mind* of the Division re garding the ahilitv oi the glove* to t*c prop erly denned following contamination, under high-speed operating conditions. Product contamination with metal links from these gloves has been demonstrated many limes. Such contamination * a result ui improper controls excrci<cd by manage ment over the use and care of gtovrs and the failure to discard worn glove, This is a serums type m contaminant and efforts must he mark to substantially reduce the incidence. Those who advocate the uncon trolled use of the gloves by farm** butchers attempt to justify their stand by stating that cvintaminated. hand* can accomplish the same transfer of contaminants. This i< true. How* ivcr, it is also required that contaminated Hands be washed with soap and water and tiiorougiily rinsed before proceeding to the next operation. Unfortunately, washing the gloves while in position on the hands will mu always result in the dislodgment of pus, fecal material, or diseased tissue that becomes lodged in the mesh. Continued use at contaminated equipment cannot be condoned! Gloves constructed of material with an impervious surface that could withstand the impact of the knife or other sharp instrument wmdd be a signifi cant improvement. The surface could be readily cleaned. Not only would the problem of loose links be eliminated, but the employee would* have an additional protec tion. not now afforded bv the mesh glove or the bare hands against the many infec tious and contagious materials encountered tn the dressing of animal carcasses. I would now like tn bring to your atten tion the on# important piece of personnel safety equipment titat i most frequently forgotten. It cannot be bought from an equipment supply firm, nor can you fit it on the employee and demand that he wear it. It is good personal hvgiene habits. I know of no device tliat ca.- *o materially reduce lost lime and provide maximum pro tection to the meat eater as can the good personal hygiene habits of the workers in meat packing plants. 19 /VA3 National Safety C onytsss Did you ever notice Uie emplnv** who kccr.* himself and his equipment clean i He it usually the safe worker, the one who is safety conscious. His opposite has dirty Stands, dirty clothes, and is the one who >v*il| pick a piece of meat off the floor and throw it on the table, or who will sneeze in other employee*' faces. He is also the one frequently involved in accidents or absent due to Mckness. The packing house worker is subjected to many environs, such .it varying temperatures, wet floors, humid atmospheres, diseased tissue*, animat waste, that can influence his health if he is not concerned with his personal cleanliness, hi* drt*\ and hi* personal Italiit'. Through the efforts of the Division in it* conMniction requirements and the efforts of management, ample sanitary facilities tn the form of hand washing basins, sanitary locker*, toilets and showers have been pro* tided employees to encourage amt foster ,<*1 lersomi hygiene habits. I would like n urge each uf you to jnit forth a concerted nfort to encourage your employees to make the most of these facilities. Everyone will l>*n*iil--the industry--the worker--and the public. There are some hygiene and safety alectv common to the industry, that I would tike to call to your attention. All too fre quently, M>*p dispensers are empty, scene times for days. Grease, dart, and like matemlt cannot be adequately removed from the -kin without wp. Tliis alto provides an exu*r ior the cmtd'xv nho fi> bad personal i''g*ne tubits All too often, hand wash bectene ;(* -rage hm> for knives, steels. !u<k, rags, coffee cups, etc, We had four employees cut by knives lying around or in losins during the first quarter of 1962. One was accidently (rut bv a knife being removed from the bain by a butcher while the in spector wa washing his hand*. The butcher aid it wa an accident. The Ut arm is clean clothing. 1 become amused when a foreman regarding one of hi* men wearing dirty or filthy clothes tell* me "Oh, Doe! he is a new man." Thev give the same answer to the inspector Adequate indoctrination of new employe* is an e\crllent tool for overcoming lack of perrat cleanliness and bad safety attitudr* Tn sum it up, I would like tn state dial lite Meat Inspection Diw-mn i* vital!i m (crated in supporting your efforts to im prove the safety record of the meat packing industry--if foe no other reason than the rt that our employee* work along side sours and are subjected to the same haj.ird* Tlxrrc is snore, however; we, too, abhor tinman suffering. We cannot condone the u-w of any equipment tint results in oon'amination of meat products or pe*e- a threat to the public. We are willing and eager to work with you cn uvercoraing sanitary deficiencies of per-.rul -..tVti cquifxnfiit. Tlve meat inspector m a m-ii** is a -.uct> officer. He is concerned with the safety of the consumer, in the *aroe way that you are concerned with the safety of the employee. Tint* we have a common purpose in safety-- aicty of product, safety of the employee and safety of the public. WHAT SMALL PLANTS HAVE DONE MODERATOR; A. J, DITTMER Office Manager, Gsitmann A Co., Chicago The smaller plants mu-vt meet a challenge in coping with the safety problem that the larger plants are taking tn stride. The large plant uses a full time safety director and, m many instances, one or more assistants .ire employed. As more funds arc available, mu find dispensaries staffed by trained nurses and doctors, far reaching programs And publicity of various kinds. The re* tilts in the large plants have been fabulous :<n in the accident control and prevention held. The smaller plants, in comparison, have the same problems, which, tn most cases, must be assigned to a part time safety di rector, usually drafted from some execu tive held and foreign to the duties and required skills at hand. .Secondly, the funds for the work are not available, and the safety man's skill and ingenuity must hi! ,ti the existing void. l/ivf /'ttrkatr/. i -niHtiuf ,nui / i\rf/n-r / Voductr Saturn TANNING By STANLEY O. ROBINSON Safety Director, Geilich Tanning Co., Taunton, Mass. Whatever rrav be waif reaction to our -afety program, 1 ran begin by telling >uu that we write the word with a capital S and *|>dl it Success, and that word is very -weet-imelling. even in a tannery! E had better give the background of my -tory and that will go back to and my tiru visit here with vou. in addition to my work m industrial engineering, i had been newly appointed safety director, .v rather glorified title ror the hopeless situation with which I wa.v c>nfrooted Char frequency ami -e-verity rates had rearned astronomical heights and our insurance carrier had given u* on ultimatum. io reduce accuU-nt* or 'told our terns" and get lost. kt the conventual I eagerly listened for any suggestion which would give me a clue *here to start or what to do. 1 heard the remark, but it was oot voiced very loudly, that incentives could be counted on to bring (tuck results. ! had to have results ami -mainly they could not come tno quickly, fhiv just might prove my salvation, and 1 hardly need repeat that f had nothing to lose. Vou may be interested to know that in I'Xil our frequency rate was iLi and the eventy stood at IBS in comparison with 27 AS and 681 respectively for other report ing tanneries. During these past seven years I have attended many safety meetings and talked with safety engineers far and wide. Upon one point we are in agreement: there is no et formula for the solution of our problems, and thereto ties the challenge. U hat works tn one plant may not work in another, and in studying anything as unpredictable or as catastrophic as accidents, results ran never be prophesied. One minute everyone is work ing safely, everything is running smoothly, and the next minute the roof caves in, figuratively, or literally as happened m a plant near us last May. One serious accident can demoralise workers and damage a safety record for months on end. Let us first establish what we are talking about. John F, Gordon, President of Gen eral Motors, ha* denned the basic concepts effectively: `Safety i* the -esj-on-ibihty nt manage ment. Down the line individual cooperation is the result of sound leadership. Manage ment must provide a safe working environ ment. It must train employe**. It mue cumulate <afety consciousness through con tinuing education. Above all, management must keep everlastingly on the job. Acci dents are a continuing threat. Their preven tion mnt be a continuing effort." Some time ago I reviewed a film showing every pha*e of DuPont's safety program; the reason they hold the world's safety rec ord in this particular plant soon became apparent. They and other large corporations with impressive records liave become masters in establishing a strung atmosphere oi safety consciousness. In most instances, incentives are not used, or if so, in ftmited measure. Now the question arises, how do we in the small plants go about establishing this awareness of safety: Probably we all have the same obstacle- a limited amount ot money available for a satetv program, a study director already overburdened with other responsibilities, foremen harassed from alt quarters for impossible delivery dates, workers demanding inventive pay Out lack ing incentive pace, and management beset with all the tribulations that haunt private offices. Theoretically, according (o the book, the nr-t step in developing anv safety program if to train the foremen, and they in turn should take responsibility for training the men. This delegation ot authority hopefully tiuuld assure a *uccvsfid record, hut the procedure is not realistic, in the -mail plant, working conditions ire more informal and relaxed; the foreman doe* hoc speak with the voice of authority. There is neither the time nor inclination to spend on something which seems impractical and does not appear to have a direct bearing on (he weekly pay check. As safety director, my first move was to meet with management for their approval 21 f'MJ Aiifj. M.i/ Vu/.-rv ( .mrjr.'i.f fif the Han our insurance carrier and I :\et practical, the*e suggestion* were carried had worked out. We agreed on these three out the following month. steps: 1'rescnt at tlie monthly safety uicclinc* 1, The President would send a letter to were the team captains, president of the each employee stating that a safety program union, the head of the maintenance depart was being launched and that management ment, a guest foreman, the safety engineer would back it 100 per cent from the insurance earner, a member of 2, Management would donate $1000 a year for award*. J. V.'e would schedule safety meetings each month in a private office, with a catered Hutch served during the noon hour. Our plan depended upon the cooperation of the workers: therefore, I had to enlist them at the outset. Realizing that I could count upon competition to stimulate enthu siasm, t divided the plant into ten teams and selected a worker as captain of each team. I spent *oroe time with these mm indoctrinating them into the program and gave them the responsibility of reporting unsafe acts and conditions. Their tenure was for six months only, to allow everyone sooner or later to have the honor of the title, A local sign painter made a large score hoard. The ten teams were listed vertically, and horizontally six equal spaces represented six months. Each team could cam 25 points each month and a red tape would then extend over tlie space; however, if a mem ber of a team had a lost-time non-compens able accident, the tape was shortened by 1/S and for a compensable, 2/5. At the end of the six-month contest, the members of the leading teams received certificates worth $4, acknowledgement from the insurance company, and a congratulatory letter from management. The contest caught on immediately and sir teams came through without a disabling injury; eight teams were accident free dur ing the second six-month period. In fart, accidents became practically negligible. We were particularly pleased with the way the team captains entered Into the spirit of the program, and we were amazed at thetr ability to spot .unsafe conditions with only a minimum of training. Our management, and the nurse who acted a< recording secretary-. At the dose of the meeting the captain of each accident free team tor the month drew three names from cards representing his team roster and these jx-opie were given gift certificates worth $5, $3, and $2, The payoff came for the year 1956 when we received a check from the insurance company for $27,500. In the following years we received checks for varving amounts; for the year 1061 our vafety record paid off tn die tune ot a credit amounting to $19,9ti5 N'eed ! add that the cost of the incen tive program has l>een more titan amptv covcrwL Our next decision concerned suitable awards for teams that had gone an entire sear without a lost time accident. Manage ment agreed to present each member a check tor $20 at a dessert party for the team. This gave our president an opportunity to talk with them on safety and to congratulate rad* one on his achievement. It wasn't long before teams had completed two acci dent free years, and again management came through with $20 checks, but this amount became the top award regardless of the number of years. The winners along with changes in the program were fully publicized in our company paper. The Seamhotue Crier And speaking of the beamhouse, here is .\n interesting sidelight. The beamhouse. formerly our most hazardous area, hat re ported only one disabling injury in the last sour years, which would indicate that haz ardous conditions by themselves do not cause accidents. Whether the success ot the program de pends more ext safety awareness or the competition ior prizes 1 will not judge, for the point is debatable. Probably the sound answer depends upon a judicious combina monthly meetings were a great success, for tion of the two. When a team accumulates we made sure that each team captain re 100 or more accident free days, no one ceived credit for his suggestions which were uants to be the unfortunate culprit who set* recorded in a monthly report that went to his (earn at the zero point again. management. We made certain that when- We have a bulletin board for each team. 22 Meat i>iu`king. Tinning and Leather 1`rnducti Sretu'i Utsplavcd arc the team roster, a score pad to indicate the number ot days the team has gone without h to*? time accident, a poster, and--now take a deep breath--a star system. 1 can guess what you are thinking, and the comments in the plant reached ii*. too-- Sunday School slut?- Briefly, we post a `tar each month for each member of the team: a gold star for no accidents, a silver one fur an accident requiring a doctor's rare onlv, 3 blue for a non-compensable uijurv, and a red for a compensable accident. At ih* end of the year all workers who have only gold and silver start are eligible lor five drawings of $5 awards for each of the ten teams; thus individuals who have worked safely during the year have a chance * participate in the drawings, and the blue ind red stars point up again the need tor emphasis on safety. I might add that just 'nee we forgot to place a star beside one at the name*. Unlit that star wa. posted, the comments that came my way were rather far removed from Sunday School! Last year uc received a notice from In ternal Revenue that regular payroll deduc tions would have to he made tor all cash prizes. We immediately changed procedures and issued S&H Green `tamps--1000 and triOG respectively for one or two vears to tack member of a winning team. As for the monthly prizes, we give each member 100 stamps--three consecutive month- earn 300, and so it goes. The-e furnish the in centive to overcome the Indown that accomi>anies a team set-back. With a decreasing number of on-the-job accidents, we decided to do something about olf-the-job injuries. We had the painter design a score board. The idea was to dis play a different safety slogan on each bulle tin board each week. 1 made one call a day to an employee`> liome. If the one answering could give me the slogan. ! sent him or her a silver dollar. It was usually the wife wlto answered, and 1 hardly need mention tlie psychology of this strategy. If she failed to give the right answer, the next call was worth two silver dollars, and so on. When the value of the call reached live or ten dollars, the excitement increased proportionately, and safety slogans became the talk of the day. The names of the winners along with the current value of the call were posted on the board. We continued tins contest for about a year, for we are convinced tliat with am successful program, new ideas must supplant the old a* frequently as possible. Two years agn we added a nurse to our staff- We built a first aid room following suggestions of the insurance company's con sultant. Even though we have onlv approxi mately 300 employees, this is one of the best moves we have made to date The nurse takes care of all the routine ea-es and she has been instrumental in reducing absenteei-m substantially. During the past seven vears we have had the opt-artumtv to enlist the foremen As part of their training we included them with members of the maintenance department in .i ten week training course on tire prevention to work in cooperation with members of a newly formed fire brigade Factory Mutuals conduct* a school on tire prevention which 1 attended and I cannot praise it too lughlv. The local fire chief gave us ten practical sessions on fire prevention and the proce dures to follow in case a fire did occur. Under the direction of Factory Mutuals' engineers, we cleaned house, installed all the proper fire equipment, and hired ('inkerton guards to patrol our premises in accord ance with a rigid preconceived system. We developed weekly check off forms for the sprinkler -vtem and departmental house keeping, and a notice is sent to any depart ment not measuring up to our standards. Each month a guest foreman accompanies the insurance safety engineer and me on a plant-wide safely tour. Broadly, this mean-, education for them, but specifically it pro vide* material for the discussions at our monthly safety meeting. We designed another form to give us a periodic check on every new employee. lit* is made out by the foreman and includes the worker's personality trait?, production record*, and safety performance. In addi tion, each foreman has available a list of possible unsafe acts which he must watch for. We feel that now the foremen have a definite duty to exert some control over the actions of their men, and as an added incentive, the foremen are also members of the safety teams. I would be the first to acknowledge that throughout our entire safety program we have not followed the text. We have relied 2.1 I'M? A'ahonal Safrlv Lonqrctt \feat Packing, Tainting end Leather Products Section nxirr cm our judgmcnl as to what would he expedient in our situation and u*d the bonk merely a* a guide. From mv >eart of unhershy teaching, f know that there are about as many reactions and interpretations to what is said as there ire students. Jn the same vein, tt is a moot a team is within striking distance or the WOO or 00Q stamps. >oti can sense an alert ness along the production line Each man takes a personal interest in every other member of his team, and woe to the one who doesn't have the proper team spirit. To the disbelievers who think incentives Our Sateiv Program i* probably little different from that which is used In larger plants. The program is modified to best suit our own needs and circumstances. Train ing and supervision, inspection, contests, at tention to the u* oi protective equipment, wiety committee*, and statistical analyses There is no substitute for this simple face to facr relationship. At the present time, we are making avail able to all our foremen, the training course tor supervisors issued by the National Safety Council. This is being done on an in dividual basis; Da completion of our new fuesrfee whether workers Hsien to a safety i?e for production workers onlv and in are all part of our effort to reduce acci building, we will have meeting room fa 'ilk by their foreman. Indeed, we toast .idmit that the re*istanee rn change n pres et m the minds of all of us. For this -rasoo most of u do not listen since accept ance of what is heard often requires a change to attitude. centives tor safety are only o many "gim mick*,' 1 suggest a visit to our plant. We Relieve in the fundamental principles that it a plan offers a hope of success, try it; if it works, eoortnue with it--at least until -`(twthing better presents itself. dents, We have an advantage over a large plant in that our program can be more fiexible and on an mdividual-to-indtvidual basts. It is easier for u to observe and work with the over-all person and to know hlm as an individual rather than a statistic! cilities, and hope to give this course on a collective basis. The "Industrial Supervisor." published by the National Safety Council, is distributed among our supervisors. The Satetv Director ulo holds frequent talks with the foreman, going over past accident* 1 am coovaaced workers do not read safety We have proved to our satisfaction that Our aim is to go beyond concrete project* and di*cu*sing potential hazards and how {sters for the same reason. Many are we do not need expensive awards for the <uch as guards and work procedures, and 'Xir safety effort can be furthered. preoccupied with their own problems; others ;*re completely indifferent to what is being uud because tbev feel it doesn't apply to them. Sometimes a sctrohUng block is lade desired effect. Our awards totaled $Ud2 for the first six months of 19t& In short, it's the spirit of the workers that counts, and bv whatever means that spirt? is achieved, motivate our workers into becoming satetv conscious. Safety must be second nature with them and tbev m*t*t reilirt it t* tor their benefit. The various visual aids provided by the NSafety Council and other organi zations also help to sake Use worker safety 'fluoou* Thou V-Uital aids include not ot undermaiding it is a tnuras tint a little that plan is best for you. We realize that the *cv person m the `iJy safetv pertaining to the plant, but also knowledge may 1-e more dangerous than none at all There is evidence that more and iron c<.>mpanics, particularly the smaller plants, effort to prevent accident* * the foreman. vtfeey Potter* on locker room The imporact satetv rule* and regu `miHetm beards and other strategic spots. The teat wam* again--.' nwawtary award*; are resorting to stimuli or some kind to pep lations can be put to effect, but they mean o>iy envelope staffers, safety articles in our tit-anted : appear paradoxical to pay up their safety programs Furthermore, we nothing if they are not observed. It is House organ, and future plans for the show, ;tropic to work tafeiy. Ax the cartso of onr are learning that those plants using incen up to the ioremaa to see they are earned jag of safety traoaag films, all remind the wr chutr somB gifts, bat tbae rw- tacrrwfai and we quickly ii^agvi tc. fii* .otsdeasm It was bus a vert *}n sto' * rwab award*. Now when tives are Making ways of expanding their programs rather than limiting thttL Freon *ir experience, 1 can only add that we will `*j\ that MEAT PROCESSING By HERBERT F. KLEPPER Safety Director, John Krauss. Inc., Jamaica, N. Y. uut At our plant. e feel that safety is as ssuch the foremast's rt-yponribtlfty as prodactiop. When a new worker enters into a deparnnot, the foreman, in detailing his dsrtuf*, will place emphasis on the safe > to perform iSe ?oto Special atten tion is given this worker for the first few days, to see that he ts performing the tob m a proper and safe faskke. The fore man also sees that the necessary safety ojmpcjeat is obtained and used. The forenaa's responsibility for safe job performance is just one phase. Should an worker tfaa* safety has bo quirting time. taspocoea of plant and related facilities, with safety s mzrat u made by several agrees. As safety director, l am constantly < the look-out tor obvious defects and tmwu'e practices in both plant and machinery that could resale is act accident. Such in spections are almost of a daily nature. Equipment requiring Mating, or close ob servation, sudt as chants or wire ropes used in lifting, fire exqngms.bers. lift trucks, etc is the job oi oar maintenance department But it is still the task of the safety di accident occur, be is expected to investi rector to see that a schedule is established I serve as Safety Director ior John Our company has been in cxistoce for gate and understand the causes of the mis and adhered to. Krauss, Inc. But being a small business, almost JO years. Our sale? area covers the neither our budget or the requirements of lower part of New York State, where we the job as safety director, allow me to sell our products to retail and wholesale hap. The "Report of Accident,'* which ts to be completely answered and turned in ftithin 24 hours after the occurrence, is so An inspection that is very much welcomed is that provided by our insurance company representative. The importance here is hav give full time to accident prevention. In units. Our production is primarily hog cut designed that in answering the questions, ing a person experienced in alt phases of addition to safety, my duties cover jobber ting and processing of smoked meats, fresh the foreman, whether or not he is aware safety make an inspection of the plant, and various public and employee relation sausages, and bolognas. We do not slaughter of it, is im-esugating the accident and >pot safety hazards that are quite obvious functions, numerous miscellaneous tasks, and hogs or handle beef, except for the beef coming to his own conclusions. Questions once called to your attention. It has also editing our house organ, the "Krauaette." required In our sausage manufacturing op include: What job was employee doing? been found that when a qualified person The Utter duty gives me the opportunity eration. All our processing operations are --How did accident occur?--Does cause of trum outside the company makes a recom to sec that safety articles are brought to the attention of our readers. However, I have to be careful not to let my enthusiasm for safety carry me away and write only ilxjut accident prevention. at one plant location, Jamaica, New York. Our employment in the plant totals about 200 persons. Their starting hours are stag gered from 3 a.m. to 6 pm The plant is closed only cm holidays and week-ends. accident lie with equipment, employee or mendation, it is given more serious consid supervisor ?--What can be done to prevent eration, tlian if made l>V the company's own this happening again?--and, What action Iter^nnti- has been taken to da.'t Th safety director Aiiether important method of inspection, E i involved in the accident investigation. not to be discounted is that made by the 25 V*r>` Xatiynal t, onyms Meat /`ni'tnn/. Vumtmq and Leather f'roduet: Section workers themselves, wliether foremen, line completed without a *mgle tost time acci personnel, or members of the safety com dent, everyone can select one prize for him mittee The person rrtrmnj across \ hazard self from an assortment having a value than with the footwear. The company buys .it their rate scale, Vrangements are be knives with guards in wholesale ton In ing made to present each former member ventory is no problem since three different and current members, on completion of (heir i aked to report it at once to hi* fore of about two dollars each. The* prizes, man. or to myself, In most eases the haz plus contest rules and information, will he ard i* reported to the foreman and cor displayed in a conspicuous spot to keep in sues of knives cover those most often used. six meetings, with a pen and pencil set hav These loitvcs are resold at cost to the em ing the National Safety Council green cro* ployee The price he pays for a knife with emblem. rected on the *pot. In other rases, when a worker ee* the fellow next to him per forming an unsafe art, he will often call t to hit attention and show or tell him of We proper way to do the job. Related to inspection*, hot of a long term nature, is the u*e of a suggestion box. The worker* are enruuraizcd to make sug gestions relating to the job and to work ing condition*. Many ol these suggestion* deal with safety, construction of a device to protect ttr to make the job easier, or jerhap* a change irt working procedure. Most of these suggestions can he used and the person making the suggestion receives a United States Savings Rond. When an idea cannot he used--for one reason or an other, the contributor told that his sug gestion was rarefully considered, hut that it cannot he used, and why. He is thanked for the time and effort he its* given in making this suggestion, and is encouraged in contribute future ideas. To keep interest high in safety we have had various rnmejt* where cash prize* were awarded to the lucky winner*. In one con test several sears age. a prize of five dollar* for each member of a particular depart ment or section was given wlsen that de partment had a perfect safety record for * four month period. In addition, there wav a drawing for $23, first prize, and $15, second prize, in which all plant personnel had equal chances, provided they had no accident* during the four month period. A contest completed a short while ago involved a monthly drawing of $30. All plant personnet in departments or section* having no lost time accidents in the previous month were eligible to win this prize. We found that of the two contests, there was more interest in the one where many workers received a small prize, rather than the sec ond contest, where just a few people re ceived a large prize. terest in the contest at a high pitch. In the past few years there have been many periods of 30 days without a lost time ac cident, and there i* no reason to believe that this goal should not he reached in a short time. What then? The same pattern would be reestablished, only the new period would be extended to 60 days, and the value of the prize doubled to four dollars. We hope this 60 day period will be reached without any particular difficulty. After that, we plan to increase the period to 120 days and either offer an assortment ot prizes at an eight dollar value or hold a drawing--<i really big one--tor such prizes as a Volks wagen auto, an ocean crui*e for two to Bermuda with all expenses paid and full wages, and . portable TV set, When the time come* to extend the contest to a period of 120 days, plans call for letting the contestants deride themselves which prize plan they would prefer. Not only would such a vote he democratic, but it is also fioped that it would keep interest high, and encourage the goal of 120 days without lose time. Safety equipment in use in our plant can lie broken down into two categories; that which the company supplies, and that which the employee buys on his own account. The company provides such safety equipment that is not normally used off the job. Mesh glove*, protective leather or mesh aprons, finger guards, arm guards, eye goggles, and hard hats would all fit this classification. 5uch equipment is paid for solely by the company, and when a particular job re quires that it be used, the employee must wear such protection. Safety* equipment, with the worker bearing the cost, present* another story. Safety footwear and knives with guards fall under this classification. Tha footwear, of course, can be worn oft the job; in the ease of knives, they are ,t guard through the company costs n> more in him than if he were to buy a regular knife at the store. The safety committee hold* itn formal -.itetv inspections, but member* arc alerted to safely hazards and poor practices and The solution to the safety shoe problem Aked to report these to management. We is not as simple. What we do ts have a hope that when they leave the committee, li '.vfety hn- ales representative call once thev will have developed an increased awarea month. His visit ami die product he is tie** of -ai'eis and accident prevention and veiling are given advance pubticil*' through will feel that not only i* `afetv for their out the plant. Members of departments own benefit and welfare, hut also that they where the protection of a safciv shoe is can take an active part and do wwttething extra important receive frequent reminders about it in their homes and mmimmiticx, from the foreman and myself. It *cns a* well as in the plant. that the best pep talk or reminder is when Minutes are kept of cadi session. The someone has an injury that could have been meeting open* with the reading of the prevented, or lessened, through the use of minutes of last month's meeting. Follow steel-toe protection. Consideration ha* been given to a payroll deduction plan and also to a plan with the company paying part of the safety shoe cost Since the number ing this, accidents and near accidents of the previous month are discussed--how they oc curred and what can be done to prevent similar occurrences m the future, hatch per of workers directly involved is compara son is asked for his ideas and views. The tively small, both plans have been shelved meetings are kept informal m encourage for the present time. everyone to freely expre-s himself. Not Once a month we have a gathering of in only is safety discus*ed as it pertains to dividuals to talk about safety. This gather working conditions, but also off-the-job ing is more formally known as a safety safety is covered. committee. Our committee consists of a Not every foreman or manager of a small total of nine individuals. Six of them are plant will keep records ot accidents. Cer plant line personnel, and the oilier three are tainly the outstanding misliaps mil be re (he plant engineer, our insurance company membered but. the small accidents will representative and myself. Plant personnel con be forgotten, even though much can are chosen by first talking wtli the depart be teamed from them. These small acci ment foreman for his suggestions, as to dents, if recorded and analyzed, can wam who might be able and willing to serve on ni a dangerous iiaxard or point up a trend, the committee. Then the person involved \s mentioned earlier, a first and most im is approached and after briefly outlining portant record of an accident is the su the purpose and functions of the safety pervisors report. committer his approval to serve is obtained. Eased on this report and subsequent in ! Of the six plant workers, each person vestigation, we are able to establish a clear serves for a period of six months. Re pattern of accident cause and circumstances. placement is staggered, so that at each meet From previous years we have learned that ing there is * new member replacing an about half of our accidents involve fingers outgoing eo*. Members arc selected so that and hands and the time of day or number aU sections and work shifts of the plant of hours a person has worked when an are equally represented. Members arc not accident happens, has no bearing. We can We are now- making plans for another an item traditionally supplied by tiie worker. given any compensation in the way of dol pinpoint repeaters and work with them; we contest This contest will include not only In both instances, every effort is made lars and cents for serving on the com can learn if we arc particularly weak in all plant personnel, but the office and sales to encourage tlw worker to purchase the mittee. However, should their work either housekeeping, or if any particular part ot stall as well. The rules of the contest will shoe or knife with the added protection. .-ml or start much before or alter the meet our safety program is weak and How i< i*c that after a period of JO days has been The problem is less difficult with the knives ing, they are paid for this waiting time can be tightened. This make* the difference 196* Xatumoi Safety Congress Ix-twven operating in the dark, w turning the lights on. In respect to medical attention, a firstaid station is maintained to handle minor injuries. Since this first-aid station is close i at night, a period of time when there k much activity in the plant, each foreman has his own supply of first-aid material and has been instructed in the proper application, if an injury occur* that requires more than first aid. the injured person is taken to a nearby doctor. In the event the doctor is not m hi* office nr the injury i extremely **nous. the patient t. taken tr* the hospi tal. The jAmair.i liu*pit,il is onlv five min utes away from the plant and their emer gency clinic if njen at alt times. We realise tiut tn wnjjic p.irt ui onr safety program will be elective in itself, but that sucres* t$ a corebinatinn of many factors. We also realize that even the best and most vigorously carried out program mav not show result* for several vears. The tart of our safety program merely jerred to stop a rising frequency rate. The nvntinuation of this program should show a reduction of the frequency rale. We feel ivc are headed m the right direction and that we should maintain continued appli cation of our program. Aside from en couraging results and general approval of our safety effort*, the bet indication that our program is aiming in the fight direc tion * when an emp!o>ee *atd to me. Before you got hot on this safety stuff. 5 didn't think anvhndv < *rcd whether we u..t Imrt or not " SHOE MANUFACTURING By WILLIAM C, MARTIN, JR. Safety Director, Weinbrenner, Division of Textron, Inc,. Marshfieid, Wis. fSlicn the WeinbfcHiier Company tarted m the year 19.15, they did not have a safety !M-ogram. Kvrry `car there was an increase m accident' until the insurance company uotnied Weinbrenner that unless there was a decided decrea-e in accident*, there would l*c a Urge increa*< m premium ! v.3* appointed safety director in 1955, veering the Marshfield. Antigo and two Merill factories. Since that time there ha* been a great decrea*e in accidents and in I95g, we became self-insured. This has vAved the eompanv about $30,000 a year on premiums. Since 1958, we've paid, at the most, $2,500 for all accidents in all the four plants a year. This shows what safety can slo when used in business. This not only mean* le*s premiums to pay, but more wage* for the employee. Of course, ! can t take all the credit. Every January * committee consisting of one member from each department is chosen. It U their job to watch for safety hazard* mil to give recommendation* for improve ment*. Thi* Ius proved to be one of our greatest as*et- Another great help is having a nurse to supervise first aid in all the fac- tones. Even minor accident# arc taken care of very carefully and promptly, a* they v*mid become very serious St neglected. We ted very fortunate to Jiavc a nurse in our plant at all time* We have also found that hi visumg other plants and observing their methods of safety, we can pick up a lot of useful ideas We have noticed that giving the employee* an incentive works out beautifully. Fur example, it there ha* beer, no lost time accident during the preceding month, a drawing is held in each plant and a valuable and useful gift, given. We also have a drawing for the foremen eser> three months. Believe me, it really work*. The employe** are quite proud when they do not have a lost time accident. If there have been no lost time accident* for one year, a plaque i* awarded to the deserving plant So far, three of our plants hare received such awards. M the monthly meeting of the safety cots- miliee, one member is chosen to write a -aiety slogan tor the coming month. In January, these slogan* are sent to the Em ployers Mutuals Insurance Company to be Meat Peeking, Tanning anti Leather Products Scihou judged. The best ooc chosen from each plant receives a cash prize. We also discus* all doctor calls, and lost time accidents. For the safety program to be a success, ymi must have the cooperation of the man agement and the union. Without their co operation, it would be a hard task, indeed. 1 truly recommend that e*erv plant should work out a safety program. The rewards will be very satisfying. I RE-EMPLOYMENT OF THE CARDIAC EMPLOYEE By DR- TRACY BARBER Medical Director. George A. Hormei A Co.. Austin, Minn. As a preiace to the remarks contained in this brief presentation let me first commit myself bv "tating emphatically that 1 believe git cardiac s should uvrk. I hope in this presentation I will not give sou reason to doubt this, but in case there might be some question, t refer you to mv opening sen tence. As a matter of definition, the word rardiac hereafter shall be used to denote an individual suffering from some cardiac vas cular disease whether acquired or congenital. It is unnecessary for me to reiterate that cardiac vascular disease is increasing in In cidence as our working population ages. We -re the statistics clearly printed in lay mag azines and newspapers daily, it is also un necessary to remind you that more and more <it these cases are surviving, due to ad vances in medical care. Herein specifically ties the problem. More people are becoming lit with the disease and of those becoming ill more are surviving. If this is the prob lem, then the solution simply must be twophased; (1) to prevent the disease and (2) to rehabilitate those who survive. Today we will not trod oo the murky waters of pre vention, but confine comment to rehabilita tion. In all rehabilitation, the first requirement is a survey of the individuals remaining ca pacities. Until recent years this was not possible with the cardiac patient. The fine work that has come out of the IPork Evalua tion Units throughout the country has made this job much easier for the practicing phy sician and the industrial physician. Today we have a fairly accurate yardstick to evalu ate work potentials in the cardiac, and as the years go by, the measurements are be coming surprisingly more precise. We are living through a change in attitude from the chanty and fcindne.** approach--rare for -i hopeless invalid--to an midcrsiandma of die socioiogie and utilitarian apevt*. I Ewe been asked many time* h\ t-itr own management and other lay people "What constitutes a cardiac dt*abiliiv" i try to answer this simply by pointing out that the person is prevented from performing certain activities by reason of damage or impair ment to vital structures that cannot be re* paired or strengthened by medical mean* now available. This disability can he classified several ways--more commonly; Functioned Capacity CT.ASS I. Cardiac disease, but without resulting limitations of phyriictivity. Mo symptom* in or dinary activity. II- Cardiac disea-e with slight limitations of physical activity. Ordinary to strenuous activity produces dyspnea, fatigue, pal pitation or angina. UI. Those with marked limitation. Comfortable at rest Lew than ordinary exertion or activity raues symptom*. IV. Comfortable only at rest. Any activity causes symptoms. CLASS A 6. C. Tkerofntie Ordinary activity not restrict ed. Restrict severe or rompetita* live physical effort. Moderate restriction of ordi nary activity. 29 1902 Stiffty C oiufrfss D. Marked restriction of ordinary activity. E Complete IxmI or chair con fined It i% now possible to evaluate accurately within which ot these catagories a patient lies by testing and determining accurately what he can or can't do to cause his symp toms, The attitude and understanding of the physician in the past two decades has greatly advanced in the care ot the cardiac patient. Physicians then, except ior the unusual ones, were truly prohts of gloom in advising the cardiac patient. The old admonitions of "take it easy" and "don't" were his stock m trade If the patient snrvivied his cardiac mMilt, he became an invalid at hi* physician* insistence, unless he wa* a nonconforming, rugged individualist. In general, he was a "cardiac cripple," and he was pitted. Many were actually "scared to death" by their dis ease. With the understanding of the remarkable recovery power of the human cardiac vas cular system, the medical profession at long last has reversed its entire thinking in this regard. Ur. While said some years ago that "rehabilitation should start a* soon as the pa tient recovers from shock." The average practitioner does just this today. When .isked by the patient when he first opens his eyes in recovery. "Will l work again." he doesn't hem and haw; he blurt* out ` You're darned right--and soon!" Dependent on the site of the area involved in the insult, the patient must remain in controlled circumstance* for a time, to allow recovery. This in general varies from tx vreefcs up to six months, but all during thit time he should be preparing for return to his job. There arts, of course, those few indi viduals who hear and understand only those things they want to, and who still become `cardiac cripples" in spite of their doctor's advice, for their own particular psychologi cal reasons--whether for secondary gains, insecurity, hostility to their wife and family, etc. These people need psychiatric help and rehabilitation directly along these lines--or a tacking up by their insurance investigator. There comes the time when the patient becomes well and presents himself either as an applicant for work or as a worker re turning from sick-leave. Management is then faced with placing him on a job or rejecting him. I am not so young lliat 1 don't remem- Ur the day wlten a history of rirdio-vascuUr disease was an automatic disqualification ior employment m our industry and many others. Today, at least, we hope it is not automatic. The industrial physician sees the individual (man or woman ! initially at the pre-employmem phy-ita! examination, and his nistory ;,ml examination disclose the pathology. Our rt|efience ha- diown over the past 15 years that these people suffer primarily from con genital heart disease and rheumatic heart disease. We tee very few hypertensive or coronary disease conditions m this group, Primarily, of course, this group is the young healthy job seekers who flock to employ ment center* when work rails are sent out. Thi* group of cardiac, for the most part, are employable in industry. We in industry have learned to accept the young man or woman with the long scar on his chest ami the peculiar looking X-ray. These people have had their congenital heart disease oji- erated and repaired. The signs oi the disease are still present even though alt symptom* have been alleviated. For the most part their heart function is near perfect, and they be come good and valuable employees. The risk of employment U practically nil, with few exceptions. The rheumatic heart disease problem in Mtir area is becoming more rare. This is not to say that we don't see applicant* at pre employment who have had rheumatic fever in their childhood or youth. However, there is a marked difference in having lad rheu matic fever, and having rheumatic heart disease. Rheumatic fever, a* such, affects the myocardium which heals completely. Only when the valvufar structure* of the endo cardium are affected do we hav rheumatic heart disease. A recovered rheumatic fever patient without valvular disease u not a risk unless he has had remissions and complica tions. Rheumatic heart disease is a risk and re mains a risk. Xew surgical techniques are making these people better risks following successful surgery, but many still must be on limited work. At pre-employment, we also the cardiac whose trouble is associated with other conditions. For example the 30 Meat r,iittHtf, Tunnut'j iind t,t'other products Section uephctir, asthmatic, idiopathic hypertensive iio railed). These are always risks to hire. Perhaps today's greatest problem is the re-employment of the worker who has suf fered snm type of cardiac disturbance through degenerative disease. These range from the full blown coronary riusioe. coronary' sclerosis with angina, decompensa tion. arrythmias, and degrees of hyperten sion to cardiac neurosis. Any and all of these present ixoblems of re-employment. as do the diabetic, epileptic, asthmatic with em physema and many other disease*. Certainly, there are many things that mt W considered. L'niorrumtely, more and more of these cardiac accidents are happening to younger people. Wage earners, whose iantl> are not yet grown and who must work tr> *upport sad eduraie their children ; w who arc at the height ot their productive ca paetty, and whose pride is sttQ m tber work. l*otlt need to work to produce money and to maintain their emotional *tabiUt> - a* men and as heads of a household. The older worker ti not nearly the prob lem that the young worker is in re-employ ment. He is more easily satisfied with a reduced wage for a reduced effort and oitentimes will welcome the consequences of an attack as an excuse for early retirement. He does not lose face in chosing retirement. Init rather garners sympathetic understand ing from relatives, fellow employees, em ployer, and in many instances hi; physician. Do we, or can we. return these people to their jobs with impunity. Xot quite--though l wish we could. We have to know and document their capabilities and fit the job to them. How do we do this? Generally, hv onq of two methods (although I recom mend only one). Work trials on jobs will wtcceed if you can make accurate observa tions and the patient is truthful with you. Usually, with office and clerical personnel this method is sufficient. Often, if you are well acquainted with your plant, it will suf fice for certain labor yobs. Telemetering of vital information is being used in some plants along with the work trial. This is a helpful adjunct, although expensive. We feel that a Work Evaluation Unit Consultation is far more accurate in fitting the man to his work. With this consultation you are given his exact limits in calorie equivalents and the type of restrictions--lift- mg. but or cold working conditions, length of work days, etc.--that should be imposed You may well ask what this calorie stuff is. ! can easily explain that while you are alive t><^ur body burns up oxvgen at a fixed rate. you mcreae the acuvtix of the body, the ccauiznpoon rate increases. This rate can be measured by testing. For instance, driving a car requires 2.S calorie* per mimife, fowling. 44; dancing, S-3; waschmg TV'. 2; Dicing a diower, 4J. A* tar as work i* concerned, bricklaving re quires 4.0 cakmes; wheeling a wheel harrow ot 115 pounds at 23 snph requires $.0; shov eling. 9 5; Ctiming sair*, 10-2; and a turret lathe operator. 22-28 Going back to our 3r*t classification, we have learned that we ran rate ' TV PE -A Xo restrictions--5a calorics and up. ft Ordinary activities up to 2.5 cal orie*. < ` Moderate restriction of ordinary activities--up to i calories. D Marked restrictions of ordinary activities--up to 15 calories. Thus the standard two step test require* 9,5 calorics; if a ran is able to do this with out symptoms, he should be able to work to this approximate lex-el. On variations ot the test, maximum calorie levels can be de termined in spite of symptoms developing along with the test. Carrying this to it* conclusion--if a man tests up to d,$, he tan do all but the very hardest work in a packing house. At a $3 level he can still do nearly everything. If he can take a shower without -ymptoms, we know he can work up to 4 i calories without danger. t think it is important to note that BO per cent of cardiacs return to their former industrial jobs. Under ideal conditions, the patient returns as a worker to a |ob that within his capabilities. This, however, can't always work out VV hen seniority govern* a plant, oftentimes these jobs {usually (lie lighter type work) are not available, they are usually claimed by the healthy older worker with high seniority who is either trying to coast to retirement or is tired of the scramble ot the production line. Unless certain of these jobs are taken out f-.i seniority and reserved for "disabled jobs," the whole plan ot getting the disabled car- 31 V.i/V/y i anijrf.rx tli.u; l>ack to work talk, However, such riling? -trr happening, Unions and manage- tnmi are aqrceint: on jolw to He taken out '>i seniority; rehabilitation romtnittee* are being established, and progress is bring made. t >bviou5iy, no real problem exists where job placement can be accomplished and seniority loes not rule. Management is aware that the cardiac worker can do a productive job, but is some time? overwhelmed by the liabilities imposed H; the stale?' compensation laws. There the omnipresent fear oi compensation claim evolving from the aggravation oi the underkmg heart disease by the condition ot em ployment, The experience in industries which have adequate medical service?, < that this itahtluv i. rr ratfl However, thi* is a real problem m smaller nchi'irics and business*. and the Second Inniry Ijw doe? not offer adequate protec tion \t times, this situation becomes fur ther complicated by unions which demand that a worker He returned to his job, nr. matter what the circumstance, and then push i <ompen*ation claim when a cardiac dies on the job. The best protection for management remain? the accurate evaluation of the jialient-fmplovee, and his return to work on ,i job within his capabilities, Hot ail industries are able to do this and where they aren't, strong resistance to the program of returning the cardiac to work remains, statistically, it has been shown that those who are able to return to work had a survival rate at the end of 10 years it fit) per cent to per cent. Those who did not return to work had a survival rate of 6 per cent at the end of even vear*. 5tiU the threat of so called "unjustifiable compensation claims" and loss from hospital ,nd sickness-pay insurance excesses prevent m.\m who could work from doing so. From our own experience at Hormel's, we have about 120 cardiacs now working. We had six deaths at work in 1%2 from cardiac conditions. We presently have one unpany case pending before the Industrial < '`xnmmior. We have had several lost time "acadent*" trom individual cardiac* taking Warfarin who have been bruised, cut or strained. Were it not tor the medication there would have bees no lost time claim. Our sickness and hospital costs for re turned cardiacs is lower than our average ..ver-all costs. We still plan to re-employ ill those whom we can safely put back on tobs they can handle. We have not "re educated* any cases to new types of work, hut have been able to handle most of our *n people on available jobs. We presently have two men on sick leave who could work {both have calorie levels below 30), but a* yet have not fowid jobs suitable for them. A* our new labor year is just starting, we hope to find them jobs tom. TRADES AND SERVICES SECTION KEEPING TOP MANAGEMENT SOLD Br SHERMAN T. MARKER Safety Engineering Consultant. Marsh & McLennan, Inc., New York, N, Y, U is pretty much a tact that a large per centage m satetv admuiiMniior* do have difficulty in "keeping management sold" and it sometime' t* no wonder. It has been ihMirved too fTcqnenity. that safety .itimit: istrators have relied, to a very Urge extent, nft the use of statistics tn this area of their operations. You might wk "What el*e t the^ejl* The reply would be, '`plenty, ii you knew how to make the proper use ot your statistic*, father tfian just ",i plus <>t minus' presentation." This is a very' wealarea in mir programming of adtrme? There are occasions when wc get aM-t from other--sn un, not desirahle-- soure. For example, consider the sudden interest on the part of numerous top executives aficr two serious catastrophic? that we expe rienced back east in the past few month*. It makes you wonder sometimes win wc must have fatalities ot serums injunt* ur property damages or tosses to make sonic or rtiAoVni-onttym. orale, or any other form ot in- .hit1 l-.IMlS. t ______ __ ,,________ ippysatisfied, und physically sound w--,-hoondltauobnor underara--eaen-n-lt-g-a-a-r-yg--e-a-d-n--dl-a*ha-azcaormd-mfreere cial ent- <t dealing with products of wwawhhTiicec*hhoqustoahriflelyythpearroraeiutgrdhohantongfufadllatlehytdeppoorcosrosunmidbd.alietniWouInnfeasccestunhuatorldevuedeldri bus eatsC to Institute and carry oa tflr ork of accident prevention described la this plan; namely, sound business prlnmd-pnlets praenvdenhtiuonmamniutasrti,anthemreoftoivree,*. t-eAe*aalv-r the earnest consideration of each execu tive and auperrisor or foreman. 'Mss i litis mentioned at tin* lime- * fills t*r the reason that management ha* bent -old In this company and is constantly beiny eminded, by the safety administrator, thru >udt a policy still exists, through publication in some form or other, and in whole or in part You might call it a forced draft! l <* effective; think tt over! our management sit up and take notice an-! Top management must accept the fact thin i*k for SAimc action. Unfortunately that i- management has a humanitarian interest tn the way it is and wc mu.-t live with it. the well-being of its employees. This is nut tin? subject oi "Keeping management -nly a fact, but must remain a paramount sold," in our programming for the preven hjectiie of the company. It i< one thing to tion of accidents it is universally accepted -ay, "we are interested in the welfare of our that a statement of policy from the desk or employees and desire to provide and main top management ts a requisite for a success tain safe operating conditions, etc, for them." ful program. I mention this for two m- It is really another thing to sec that such vofts; (I) 1 have read some beautifully statements have meaning and power behind worded and carelullv committed polirv them. As safety administrators wc have vtatemenis and still seen a very inehictent many opportunities to bring this to the at program, t`2) t know oi one company that tention or executive management. does have a very effective policy statement, Wc, as safety administrators, must ais-.- that has outlived its originator and four suc keep in mind that humane interests alone are cessors. alt of considerable tenure as chief ot sufficient to maintain a continued active j exeaiuies. Thi* policy statement is quoted interest and participation on the part of top is follows; management Management has a responsibil uu3iurteaceth*atfawaaintsy Ibnusailntefsosrmeantbeerprr*isdeucr*e4to minimum- White thi* La true at ait ity to make a profit I To da this manage ment must first set up and maintain an eifi. tent organization. -- xpected w reduce noii-aKtitiai delay. ictrrfArence with quality and volUTie of product, unnecessary coat, disrup Let nic inject a person.il opinion here. First, it go** without saying that such an r^anintion should include a top-flisiht afe- 33 1963 Xuhoiuit Safely tanyresj iv department with a capable administrator. The lately administrator must be really able to fully realize his accomplishments, and in this regard the place of hi* *afetv depart ment in the company organization is impor tant, 1 personally feel that the administrator can get the quickest recognition of Ins ideas and plan.* from top management ami. there fore, do the most effective work only when tic reports to the top operating executive. (.citing back to efficient company organiza tion. the conduct of any business requires the initiation of many procedures, for ex ample, a purchasing program, an advertising program, a personnel training program, an inventor*' program, a display program, a cost iccounting program. Each of these program* i* put into effect in the same manner. Man agement establishes the procedures, delegates the responsibilities, and then periodically check* the j<rformance and evaluates the fCMllt*. If in any case tlie results *1kiw that the program is not contributing to the mer-all efficiency, then something i* done about it. In the majority of case*, the management interest m Mich results is not contingent upon any personal like or dislike of an Individual nr individuals, but is ba>cd primarily upon the cold facts Out such a program is, or is not, |>a>ing its way. It seems to many of us, particularly wlten management becomes very austerity-minded, that they- take an extra l,,ok at the safety department and the cots mi the accident prevention activities. Vnu can be sure that the continued interest of management, at any lime, in accident pre vention is dependent upon the sunt result* 'Hie results of your accident prevention pro gram mu*t he evaluated regularly and prop erty and the fact* presetted to management. The importance of that remark, and Prop erly, cannot be overlooked by any safety administrator. As safety engineers, we have round and have endeavored to correct and keep corrected more deficiencies in the mat ter of presenting accident results to manage ment than vou can imagine. In my contacts with many capable safety administrators, f have often found sueh individuals wanting when it comes to the development and pres entation of the facts in rotation to the effectiveness of their program M:\ny ut these adminiitratur.* have Ix- j*.me o imbued with certain standard >tatistics and requirements cor reporting pur poses tliat they have overlooked the tact that an "accident is an accident," sad its re sult is either or both personal injury. r damage or loss of property, and that there is no way in the world to control the seventy of an injury or such property damage or toss. And so **e prepare our `tanstic* (or an agency* on the basis of certain standard* and wc distribute these *ame statistics tu our management and that is supposed to be <he general result, plus or mrmn of our safety efforts. Nothing could be further from the truth. I agree that there must be certain standard?-, but do we have to stop there when we pre pare our story for executive management consumption? 1 frankly do not think so. And again I reiterate that too many of us are prone to overlook important data which ran be tied in with the profit of a company. Our accident prevention program rami be evaluated regularly and the facts, as de veloped by. such evaluation, presented to ex ecutive management. This means more titan the ! accident statistics. It means tliat the statistics must he tacked op with facts tliat indicate: 1. What benefits have been derived if the figures show a reduction. 2. What are the unfavorable result* if the figures are on the bod side. The problem, Utercfore, i* to select the kind of data that management will recognize as evidence of increased cost, inefficiency or lots of benefits. Before a fair or proper evaluation of the safety program can be made the individual making such an evalua tion must have a good understanding of the results of sound accident prevention work. There are two ways in which a program can be evaluated: I, By considering the degree to which the e*tablishcd procedure* have been applied. ?... By considering the results on the as sumption that the procedures are being fol lowed. ' The second type of evaluation is closest to our subject matter at this time. Manage ment is interested in relation to the busi ness---* fair return for the cost involved. There are three important items that have marked effect in attaining that objective, namely: J. -V reduction itt overhead expenses. I mdrs and Stnnees .Section .* An improvement in operating eiftcieticy. J. Maintenance ot good employee rota tions and good will. Management has the right to look at acci dent prevention in the same manner and with the same critical eyes that he iocks at any other activity. What lias he gotten out of (he program for what he put into it? Again, do the result- justify the expense involved? The safely administrator, when making Mich an evaluation, must be mindful of cer tain fundamental truths that show how prac tical it is to say that accident prevention is an essential part of the every day activity of an efficient operation, It is unfair, in most case*. and erroneous, to base conclusions on a comidcratkm of the accident frequency and seventy rates alone. It would definitely be unfair if we asked and expected man agement to accept such conclusions. You would be surprised to know just how many safety administrators limit their report*, "their selling talks," to management to that type of data. It is known (hat a low frequency, for ex ample, in a given period may or may nor truly represent the degree of perfection at tained by the accident prevention program. At the same time, a high seventy record may or may not reflect the effectiveness ot the work being done. In addition to the** two important considerations, we must also evaluate the fringe benefits that have bees enjoyed and which can easily overshadow the direct benefits from a purely bustnes* point of view. We can never estimate the true worth of lives that are saved and the painful and disabling injuries that ore avoided. There is mttch more to be *aid as respects the evaluation ot any accident prevenunn program. The stress upon evaluation is uiU tor the reason dial in '"keeping management sold,*' we must continually evaluate (he pro gram prior to providing management with any kind of a report. That is "a must" func tion ot any safety administrator. Our prob lem is to select the kind of facts that man agement will recognize as being useful in the operation of the companv. These may well include ihe following: t. The amount of time lot by employee* became of certain accident causes. The loss of use of equipment, machin ery. tools, because of accidents. 3, The cost oi breakage or other damage to fixtures or fittings. - t Complai-.s of customers because of ac cidents or accident producing conditions. 5 Delays, interruptions or losses incurred because of incidents that occurred, but did net result in personal injury t> Evidence of conditions or performance* tliat exist because of ineffective supervision. 7 Improvement in absentee record follow ing training programs. i. Reduction in maintenance cor because ot improved reporting. 0. Improved operation brought about a* a result of recommendations for eliminating accident causes. tO. Reduction in insurance costs. Provide management with this kind of in formation on a monthlv or periodical basis. Summarize it every six months or annualtv, together with s* nt as to what can be done to bring ..c even greater benefits or gams. i*o executive has been completely sold on a "plus or minus" report. Give him some meat on which to hang his hat. /'*>.* \iiti-jnai safety Cotu/rtri A SAFETY PROGRAM HELPS REDUCE CLAIMS By JOEL A. BLOMQUIST Branch Manager, Legal Dept., Employers Mutuals of Wausau, Wisconsin To better comprehend dm broad tofwc, t shall first want to <)i*eu*s varinM* feature? of worfcmra's eompenratino public liability, and products liability Every state now has a compensation law. This is a statutory plan designed to cots* pensate the employee who may he injured in the course of his employment, in addition to a certain amount ot money ior the time he is disabled, the injured employee usually leeeives all necessary and reasonable medical and hospital care. He may also receive com pensation tor any remaining permanent dis ability to a member or to the body as a whole. The employee i entitled to all these benefits without any co-t whatsoever to him, and in return he does tier have the right to sue hit employer m a oornsnoa law court tor injuries which come within the act. There are three factors which will de termine what am mjormi workman will re ceive under the different compensation laws; one, the rate which is figured co a jercentage of the wages; two, the duration of such payments; and three, the maximum aggregate amount payable. All of the work men's compensates acts provide tor pay ment in case of death and for pu'mAunat total disability. Most statutes prescribe far a specified period of time, known as a warr ing period, to elapse, during which time tv. compensation is due. This waiting period applies only to compensation, as medical and hospital care are afforded immediately. The majority of the taws stipulate that when temporary disability continues ior a definite number of days or weeks, payment wi compensation is retroactive to the hue lay of work following the accident. There are 4S states which by one method or an other also compensate for all or scheduled occupational diseases. Many compensation act# now provide coverage'for minors. In no slates does the law apply to all em ployments. The principal exceptions of neo coverage are farm tabor; domestic help; below a fixed number of employees; public employees; and casual workers. These comments are mentioned because all ot sou are ui mint type ot business which undoubtedly is subject to the compensation lulls', of your particular state. The obligation 't *u!.h insurance sails on the employer, and .5 i considered a cost ot doing business. Employees really do not liuve accidents-- they make Accidents. Statistics show that 35 per cent of the industrial accidents are caused by isisate acts. Consequently, wc must work on people--the employee. We should also consider unsafe conditions, -uid the proper enforcement ot safety equip ment where the waring ot such equipment * neceswry---such as goggle*, safety shoes; and m scene instance* ear protection and helmet*. It is not only necessary that safety 'Jewess be furnished but they must also be adequate!** maintained and their use reason ably euorred: otherwise, in some jurisdlc- tiem the employer can vers- well be penalized for an axcidcm kkii would otherwise be presented. Where aap&r* are involved. the j-esELitjes arc afuaJly greater. Yuu vbodd instruct the employee m these safety moszres bet ii aa acodcat takes place, it should be reported immediately or <ub thereafter to the arts aid department or whoever has dmrge oi accident records. The employee rtaonid be **** to a doctor is those seaat which base an open paand ce joQas. the enpiojee should be peRBBSted to sokes a doctor to whtxa be wuhm to go. Ab order st the doctor should be ^L>>-ii Smim_ ^ report of claim be mv (0 the Mtanrasce company and to tiae mdu-tna! c.jnrtu-.vai of the date when t i* reqpriral You should give aa mud: *-->*** adoc- nutkai to year iaBsrancf airier or the blank >*m fill cwd to pertart the earner to properly ja-oeess the doom *mi* to enable prompt payment ot <*jnpceulicn in the event of divabshry. Kacxs of witnesses to the amdfffit chooSd be seared asd given to the orrier because ecQskasaUy there may be a qwcition as to fahiftiy for the claim. Very few esses are htigated but ia those sirnariom you, as as mapAcytr. are also vi tally interested became to pay claim* for 36 < i i-aots -ink if-iftcrr .'>ccIumi ! which there is no responsibility does affect When claims of thw wue made, the the experience which am increase the com need tor products liability niMirancc nlv> pensation premium. came into bong, And in onr country tin* ) j t\e now turn to accidents sshich may oc was about 1925. cur to the general public. Let us assume Products and Completed Operations arc sou have a department store. People who treated as one but that portion pertaining to come into die building may in Mime manner Products reads as follows. nt&tr an aeesdent and injury. The claim "Good* nr products manufactured, `old, may he predicated on lault or common lass handled, nr distributed by the named in negligence. Or, it may be based on what is -tired or hv other* trading under Iti* name, sometimes referred to as the Safe Place it Ihc accident occur* Alter po*se**ion of Statute This doe* not create a new raiie urh good* or products ha* been relinquished of action but generally sets up a higher ?<* others bv the named insured or hv other* standard of care. trading under hi* name and if such accident In any event, the injured person *fiouM iMTcnrs away from premise* owned, rented. fc taken in the first aid department, name, ur controlled by the named insured or on -ex, age, and address gotten, and full infor premises for which the classification staled mation secured at to hoiv the accident i* in division 1 of Item 4 of the declaration* supposed to have happened; the exact lo excludes any port of the forecoins; procation of it; and the names of any wit- sided, mch goods or product* `halt he ticssc*. Probably you have a company doc deemed to include anv container thereof, tor who can make a preliminary examination of the injured person, and if the injury i< -enoua enough, to suggest that the enmpam take the mdiivdual to his own doctor, or *<ther than A vehicle, but shall uni include nv vending machine or any property, other dtan such container, rented to or located for use t.f others but not *olrt" better still call a Uxicab for him or her anti The insuring agreement of a liability pol pay the fare icy usually contains four major coverage* The owner of the store owes a duty not and under each there are certain division*. to injure the person, but just because an Products coverage t* *hown a* a dviion Accident may occur in his store, it does not under bodily injury and property dnmaee, necessarily follow that the store is legally liable for the accident That i* why full in formation should be obtained at the time, And your liability insurance carrier needs a? The policy* applies only to accident* whirl* 'cur during the poliev period regardless of when the product was made Consequently if die aevident happen* tiefore the policy took much information as U available, Accident* vfleet or after the policy ha* expired, there cost money and you as the owner of a place i. no coverage. Further, the accident.* must of business arc really a partner with your . *cur in the United State*, it* temtone*. insurance carrier in situations of this sort. jrs*c**tnns, or in Canada. If money it paid on claims it can mean A* to the ordinary buriue** establishments that you.as the owner may eventually have there i automatic protection in a liability to pay increased premium for such pre i*hcy tor products claims where food and lection. (-overages arc consumed on the premise*, but 1 should like to spend a little time on n.4 when ccm*umed awav from the premise*. products claims. One ot the interesting and However, there i* a *pecific form of product* important branrhc* ot negligence law i* ilwt ^overage applicable to restaurants and pri which ha* been developing from the gross marily eating and drinking places. In those trig tendency of the public to sue manufac turers or relaiters for damages alleged to lave resulted from the consumption or the use of their products. This kind of liability arose from claims involving bodily injury <>r property damage caused by the conjump- ituotion*. the coverage t* tor claims on and also away from the premises. There c?n ) no dividing of the products insurance for mi and off the premise*--either you have pre-ducts coverage for both on and off the premises, or none at ah, tiim of food or leverages >old by the opera timenJty, liie policy does not apply to iia- tor, ur the use <>i any product processed b> Inllty .tssurned by ih* insured under am lum or after possession had been relinquished `.ontract or agreement. There are a few ex- 37 W.Vci/tifMit/ -VIirWy kWjrsxj ceptions feul the one with which we are now concerned it where there i< a warranty of gemd* or products. If the insured has prod ucts coverage, there is coverage under the jwllcy even where there is a warranty of jjeods or products. ft should also be noted that although the insured i* covered for the acts of his em ployees, the employees themselves are not covered under his policy. If it is desired to protect the interest of a manager or other employee, it can be done by an endorsement to the insured's policy* for which an addi tional premium will be charged. \t this point it perhaps would he advis able to sav something about limits of lia bility, The tendency has been for the in -tired* to increase their bodily injury limits hut not to the same extent in the field of property damage. Inadequacy in the area of ifferetcate limits cannot be over-emphasized. It is common in all liability policies (except automobile) to state an aggregate limit which means the total amount of liability the Company will have for all tosses arising from that particular hazard during the policy term. Those aggregates apply to products bodily injury and to ail property damage except elevator, The lack of understanding with respect to those limits can result in the insured having exhausted or nearly so all of his total policy coverage by several .1evident* and thereby having very little, if any, remaining for future losses. Where such a situation exists, it is necessary foe the m-tircd to purchase additional coverage or have lus policy rewritten In connection with products claims, we `-hould be familiar with the statutes which have reference to the Uniform Sales Act, Certain provisions pertain lo contracts to sell and sates, and other sections give the definition of express warranty and implied warranties of quality and fitness. When a products claim is reported, it should lie considered from the negligence angle and also that it may come under the Uniform Sales An. There have been dif ferent mult* depending upon the jurisdic tion involved. Let us now look at a typical case which happened in Wisconsin -- 194 Wis 142: Claim was based on negligence due to al leged fruity care in the handling and in the improper cooking of a ham made up into -i.ridwichcx b\ the defendant. Plaintiff be- rame ill from eating the sandwiches. Mo recovery was allotted because the jurv found (here was no negligence on the part of the restaurant owner. The testimony also showed there was n sale of the sandwiches to the plaintiff by the defendant--the sandwiches had Keen pur chased by another member in her party. Hence, no liability, according to the Court, could arise on the doctrine of implied war ranty in such a transaction, it that doctrine were held to b* the law in the ease. The Court farther stated that unless there i* privity of contract, the general rule is that there is no liability for a breach of contract to outsiders. A later decision m Wisconsin i> found m tO Wis. 2d JZ3, In that case the plaintiff had ordered a chicken sandwich. The question involved was whether there was a breach of implied warranty of reasonable fitness of food for human consumption because of the presence of a chicken bone in the chicken -andwich. The contention on the part of tlie defendant w that a liarmful substance present in food which is natural to it cannot lie a legal defect or a breach of implied warranty of reasonable fitness of such food. Tlie Court state* that such reasoning is fallacious because it assumes that alt sub stances which are natural to the food in one stage or another of preparation are, in fact, anticipated by the average consumer in the final product served. The Court goes on to state that the test should be what is reason ably expected by the consumer in the food a* served, and not wliat might be natural to the ingredients of that food prior to preparation. Further, as to what is to be reasonably expected by the consumer is a jury question tn most cases, and that it cannot be stated as a matter of law that a patron of a restaurant must expect a bone in a chicken sandwich because chicken bone* are occasionally found there or arc natural to the chicken. The Court states it now adopts the betterreasoned majority* rule and holds that when a patron orders and pays for, a meat or food at a public restaurant, there is a sale of such food within (he meaning of the Uniform Aales Act, and that there exists an implied warranty the food so sold is reasonably At inr human consumption. It seems apparent .Iff 7Voder and Services St'tftun from what lta< Iwen stated that privity os contract i* also necessary in cases of this sort. A few illustrative decisions m other juris dictions will probably set forth the distinc tions a little more clearly. The case in 332 P*c. 2d 25S, involved foreign sub'lance in a bottle. The plaintiff and his friends stopped al a service station and pur chased *oda from a com-operated vending machine. During the cour-c of drinking it, <v friend of the inturcil party noticed a book of matches in the bottle. This fact w as mentioned to the owner of the service -ration, and he recapped the bottle and re lumed it to the injured to take home, Sliortly tliereafter he became violently ill and was taken to a hospital. Plaintiff sued and secured judgment against the hoit'cr. The action was based upon implied war ranty only and not on am negligence. How. ever, the manufacturer of the product at tempted to introduce evidence as to the effi ciency of its machinery and plant operation*, hut the testimony was excluded and rightfulls vo by the lower court because such evidence constituted no defense to the action ba?ed upon breach of implied warranty. Had the plaintiff sued tn negligence, it would Itave been permitted. Judgment tor the plaintilt was affirmed by the high court Another interesting case involved sun tan lotion--the manufacturer Wing one at the defendants (99 S'W 2d 5). The plaimitT purchased sun tan lotion to pre-erv* the tan t-he had picked up while out tn California. When she used it tn a normal maimer, she suffered a severe allergic reaction, requiring Hospitalization for two weeks. She then sued the store-where she bought tlie lotion and also the manufacturer for damage*, claiming Iwth implied warranty and negligence Tlie high court held neither defendant liable and used thi* language: "We f lowaj will follow he majority rule and hold that neither the 'filer nor the manufacturer is liable for breach of warranty or tor negligence where an isolated buyer is atlergte, or unusually susceptible to the product." There ts also a specific group of cases which involves labeling. The general rule is that a manufacturer of a product ha* a duty to warn of a connected danger of which lie is aware. This duty to warn includes the duty to furnish instructions to adequately permit the proper use ot such product with out harm While this rule seem* rather con servative. let us see how it was applied to an actual case. The father of a 12-jw-cld boy was painting bricks with a white cement paint hearing a trade name, He accidentally got <ime of the paint in hi* v.n * eye* and the lmy wax blinded. The container in winch the (unit came bore this labeling: Caution: Inasmuch a* the alkalinity of theinsipltrior*duscktimn,ayitbeI*Irraitdavtisinagblets ttsendueser oar paddle for mixing, and to avoid e*r-j.|re or prolonged contact with tn* skin. N'u mention wa- made that the product con tained lime. However, calcium ovule, which It lime, was listed a* rme at tlie ingredient* It i agreed tlut mn-t person* would not know that calcium oxide t actually lime. Tlie Court held that the warning "H the label vas inadequate and gave tudsnwot i*t the ptaimilf--_-19 S\V 2d J*?9 In some jurisdiction* tlie Court holds that privitv of contract i< not necessary but that the warranty follows the product which cer tainly makes it easier for the plaintiff to sue the manufacturer of the product. And the thing to remember is that any products claim dtould be considered from the negligence sngle and also whether it may come under the Uniform Sales Act of your particular *tate. What, then, are you doing about the-e things? Someone has to be responsible for the *ietv of the employee and the customer, and also lor the <afe phvsieal condition* Instructions and supervision are nece**arv rt make tlie job and the place of business sate. Where there are a number of department* in vour establishment, there should be full cooperation among the departments for the mutual benefit of all. Communication is otic of the most important means to accomplish this end. This calls for disseminating infor mation and there really should be more of it Constant changes occur in industry, ami we may expect there will be many new problems arising, so that cooperation of such departments and proper communication be come a necessity. We, in the insurance in dustry. are always ready to be of service also. Tlie world moves forward, and if you do not gu forward with it, >ru actuali/ fall behind. 39 /9di Muftis Lonqrtsx PRACTICAL SOLUTIONS TO THE FLOOR FALLS PROBLEM By D. C. RHODES Assistant Vice President of Engineering, Consolidated Mutual Insurance Co., Brooklyn, N. Y. FalK of |kt*hii* txvur mure frequently .tod have more -erinu* rcMthv nn Hie whole, than any oilier t> |>e oi accident m rummer lial eMabliriimetits. For example, ilte cun*luned general liability experience or three large department store clvatnt for a teriml tf three >rar* showed a total of H.6J7 acci dents, with ln**e* of $775,000. `'Fall* on -tairwavV* and "floors" accounted for .O l>er rent of the accident* and .M per rent uf *he !os. Floor accidents alone, pnttcipallv rails, were responsible for 17 per cent oi the accidents and 20 per ernt of the losses. Falls of persons on floors is an especially utc accident problem in stores, hotels, restaurants, and theaters, since their clientele frequently includes a large percentage of older persons, and these older persons are usually more susceptible to serious injury trom this tvp* of accident than are younger people. It is usually desirable, on resilient floor -ttrface<} to apply a "dressing" material to protect the surface from wear, to bring out die natural beauty of tte color or pattern. .Mid to make it easier to dean and renew. Most products meet the above requirements t<> a reasonable degree, but unfortunately their use may result in surfaces which are Eangcrously slippery- to some types of foot wear. At this point. I think it may be well to quote Lucille Bush of the ifolmson Wax Company, She says: "If you don't polish yntr floor after applying a buffing type wax i>ccausc you are afraid a high shine is slip- (cry, you are dead wrong. The more you Iwifl, the harder and drier and thus safer the surface becomes. With too much wax and limited buffing you get a soft, smeary voting which is not a safe walking surface." Several legal principles of liability and the court actions upon which they are based l*iut out that the principles governing lia bility or non-liability in wax slippage cues are exactly the same as those in any other held of public liability. For example, the >iifrreme Court tit Oklahoma in a recent i.i-e indicated that: "The law ha* become well established in thi- date to the effect that wrier* and occupant- >i hu*itie** homes where people are invited f*r trade Jiave a right to have their floor* waxed and polished, .md only uwe a duty i-i maintaining the doors waxed in it tea*<nabl> -;ifc condition for the purpose for which it is ued." \ similar judxment, toiluwmg an action, drew the distinction in the*e term*. "A pro(inetor owes his customer* a duly to exercise ordinary care to keep the passageways of his premises m a reasonably safe condition for their use and to warn them of any dangerous condition which is known tn him and un known to them. Yet he is not an insurer, and it is quite generally stated that it is mat negligent to wax the floors of a business establishment. Nevertheless, it may be negli gence to wax the floors in such a fashion that they become dangerously slick or to wax u) haphazardly that dangerously slick spots are left as a trap for the unwary." The question, therefore, becomes reduced to "Wliat actually is a mea-ure of slipperi ness V Unfortunately in too many oi the cases in the past the question of shppcnness, condition of application, and many other technical questions such as these have been decided by the jury or the court without benefit of technical evidence. It has in fact lieen a question of guess work. At this point, i would like to demonstrate a portable apparatus which is designed to measure in a reasonably simple manner the coefficient ni fnetton (the amount of slip periness) of any kind of surface, be it a floor, a sidewalk, a bath tub. etc. It was developed by Dr. Willem Frederick, Direc tor of Research for the Liberty Mutual In surance Company at their Hopkinton, Mass achusetts laboratory. Various types uf floor surfaces are here illustrated, including terrazzo, asphalt tile, vinyl tile, vinyl asbestos tile and rubber tile. These have all been treated with various Ml Trades and Services Section commerced wax products, ranging from wax emulsions to camauba paste 'One-half Hie tile has been treated; the other half has been left untreated. You will note, through the use of this instrument, that the "degree of slippenness," or more accurately put, the coefficient nt friction, can be readily determined, I have come to the conclusion that the principal factors involved in dipping and > ailing on floor* and walkway surfaces can he divided into four basic categories, each category having several factors. The first is the floor surface. The three factors relating to it are; l. The coeiSeient of friction--floor vs. the -ole of the shoe. . The presence of foreign substances on the floor, such as water, trash, etc. .1- The condition or state of repair oi the floor, ke, the presence ot a ramp, damaged or missing sections of the floor covering, etc. The second is the individual's shoe. The three factors relating to h are; 1. The coefficient of friction--the sole of the shoe vs. the floor. 2, The presence of a foreign substance on the sole or heel of the shoe. Such material can be as easily found on the shoe as on the floor. X The condition or state of repair of the shoe; i.e., women's spike heels, run-down heels, holes in the shoe, ete. The third is the physical condition of the individual The three factors relating to it are: 1. Tlie method of walking. Studies by the Bureau pi Standards using candid motion pictures sltow a wide variation in the way people walk. This is revealed in the length of stride, the manner m which the foot comes in contact with the walkway surface, etc. 2. Distribution of forces. Again studies by die Bureau, using a machine especially designed for the purpose, show individuals vary to a great degree in the distribution of the vertical, longitudinal and lateral forces exerted in walking. J. The physical condition of the individ ual. Actual lameness or other physical dis abilities may definitely contribute to a slip nr fall. The fourth is the mental condition of the individual. The two i-v-tor* relating tn it arc: 1. Psychology. To me, this is the most important of the eleven factors. Experi ments have proved that the manner in which people walk and slip is aflected by what they sec To most people, gloss means slipperiness \n experiment was conducted where one hundred people walked over two surfaces one glossy, the oiher not. They did tin*twice, once blindfolded and once not, Wlten ihev saw the floors there was an almost unanimous agreement that the glossy floor was slipperier. When they were blindfolded this was not the case. About half of the walkers thought the duller floor was slip perier. The state of mind oi die individual at the time of the accident t* of equal im portance. The burdens of our mind* affect txir ph> steal action* more than we care to admit. 2. Proneness to accidents It is a well known fact that certain individuals are prone to accidents, and ! have found from experi ence that often the history1 of individual* who slip and fall on floors shows that thev have been involved in other accidents. A* can be seen, slip resistance is aflected by many factors other than the nature of the finish. St should include, m addition to all the foregoing, consideration of the char acter of the underlying floor, climatic ami atmospheric conditions, traffic conditions, till age of the film which coat* it, the type ot footwear worn by personnel. To understand how conditions which are practically uncon trollable will affect the siippenness of a floor, let us consider a *tandrd water emnlion coating. The residual film on this tvpe of flooring t* very definitely affected by atmospheric conditions, particularly humidity. Conse quently, such floors tend to be more shp resistant during the more humid summer months than during the winter when healing ;.\ .tems are in operation and humidity levelare low-. Similarly, the same type of was will be appreciably more slip resistant in the south where it Is hot and humid than in the north where it is eold and dry. Traffic conditions which tend to wear tlie him thin actually decrease slip resistance. On die other hand, ground-in abrasive dirt increases it. Also as the coating ages, u <41 Xoti'ii(/ Safety Congress neniJi to oxidize,. h,ir<len ami become less dip resistant- The presence of tracked in or spilled water greatly <lecren*es the co efficient of friction ami creates a hazardous condition. All such water should be promptly mopped up. When the -oies of the shoes are damp, the coefficient of friction between the oles and the wax film is appreciably de creased. This, howeser, i not true of anti dip floor finishes. The type of footwear ha> a major bearing cat slip resistance. Low heeled shoes with a broad contact area insure maximum safety. F;>r tlii* reason slips and falls among men are comparatively rare. Under dry condi tions much higher ami-dip coefficients are provided by rubber heels than leather heels. Under wet conditions this difference largely disappear*. Care should be exercised to minimize so tar as possible the difference m slip resist ance between parts of the same floor or ad jacent floor*. If the personnel are not aware of this <Jitferer.ce, there is an element of Mirpris* due to die sudden change in the .lip resistance of the floor. A change in slip fcu-lance requires a change in pace. In dtort. the variables which go into the makeup of a person who falls upon a floor are so broad and include such a wide spec trum of basic cause* that the identification <.i liability becomes confused in an admix ture of such conditions a* weather, the nature m` the sole or heel of a shoe (whether leather or rubber and its makeup), the atti tude of the person, etc It is obvious from a review of all that has been said that the floor fall* problem is indeed a very complex one. It becomes even more complicated when '.mru! measures are aitemptea to control the rtemilie* and the walking habits of members of the public. In concluding, 1 suggest (hat efforts should be concentrated on the control of those fac tors or cause* about which something can be done, rather than to try controlling the problem in its entirety. The following ap proach, briefly summarized, is suggested as a broad pattern ot activity which can readily be followed without any great need for out side technical assistance. !. Eliminate, where possible, any design features which serve to create an inherent fall problem. This covers such things a* ramps, variation* in level or grade, similarity in color or light reflective value* between adjacent surfaces with varying levels, dis tracting sign* or sales promotional material* at entrance* and stairways, etc. 2. Get to know your own floors and sur faces, their characteristics under all types of conditions* and their treatment program, so as to anticipate problems and problem area*. This should include anticipated activities which you should undertake under varying weather conditions at emranceways, during and immediately after floor surface material has been applied, traffic behavior character istics of crowd* during seasonal peak periods, at night under artificial lighting, and 1 "ring seasonal changes of footwear (particularly by women). 3. Having compiled a specific set of sta tistics concerning your own particular floors, you arc probably in a good position to establish a practical program which can be designed especially for your own require ments. 42 OFFICERS OF THE food & BEVERAGE SECTION NATIONAL SAFETY COUNCIL 1962-63 L >nteraI ( hair,a H i k> ?4ik |ltr. <>f t .ifjiii. tin... Ahniituj- Minn. Firzf I V< l hairm,:r, -- l.**ii, 11. >*mur, \krr ,J Sfi*. i'c-rta. Ill >v (`Km i'roUvt , ilium Walker Viviuf 17<v i iMiHjr.jH- - ! inn'll \ Mi si Mi*iun -vi'vti 1 nr . l-aUi;th I'nmim (.*,, >? L*.uk >iVivftjrv--ksw. K * >-.*iorj.. Aupv. Cliuion Com Pri.iMit!r Co-. i'bnmn, b.tv.t. ,V{z.vffiT Edit-'r-- Miraic-i>ix i l. Kitihf.x. Dir. of S.ik-1 y F H IVavr' .v *' , Minnraj->in. .V.v/i'iM (J < x M. Itx-iA, Dir, of Snteiv, Com Products Co., Artru, 111. >t Chotrmon--Vlent* K- timxioix, j'atetv f'npv, Gerber Product* Co, Fremont. Midiitwii. L'i?mmi//iv--\\ IM.1 im G Smith (Oixinmml. I>ir of Safely, flte Xv-ile Company, Inc. Fulton. X. V-; Iohx Gruff, Safety Ent-r.. American Maize Products Oj.. Kob>, Ind.; Gnc.,ity Kwihn, Health 4. Safety Admin., Jo*. Xhlita Brewing Co., Milwaukee, Wis. Otf-the-Job Safety--.1. Lijivb Caxtksia (Chairman), Safety Engr., Miller Brewing Co., Milwaukee, Wi*.; A. J. F.vaiSA, Safety Supv., The F & M Schaefer Brewing Co. Albany, X. V.; foXHf E. Momiison, Mgr,, Supvr. & Staff Per*. Admin., Kellogg Co., Battle Creek, Mich.; Hamy . WictHorr, Emplojee Relations Mgr.. Anderson Oaimn 4 Co (Fund.* Division), Jacksonville; UL Health Director--Pall W. Rush, M.D., Medical Dtr., Com Products Co., Argo, 111. ,`tssoeialiont Committee---EoWAim T, Benxett (Chairman), Asst, Mgr., Ind. Relations, Schchtey Distillers, Inc, Frankfort, Ky., Peuy R. Ellsworth, Assoc. Dir,, Milk InduMry Foundation, Washington, D. C; W. Michac. AicHot, Dir. Employee Rela tions, United State* Brewers Assn., Xew York, X. Y.; Jcntv L. Bauman, Ins. Adjustor, Floriila Fruit & Vegetable Aim., Orlando, Fla. Trainimff & S'intat Aids Committer-- FraXx 1. Fcsscxdch (Chairman), Mgr., Selection & Training, Kraft Food* Dh\, Xattonal Dairy Products Corp., Chicago, HI.; Hxuut Gnxrrz, Safety Dir., Gerber Product* Co,, Rochester, X. Y.; Roaur Cr.wc, Safety Dir, International Milling Co., Investor* Bldg., Minneapolis, Minn.; `Stanley W. Paxson*. GenT Safety Dir,, Carnation Co., Los Angeles, Calif. Engineering Committer--J. R, McCann (Chairman), Fire Prev. Mgr., Ralston Purina Co., Sl Louis, Mo.; K, S. Maxtyx, Safety Dir., General Mills, Inc., Minneapolis, Minn.; "Nixo.v De Taxnowsky, Mgr., Safety and Communications. The F & M Schaefer Brewing Co., Brooklyn, N". S'. 43 Auwds & Contest Committee--><. H, Still (Chatman}, Safety Dir, Rai.-ton 1`unii.t Co, 1st Louis, Mo.; *OiiGti R. Meyers. Dir. oi bainy & Security, Pibst brewing Co., Milwaukee, Wla.; Xorman L. Heuek, Safety Dir, Anheuser-Busch, Inc, hi, Loud, Missouri. J-/r-,uUure Committee--John P. Hein (Chairman), Emptoynictti Mgr, The Lar*en Co., I'nrt Atkinson. WU.; Robot P. Alocn, Safety &. Wage Admin, Castle Jk Cooke, Inc, Honolulu Hawaii; J. W. Salisbury, Ins- Mgr. & Safety Dir., The South Cnn*e t'urp. New Orleans, La.; Walteb Cameron, Safely Dir., Spreckeis Sugar Co, i-freekel*. Calif. }<oi.rt Division--Arthur E, M.XRVtX (Chairman), Safety Dir, Sunslune Biscuit*, luv, I.A'ng Island City, N*. V.; Eosvakb 3, II.wka, Sujv of Safety, National Biscuit C<<, New York, N. Y.; Pen* Koukos, Training Mgr, Kitchens of Sara Lee, inc, Chiciuo. Illinois, fireu.rt lUvision--William Wimn (Clwirman), Safety Dir, Store Brewing Co, * nnaha, Nebr.; Herjiert Xakocle, Personnel Dir, Carling Brewing Co, Frsnkrnmutli, .Mich.; Calvin W. Lee, Safety Dir, .lacksoa Brewing Co, New Orleans, La. C.-MN.'/MtiT/ Division--.Albert Cacherat (Chairman), Personnel Dir, Reed Candy Co, i hieagti, 111.; Robert Xewtok, Personnel & Safely Dir, Fannie May Candy Co, Chieago, ill.; James A. Carr, Safety Dir, Mars, Inc, Chicago, Hi. Dairy Division--C. Clements (Chairman), Dir. of Safety, Xatioiia! Dairy Product* Corp, New York, X. Y.; Klmex S. Swexson, Safety Dir, Roberts Dairy Co, i tmaha. N'ebr.; X. . Thiel, Dir. of Safety, Sealtcst Foods - Southern Div, Charlotte, X. C. Disinters (iivision--!, W. Shltt (Chairman), Safety Engr, jos. K. Seagram & Son*. Sew York. X. Y.j Joseph Kecuiu.R, Dir. of Safety, Brown-Forman Distillers Cnrp, Ia.ui*ville. K>.; JiKtrH j, PtAiuLnn, Safety Mgr, National Distillers Products Co, Sew York, X. Y. /V*,,-wrx & Canning Drrinmi---Mit/mx J. Hattie* (Chairman), Mgr, Ins. Dept. & Dir. f Safety. Weston Div. Hunt Foods & Industries, Inc, New Orleans, La.; Willarb L. \t nn, Jr, Safety Engr, Libby, McN'ei11 8c Libby, Chicago. III.; C A. Clarke, Safety Dir,. tienenil Foods, White Plains, X. Y. Grow Handling & Processing l>iv.--Harvey H. Marnmex (Chairman), Plant Safety Dir, Kellogg Co, Battle Creek, Midi.; Dale Blackwell, Safety Dir, Union Starch and Refining Co, Granite City, 111.; Lloyd O. Staar, Safety Dir, Grain Processing Corp, Muscatine. Iowa; K. I. Kr.nR, Safety* Dir, Pilldiury Co. (Consumer Div.), SpringrhM. 111. .Y-i.i nating Committee--Leslie ,1. Quixkcr (Chairman), .Ysjt. Ind. Relations Mgr, -hcnley DDtillen, Inr, LawTenceburg. Ind.; *XocarAX L. Heue*; Crew R. Mcyxrs; I W Miirn; Stanley \V. Parson*. V? Ref-rrtcntoiiie--A. M. Baltzsr, National Safety Council, Chicago, III. *! * * enerni Chairman OFFICERS OF THE MEAT PACKING, TANNING & LEATHER PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1962-63 General Chairman--Jumv Muh.u, Ast. Lxcc ?>ec., Xatiun.il Indrjenduu Me.*: Parker* \un,, Wat* ?ton, D. C. {'irjt Furr Chairman--Xhruan Kikk, Mgr. Welfare and safely, Canada Packer*. Lid. Toronto, Ontario, Canada. Second t'ice Chairman--Cati. Pi&tk\>ztK, Tcvhiueal ifdiicr, The National Pn>ii*iuicr. Chicago, III. Secretary -- Maurice Ll\hy, Chief of Plant Protection, Oscar Majcr and Co, Madison, Wit. Sewsletter Editor-- H'iw au* Kerholz, Safety Utr, The Rath Packing Co, Waterloo, Iowa. Xetvsleiter Commutes--HtmLtT Kleppcr, Safetv Dir,, John Kraus*, Inc., Jamaica. X, V,; W. E, Wmztc, Dir, Indus. Rd, The Ktarer Co., Louisville, Ky.; Stanley D, ROSINins, Safety Dir , I xilich Tanning Co, Taunton, Mas*. Program & Advisory Committee-- Donald S. Mackenzie, Dir, Packinghouse Practices & Research. American Meat Institute. Chicago. Ill ; R. W. Unwin. Sb.. Ast. to Pre*. N citable Parking Co, Chicago, 111-; Cha*les H. Elsy (Chair.), Mgr, Safety k Health Serviees. Employers Mutuals of Wausau, Milwaukee, WLs.; Howars Rsjhix-Z. Safely Dir,, TIk Rath Packing Co, Waterloo, tow-a; A. ,1. DrrtME*, Office Mgr, Gmnwnn i Ca, Oncagi*. ill.; E. D. Peeler, Jr., Mgr. of Employee Services, Genesco. Xadiville. Tenn, Membership Committee-- R. W. Unwin, Sr. (Chair.), Asst, to Pres, Reliable Packing Co, Chicago. III.; Wuaiah Xcsitani, Safely Dir, international Shoe Co., St. Louis. Mo.; Blaine Liljenovtst, Pres, Gen, Mgr, Western States Meat Packers Assoc, Washingtoo. D. C.; J. H. Crompton, Safety Ertgr, The Cudahy racking Co, Omaha, Neb, Publicity Committee--Gun Pietkaszek (Chair.). Technical Editor, The National Proxnsioner, Chicago, 111.; Dqn.xlr S. Mackenzie, Dir, Packinghouse Practices & Research. American Meat Institute. Chicago, fit. r Blaise Liljxxquist, Pres. & Gen. Mgr, Western States Meat Packers Assoc, Washington, D. C Training Committee-- R. W. Uxwtn, Sr. (Chair.), Asst, to Pres, Reliable Packing Co, CJucag, IJL; Gan. PimxmK, Technical Editor, The National Provistoner. Chicago, III; Howars Rduoo, Safety Dir, The Rath Packing Co, Waterloo. Iowa.; K, F. Johnson. Dir. of Trammg and Precedures, Agricultural Research Service. Wash ington, D. C. Engineering Committee itor .1feat Packing}--Arthur Pearson (Clair.), Engr. Div, Gen*l Supt's. Office. Swift and Co, Chicago. 111.: Hamy M. Jones, Y. P, &. Plant 45 N*ifi, s'!!iluTfi I--Itii.. LniiMiiJnw, Tnu.:*oi, ifir. of Personnel, SUiruk Cudahy, Inc.. Cudahy, Wi*. iior 7'umrny & Leather /Vorfw*7/J--Cl-Afut BruXAa ttluir J, bMt'ctv Dir., luglc-Ottawa Leather Co., (.mini Haven, Mieft.; R. Copbka. *<-. Mgr.. Lehigh S;lfcy Shoe C*i, Lntmau-., Pa.; William C Martin. /a.. Safety Utr.. U embretmer, Uiv. of Textron, hie., Marshfield, Wis. ' f - iuti ,lidt C>huuUc<--~Nukman Kirk (Chair.), Canada Packets Lid., Toronto, Ontario, t'.inadn, A. j. Dm-mut, Office Mgr- Cutmann and Co., Chicago, Jil-l WniUM Mcottt, Safely Dir., (>hse Meat Product*. Inc- Topeka, Kan.; LAWREhCt f'ODESCO, Dir, of JVrvnnd, Patrick Cudahy, Inc., Cudahy, Wis. fin'-lhe-Jah xrfWy Mawoc Lkahv (Chair.). Chief of Plant Protection, M-urar Mayer and Ca. Madison, Wit.; Michael Cavaijcjc, Personnel Dir- Tobin IVtckinu (.'n , Rochester, X. Y. t and Insurance Cominttlce--C itakl*:a H Ei.ssv (Chair.), Mgr. Safety* Health Merino, Kmjitmrrc Mutuals of Wati-ati, Mitwauk , \Vi*.; Burton La Rtix, Dir. of 1-ihnr Rel.. Marhocter Packing Co., Muncie, Ind.; Gcnnx Hitosk, Casualty, Armour \ St. Paul, Minn. stealth i .mimilhv-'liK _Tracy Bshrkk (Clwir.J. Medical Dir- George A. Home! * Co., tinun, Mirui-: Da. StNM Itunm, Medical Dir,, John Morrell * Co- Ottumwa, Iowa; I-mkii usf \t ,\i,k., R. X- Chicago Kan hide Mtg. Co- Chicago, 111. `M/r Representative-- Marshall E. I'ioxvsl.v, Xaiional Safety Council. Chicago, til. \r> OFFICERS OF THE TRADES & SERVICES SECTION NATIONAL SAFETY COUNCIL 1962-63 Kki^luv Stall W-t.. |,u* Preston41'! 1 ivpt , Montgomery -> * * V. mrt a ic. Dir. of Per* ,V I'nh Uclaumi*, P->l**r - Oatcten.'i-. \temt',-nif . i t,M4, D New ) * fk S 't Managing Dir., Hotel Satety Trade Group, t'rnyram c Aiirwoa V'ui P`t4, M.D., Medical Dir, <ar^*u. Pine Nutt and Co.. Ouea3*. Pi i(T.r*r-/-> wi.ty *. kairman--<. Matwv-, 'atety Dir., Bami<rycr'-New lerMr\, Mark** "; . Newark. J. a/.dir-e-- Mask Dunlop. Editor, Hu^pitality Magazine. Chicago. III. Xeutfett.-r t ..f.diW--.luHN Carcy, Safety Supv.. Mar-hail Field & .*. Chicago, Ui. t/tfarrf Rean*mt Committee--Fuad Retailers Division--Umid fitrT'H L rCAuirnitiN), hi- <urancc Dept.. Consolidated Foods Corp., Chicago. III.: Ch\* 1.. Xaxoco, Spec. Personnel Con-'Uham, "Hie Kroger Co- Gncmnati, (iluu; ISvi, W lost.*, Safety Sups . ! WemjnrTcn. Inc- Houston, Texas; A. K. i~.r\h\m, Sups.. Engr., Bituminous Casualty Co- Chicago, III. ifxlrl Dfcxnrxi--Mauricc J. Martel (CfcurriiumL Personnel * Safely Dir. The Shentnm Hotel, Oik-ak*>, III.; Walter Duock, Exec. As*t, Mgr- The Oeinul H*lua>, Chicaco, III. MtraiHlilt *--Lee j. Hinvtz, Safety Engr- Empi"yers Mutual- *" kkausau,^ Mil waukee, Wis.: V'u*t-o Hccus, Perscnnei Dir- Robertson Brother* Department Store. Stmlh Bend. Ind. Restaurant Ptruien-~CEOftCE N. Stick (Chainnan)t Mgr- Self Insurers Management. Inc- Xrw Orleans La-: Vernon Cokdkli- Dir., Public Health, Kt>d * Equipment Ke*earch Dept- National Restaurant A*$n- Chicago. 111.; Jack . Uhler, Manager, Residence Halls Food Service, University of Missouri, Columbia. Mo. it'artkeuse Bkision--Allot D. WaltxM f'CAaiVwiffnl, Secretary. American Warehouse men's Assn.. Chicago, II!.; Alfred L. Jackson, Mitchell-Jackson. Inc- Chicago, 111,; Hartrji G. Mtrst*, National Security Administrator, Sears, Rnehuck * Co- Chicago, Ut. Fasten Refi,-* Cvwtwil/ce--W, W, Evwctt, Jr. iCa-Chairman), Asi. io the Chair, ut the Bcarck Woodward & Lothrap, fnc- Washington, D. C.; Harvkv :L 3iccel (CoC'koii' nujwj. Safety Dir- R. H. Macy Co- Inc, New York, X. V, E J. Donald Prince. 4? t wM hiiyincer, Insurance Bluer*' Cwtutcil, Dalrintorp, Mil; l'rrr I. L\ .vot (SecreMyr,, Personnel Ailmm. Div, i.wmmcrcc & Imlustrv A-m. of Me* York. New <irk X \ H.tnki. Ituttdinij* and OjfLvx Dixx-- hTAXLEV BonnEL Uo-Cheirinaitl, Ca$ua|tv Ktij;!nprnnfi Drpi. Zurich General Insurance Co., New 'i ark, X. Y,; Rolf _ Hamsthom n'o-Chairman), Chief. Projection Div, Office of Bldg, Mgmt, Public Buildings Service, Genera! Services Admin., Washington, D. C : R ifhato L. Sxider, Chief, Protection Branch, Building Management Div, Puhlic Budding Service, GSA, New York, Y- r.W Hctaifcrt Oivuu/n--Frank C. Kti/mcr fCit-Chairman), Cushmans Sous, ine., Long Island City, X. Y.; Robert W. Iiach (Co-Chairman), Personnel Mgr., The Grand (,'ntoti Co., Washington Div., Washington. D. C.; Allen T. Pattisox. Employee Relations Dept-, Safeway Stores. Inc , Wa-hmgtan, D. C. ftiiit'i Uinsi"*--Charles L. O'Oisno* (Chairmen), Gen`1. Mgr- The Wesibury, New Yurk, X. Y.; Leslie I. Inch. Dir., Accident Reduction Dept., Hotel Association of \`ew York City, Ine., Xew York. X. Y.; Akmlw B. Murrav, Dir., Employee RclaHun*, American Hotel Assn- Xw York. X. Y. tfivrim/i/r Ptviiwn-- Hakxy ,1. Obexle (Chairman). Asst, to insurance Buyer. I C Penney Co., New York. N. Y,; Edwin F, Ahern, Safety Consultant, New York, A, Y., C. 2. 1irjp.ov, Sb,, Assist. Store Mgr., Hochschild, Kohn and Co., Baltimore, Ml; Clvok W. Hall, Ins. Mgr., J. J. Newberry Co., New York, X. Y.; O. A. (Bill) Smith, Supt., Bowman's Department Store, Harrisburg. Pa.; Werner Weiss. Re search A*t,, Store Management Group, National Retail Merchants Assn., New York, X. Y. Ht'Utiurant DicuVun--Aapmw J O'Lcarv (Chairman), Safety Represent., Frank G. Shattuck Co.. Xew York, X. Y.; Meredith F. Catchinls, Dining Service Mgr., A T.&T., Xew York, N`. Y.j Thomas W, Houlihan, Safety fnsp., Metropolitan Life Insurance Co., Xew York, X. Y.; Hextv McCormick, Cafeteria Mgr., R. H. Macy Co, New York, X, Y. Warehouse Pivision--Tom Finn (Co-Chairman). Assist, to the Mgr, Bamberger's Bloom field Depot. Bloomfield, X, {.; ,)useph H. Colquitt (Co-Chainmtn), Secy, N'aiional Issocwln-n of Refrigerated Warehouses, Inc, Washington, D, C.; E. .A. (Tosv) Pritchard, K.xcc, Vice Pres, Merchants and Manufacturers Assn, Washington, D. C Xiiuumtlinv Cumimlttc--(Past General Chairuttn)--Harry* A. Gustafson, Chicago, III-; knot* ,1. Beak. Safety Comutiant, Brulin & Co, Inc, Cincinnati, Ohio; Charles P. Kv..uj. Asm. Mgr, Los* Prevention Dept, Montgomery Ward and Co- Chicago, III.; f N*eh. Miawx. Secy., Greater Giicago Hofei Asn, Chicago. III.; Hajcvey SiD.EiSafety Dir, R. H. Macy Co, Inc, Xew York, X. Y, vf.i;i Rfptejfnlelh'o--A. M. Baltzer, National Safety Cmincil, Chicago, 111. 48 PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 2*11, 1X1 CONRAD HILTON HOTEL. CHICAGO You will want to attend the 1963 Congress which start* the second fifty years of the organized safety move ment The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you will meet other safety people, with the same problems and responsibilities as your self, You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 , , - an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes, iwhich offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title 1 to 9 ! 0 or Copies more Stock No. 1 General Sessions and Indei to all Volumes $ .65 $ .55 022.32--1 2 Aero-space; Air Transport ,. .65 .55 022.32--2 3 Automotive end Machine Shop; Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates .40 .35 022.32--4 5 Chemical and Fertiliser .65 .55 022.32--5 6 Civic Leadership; Church, Home. Women. Youth, Farm .90 .80 022.32--6 7 Coal Mining a .65 .55 022.32--7 8 Construction; Public Employee .65 .55 022.32--8 9 Electrical Equipment .40 .35 022.32--9 10 Food and Beverage: Meat Packing, Tanning a nd Leather Products; Trades and Services , .65 .55 022.32--10 11 Glass and Ceramics; Rubber 12 Industrial Subjects Sessions (ASSEJ ,65 .55 022.32--11 .90 .80 022.32--12 13 Labor .65 .55 022.32--13 14 Marine .65 .55 022.32--14 15 Metals . .65 .55 022.32--15 16 Mining .65 .55 022.32--16 17 Motor Transport; Transit .90 .80 022.32--17 18 Occupational Health Nursing .40 .35 022.32--18 19 Petroleum .65 .55 022.32--19 20 Public Utilities .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing .65 .55 022.32--21 22 Railroad .40 .35 022.32--22 23 School and College .90 .80 022.32--23 24 Traffic .65 .55 022.32--24 25 Wood Products; and Textile .65 .55 022.32--25 26 Early Morning Sessions---"Communication1* , 27 Public Safety COMPLETE SETS (27 Volumes) .65 .55 .65 SS $11.00 any quantity 022.32--26 022.32--27 022.12 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. }t0056j0: psn.ttou.us. 022.32--30 52 1 9 6 2 Volume n National Safety Congress Transactions GLASS and CERAMICS; RUBBER INDUSTRIES Stginnmg fh GoMn Anmv*r*ry Y*ar of NATIONAL SAFETY COUNCIL 42S NOtTH MICHIGAN AVCNUI CHICAGO It, IUINOIJ 50th NATIONAL SAFETY CONGRESS Papers delivered in the GLASS & CERAMICS SESSIONS CONTENTS Safety from a Manager's Viewpoint The Art of Motivating People To Work Safely Leroy 0, Se/tz 4 , M, Carter 1 RUBBER SESSIONS Safety Attitudes The Use of Statistics in Accident Prevention Taking Pictures for Safety F. C, Sforh/rd II Charles L. Gilmore \ 1 Far1 R. Wallace 14 Detect and Correct---Unsafe Practices Kenneth L. Lewis 17 Safety Considerations in the Use of Radioactive Isotope Systems for Process Control Fdward J. Ambetg, jr. 22 Is This Vour Problem? (a) Hoists and Cable Inspections T, A Co/n 27 (b) Safety Rule Enforcement R, A, Manning 28 (e) Obtaining Top Management Support W. M. Groff 29 (d) Understanding and Purpose of the Serious Injury index Officers of the Glass and Ceramics Section 1962-63 8. M. Batche 30 i 32 Officers of the Rubber Section 1962-63 34 Other Volumes in 1962 National Safety Congress Transactions Back Cover GLASS and CERAMICS SECTION SAFETY FROM A MANAGER'S VIEWPOINT By LEROY O. SELTZ Manager, Nashville Class Plant, Glass and Chemical Products Division of Ford Motor Company Mn txiiali m` ihp Kurd Mwiut i ..tn|viu>, u> nfemjlli, i repreented at this '.lUcrcit'.e bv approximate!) of) cutely am) management men, 1 would tike u> e xjre* mi- appreciation f*.r long invited to share willi vi.u -nme { nn view* on afct}. I want to make it very dear that rav per sonal opinionv on safety, and I am speak ing a* a plain manager, are not confined 10 the Ford Motor Company vajfety program r to rmr own plant program, hut rather mv ideas of how manager* evervwhere fei-l at*Jiit safety. In talking to you people oi the tilaw and eranucs Section. I do feel a certain close* lie** l*rau* 1 have bttn actively connected * nit the management of glass production >ur the 1a<t 17 years. During this period 1 have veen safety program* from almost tisri level of supervision and think that I have umw idea of what does, and what oort work. t can't think m' a better place to start t diM-ussion of this type than to refer you a, vt.ur golden anniversary theme, "What !'.*`t is Prologue". Such a theme has to iv a (lift of .any alert management think* nut where it deal* with safety, or any of the many* other activities which are a part **i tnir itailv concern. We cannot dwell on me pa^t accomplishments, nor should past errors frighten u< away from new advancemint. In the statement of policy issued by the National Safety Council in connection with ilti* golden anniversary observance, the fol lowing >tatrmnt is fount!. "Tlie 50(lt an niversary of the National Safety Council is a time for reappraisal, reaffirmation and mledicatinn." It is my personal feeling that thr time for ouch action is an every day occurrence in a manager's life. In taking such action to insure proper reappraisal, reaffirmation, and rededication. ,i m.'ii.'uer nmtlii u-k lumseif tins <mt -Uuu. "What dor- management expert * ` I believe a plum manager has a rtglu to exjwct the verv Iwt safely job th.it ran I* done. ) iImi'i Iwlieve any manager feels that all on-the-job injuries van be elimi nated. To do that we would have to elim inate the human luvu.r in our plants, and while there have i*eo great strides m su mmation, people are, .mil will continue to lie, a very essential part of our operations I think a manager can expect from Ids people the r*peet for safety that he him self has. It is no secret that tlie attitude of all employees toward any program i* merely a reflection of management's attitude im that subject. We, as managers, expect and need un questioned loyalty from our safety people and a dedication of purpose that will en able us to leave at night with the confidence that no stones have been left unturned in making our plant safe. A manager would not be human if he did not expect to fare well In comparing injury rale* and experiences with compar able plants, but in expecting a favorable standing he must also realise that this rate is very probably a reflection nf his own interest in the nutter. We have come to expect from trained safety people a continuing flow of intorma* ricni tliat will enable us to do a better job. ( personally fed that our safety engineer is a member of management and as such -hould contribute his part to the overall uccessfut management of the business. Management mttsi expect complete and lilieral utilization of all outside agencies in tite conduct of a plant safety program. 1 want our safety people to use the services of the National Safety Council and derive as much benefit from association with you people from different companies as they ?,ilast and Ccnvmrt Section pcssibtv can. We are not dealing with se cret processes or restricted formulas; we are dealing m conservation oi human lives. I fully expect our people to participate in sectional programs such as this and be will ing to concede that someone else may have a better way, and then adopt that way as soon as possible. We do not expect that our safety people will be experts m every thing. We expect that they will commit human errors, but we also expect that each mistake will be a stepping stone of knowl edge toward a more complete and efficient tiro*nun. It tv the belief o: many manager* that a good safety program goes hand in hand null a good cost program--tabor utilization, production and a good housekeeping pro gram. I believe plants that have trouble with meeting production schedules, that in cur excessive costs and general!) show other signs of being "sick" cannot pos sibly have much of a safety program. Many jears ago a familiar question fre quently asked was, "Which do you want, -afety or production?" Today, fortunately, that type of thinking is virtually obsolete. feel, as do most other managements that consider themselves reasonably progressive, that safety t* an integral factor m good production. ?ume managers choose to ignore the hu man side of safety, prefer to look only at the reduction of insurance rates, and the improved cost performance resulting from the tack of workman's compensation >.f-cnic. Other management people fail lo connect cost and safety at alt and can see only the human suffering and anguish con nected with personal injuries. Management cannot afford to ignore the dollar signs involved in operating a plant. II J were to stand here and tell you that my only concern in safety was for human welfare, I am afraid I wouldn't fool very many oi you. The National Safety Coun cil has realized for years and accordingly has spent large sums publicizing the fact iltat accidents are expense .. Nevertheless safety is just about the only item in a plant budget that cannot be weighed oo a purely financial basis. N'o one yet has put a dollar sign on a human life. This does not mean, however, that all cost considerations can be thrown out the window when safety is being considered. Being responsible for the *.Mcty oi some J.600 very valuable human beings, l firmly expect our safety people to spend our saie- ty dollars m a manner that will bring the greatest possible protection. To me this im- po$es a considerable burden on a safety engineer. " f indicated Writer tliat we expect full use of the National Safety Council serv ices and a free interchange oi information between companies. I am very aware that new and better wavs of doing things arc riot going to come floating out of the blue to a safety man as he sits in hts office. If )ou are in agreement with me that we want the very best kind of safety, then you a* safety people will have to go out and get it. Your management has the right to expect that every dollar they spend on safety will be put to use to insure the best possible results. You may have many problems fac ing you right now but it is a reasonable assumption that a large part o* them have already been met and solved by somebody else. \Yc expect you to make ruil use of the combined experiences of thousands of l<opie like yourselves who have the same common goal, the reduction of on-the-job injuries. We in management do not expect nor do we want a lot of sugar coating to accom pany injurv rates or accident reports. If a hazardous situation exists, let's not spend precious man hours devising excuses for its existence. Let's not try to shuffle the blame fur accidents. We should concentrate our efforts on finding the best possible remedy tor a bad situation and then, working joint* I), put that remedy into effect. You may think that as a plant manager. I expect a great many things from a safety engineer. Well, 1 do. but 1 realize as do ;ou. tliat the job is not \uur alone. If you are doing a job as 1 expect it to be dene, you have many powerful allies. First, you have the employees thtrmelves, the so called "rank and file." There are many day*. 1 am sure, when you must feel that the very people you are trying to pro tect are doing their utmost to upset your efforts. It is a rather unique situation when vou have to try so hard to protect people from themselves. These very people, how ever, can be of tremendous help if >ou are doing your job properly. Who is in a $ iPAw* S'aiupiutl Softly Congress better po-inon In suggest better way* to vuegu-wd equipment than the man who is operating the machine? Are >ou the tvpe of person who know* ill about everything or do you look upon each person you nme in contact with as a possible source ot useful information? In our own company there have i*en thousand* *s Mtety `Uggestions studied, adopted, and pm into effect a* the result of an idea get. crated by the employee himself. Manage ment can never expect to find a safety en gineer who knows everyihlng, but we cm expect to find a man who will consider everyone he meet* as a potential source of useful information. i am sure some of you may think that t foreman sometimes phccs snore empkzsis -in getting production, making quality, and controlling costs, with safety near the bot* tnm ot the list of his responsibilities. Nev ertheless. I expect a good safety engineer to utilize the long experience and technical knowledge possessed by most foretnei m helping him find safer way* of doing the job. The foreman can be of considerable assistance '`selling1' safety to the employee*. He, better than anyone else, knows what will motivate these people and we expert you to make use of this knowledge. Higher supervision in the plant area, gen eral foremen and superintendents, can b of immeasurable value if you take the time to consult with them and solicit their idea*. These people in all probability came up front the ranks and know how various ideas and programs writ he received. This group can i*e a most effective working partner. Our engineering and technical people can be a real gold mine of information for the safety engineer who is willing to cooperate This again is an area where many safety men are apt io consider any advice as "med dling" but plant management expects alt of cur engineers and technical people to be a vital part of our safety team. A situation which can materialise successfully, only if he safety engineer will encourage it Your plant medical personnel can be of threat help and should be encouraged in this direction. Local and state agencies can .cry often provide services that may otherwite be unavailable Finally, the top management in a plant 6 <an be a great assistance if the safety pro itram is functioning properly. You may say that 1 am advocating turn ing everyone m your company into a safe ty man and / am ftrafosing /tut that. It i what I expert and I feel sure every man ager expects. We are not dealing with something that can be neatly stereotyped and classified. Safety has to be everybody's business and until it is. we are going to be falling short of our objectives. Safety, freer a management viewpoint, has to be a group effort and we expect that everyone wifi do their share. So far ! have given my views an wfcar management expects from the peep&e ia the organization, touching on the responsibilities of everyone from the safety engmeer to the manager. Howner, let's not overtook our facili^rand cqoipeiiajt. When engineering and eventually purchasing new facilities or re habilitating the old, let's tmke sure r au tomate wherever possible. Antocutac re duces heavy physical work, produces great higher standards of mass pnxhactsou qua&sy It has also given us a new standard of safe ty, This is largely the case because auto mation at its best builds m safety. R at gineers safety. It take* all knxfa of es chines to turn out the etxnpooeot parrs go into the finished products. The Ford Motor Company started taco mating it* machinery right after World War II. We know from experience that the steady reduction of accidents and icjw-iiM since that time was accomplished m great part by the modernization program* which were put into effect, incorporating aatunaz.' ticn features in out old a* well a* in sev eral new plants. Let me summarize my lieapaat by tefltng you what I expect: {. A reflection of my attitude toward safety to exist throughout the opemwo. 2. A sharing of the dedication necessary for an adequate safety program 3. A continuing flow of mfontatica from safety people to assist snaragoneat. 4. A full utilization of National Safety Council service*. S- A free exchange of safety informa tion with other companies. Glass and Ceramics Section <) A complete understanding by everyone aider mv itirtsdiction of the (art safety riav* in good production and low costa. t. The very most for every safety dollar, h Facts not fiction concerning conditions >nd accident*. 'J Utilization by the safety engineer of every person who in any way can contribute 'o he overall program. 10 A willingness to consider changes in new or automated equipment to provide "built-in*' safety. I would like to close with this statement from the Council concerning this anniver sary observance: "It is suggested that, itumgh we may ap propriately salute rhe past, it is more imj-ortant that we concentrate on the tasks with which we are faced a* our swiftlymoving technological r-?icry implicate* the problems of human survival." THE ART OF MOTIVATING PEOPLE TO WORK SAFELY By E. M. CARTER Safety dr Protection Supervisor, E, I. du Pont de Nemours Sc Co, Old Hickory, Term. \ :* * ,}`;it the finmary pur- - -r ' `..'.c ``'iirTr: i* lium.imtar- " -t ymreiser. i hie and limb, and e - .1 k'i-ible accident*. This - i --v**' r ; --n'* oncem mr him* r < \ 1 . JrII'.w m-n; it is an extension * - * * -v R-iif. -,r.1 u i$ an instinctive - i ' t '* make this a better t i!.-* *r~r i- mure to the safety movement 'ojji '-wiiirtoiuni`m. 'svrnmptisJimetU m th* i;J brine* benefit* tar beyond those Srt**-tei by casual examination, and the remits, therefore, are the most satisfying that we can experience. There ean be no question that much ha* leen accomplished in safety over the past 'ever*! decade*. However, when we look ,it the appalling waste from accidents in this country, we cannot sit back with any degree of self-assurance that all is well, or that we can afford to relax our efforts. How do we promote safety? We have laws, regulations, rules, drills, training, appiiances and protective clothing. All of these are of value, but it seems to me that, in the fast analysis, safety must be achieved m the minds of men. In sa>-ing this, I do not attempt to min imize or underestimate the importance of rule* and tilesr enforcement. What I am trying to emphasize is the vital essential-- renting in the mind* of people a will for -afety We will never in? -afe unless we wont and try to be sate. Phis applies to all of us--management, employ ecs, and the -n-ncral public. 1 believe it i* evident from statistics that rite manufacturing industry in the United States rates high m afctv performance in uitnpanson with other segments of our so ie*y Pcrliaps the reason i* that we devote more time and etiort to implanting in the minds of our people a wall for safety, Phe ultimate goal in accident prevention is zero disabling injuries; however, there are barrier* to (hi* goat. The most important is the nature of the human mind, especially where safety is concerned. Most people feci that they will get through unscathed: IT* tfte other fellow who should take the pre cautions. This lead* to inattention, overconfidence and thoughtlessness. Worse still, from the wifely engineer's point of view, is the ex istence of a small group of people to whom things "always happen". They are the bane of safety engineers, traffic court* and in surance companies. That they exist is ob vious. But 1 fee! that once they have been made aware of their behavior, progress can be made. Does the nature ot the work nr the kind <f product made raise another barrier to !0f)> ffatioxai Safety Congress safety? The answer, surpminglv, is no. Our company makes high explosives and hair brushes, corrosive acid* and nylon vam; it* people operate high pressure sys tems and typewriters, lathes and computers. Careitillv kept record* how the type ot joh has little to do with *afety performance fiiir experience show* mittior.s of accident* free man hour* in explosive* plant* and relttisely poor safetv records in seme ntnee* The barrier* to perfect safety perform ance, ] feel, are psychological in nature-- almost superstitious--like the imaginary dan gers in "breaking" the some barrier, or the impossibility of lowering the four-minute mite, or reading 1000 words a minute Once thought impossible, these are run-of-themill events. Eventually, when we overcome these psychological barriers as they affect safety, we can achieve the perfect safety {erformance. In our plant safety program, the plant i* divided into 12 logical area* and one area is responsible for plant-wide safety promotion for each month of the year. The theme for each month and area ;i-ienm*nt t* primed in a folder and disTrilmted to all tnrtnlwrs of management. Each area must develop their program and direct the safety activities of the en ure plant for the month assigned Typical theme* are traffic, eve protection, hand in juries, off-the-job safety, housekeeping, lock and tag procedures and fire prevention. Pro* motional activities usually consist of post er-, signs, pamphlets and displays in a show window* which is located in our plant cafe teria. We have a standard telephone an swering unit on which duly safety message* pertaining to the theme of the month are taped. All employees are urged to call the numlier assigned to this phone unit A large sign which show* the number of days since the last injury, the number m day* until the next safety award and the number of days since the iat off-thejob injury is centrally located so that all employees may keep up-to-date on plant safety performance. We have a plan where by each employee receives a safety award or prize when any plant foes a certain num ber of days without a disabling injury. Alwuit 25 different prizes arc put on display n the cafeteria show window and the em ployees can select any one of them. About $4 S3 i> allowed per employee and by mdicious buying some nice prizes arc given. When good movie* are available, such , "Knowing Is Not Enough" and "Safety Everywhere -- All The Time." thev arc shown to all employee*. This outline covers the general promotireial activity. To motivate a group of people who, at l*it, are only half interested in being mo tivated. it is necessary to go deeper than their conscious mind which if cluttered with everv day problems concerning matter* both n and off the job. The subconscious mind must be penetrated to the extent that the desired image is effectively planted, to be recalled when an external stimulus become* active t hall attempt to show how the above was applied to a specific set of condition* in our plant To enable you to widerstand the problem we were faced with. I shall tell rou something of out plant's operation. WV are one of five Du Pont plant* tha* manufacture cellophane -- transparent cellu lose film. N*ow a cellophane plant is a plant of rotl- There are hundreds of rolls varying in Sze from 4 inches to 12 inches in diameter per machine and lb machines per plant, and there are literally hundreds of place* where an empfovr* ran become caught in between these roll*. This does not make the jo* of the safety engineer any eadcr; !tkewte. there are the uual msnber of hazards *uch as corrosive triads, noxious fumes, etc. that are a familiar part of most chemical plants. Every recognizable engineering safeguard has been installed to prevent injury and the success of such safeguards is indi cated by the fact that 92 percent of alf our injuries are caused by human failure. \ review of injuries showed that people were being injured through a lack of per sona! awarn*?* or a lack of personal in terest, or in other words a failure to ac cept responsibility foe their own safety. How eoofd we go about motivating peo ple with established patterns of behavior? Neediest to say we have not come up with ;i perfect solution to this problem; how ever. ! would like to share with you some of the methods that were tried which met with a reasonable degree ot success. Like most plants, we have a manmi of safety b'kwx end C>r<*mict S,-rtwn n Mine a* a guide m developing the ...( led discipline in the individual employee rti'.*; feyardi to his onn safety and rhar i-;' ft* fellow tscifker. These rules are re\>c-i as necessary to keep up with the a?,gins requirements. -pern m entire month's safety effort j' Mankci revision oi the safety rules, `--nn* tin- month, ail employee* were -ktd t. f*n-truetvely criticize all *afet> witch applied to them Their sug- aiT-'H-n*. wrre incorporated into simplified, - workable, set of rules. \-Kthrr month was u*ed to run a context <*rehy employee*. seated by chance, were r.i to quote the literal meaning of saiety *t; nt-o *eleci*d by chance. Those *ucv-ifullv r.xnpciing were Riven a silver dol' The*e two Kheme* resulted in improved < -y awareness, ?error and very tucce*iul promotion - ,-iUc'l "The While Clove Award" for . .{ housekeeping. An inspection wa* made l*f mure plant by a 3-man committee, v *.-*, which appeared to have the best vkevping was awarded a pedeual on *: ,* white glove had been suitably used. .' . v* promotional schemes mav ap- , -T-.etplaee; however, I assure you - ; were most successful, as indicated - ;: -ii>! *!! litums and reduced minor '* . ? -ce iliat hv using tome promo ' i. rrt|,k to motivate people to do ' :* th.it ><-u want d<ne, in this case ployed in the plant. He, in turn, passes thi* responsibility down the line of superviiitxi and it is the duty of esersone to time tor results in safety just a* in cost reduction, efficiency uf opermm, and qual ity >; product, and to do this on a day-to day basis a* an integral part of supers i-ors re-punstbility. Third, safety supervisor* in Sian func tion* who ire u*ed a* consultants io the tine i ruanuation. T1ie*e men play a very valuable part n the rver-ll reult hy rev* immending pr-yram* tr> management and in ;**iune m other wav*. When it comes '< >'i,-runir "Ut the program, however, this i* entirely ihc responsibility of line organ ization. TA c (<eheve strongly in the philosophy of preventive safetv rather than afler-tiie-fact vitrecumt. We place great stress upon safe*v violations ratlier than upon injuries as uvh. We are tough toward willful violators i* we are more interested in eliminating die chance tor injury by workins xaiek, without violations of good practice, than i-i HrttMu; record*. If we are reasonable hut irm *>u violations which do not result in mjurv, ;t *afctv-conscicm*nes* is gradually developed among the entire work force. Wc believe in establishing fair and equi table swicty rules, and in the strict enforce ment ot tlvcm. When miurics do xcttr, lauistakinc investigations are made by the at'etr committee in tlic area imnhed. Since mlt a committee usually includes wage c 41 swcipic. it is an evcdlent way to get than t*. take responsibility for the safety - > -.li'ely. habit* may be established - *, we won't need to lake action delib `t,'. <'ya*ctoutly. We do it by collect- . j-vtfr a period of time protective habits function automatically. Habits, the p*y- ..Ms say, are our only perfect per ,'uukfice*. Once a habit is established, all f eed* i* a proper stimulus to cau*e it to Hack of any well-rounded safety program irv the** basic steps; The nr*t of these and one of the most rqurtam is a sincere belief in the safety movement on the part of top management, a* well a* a keen desire tor outstanding ici ompUsliment Second, when a manager is given charge uf a plant, he must also assume complete responsibility for the safety of those em I them*ciws and their fellow workers. The meml>cr'hip of these committees is rotated pervdtcxUy a* a mean* of furthering the `niicty training of all employees and there in' creating in them an alert attitude to ward potential hazards. Wc believe in well thought-out and thcr- .ittpli training programs for new employee*. 1 lie leaching of correct work habits at the outset contribute# to elKdcnt operation and avoids the danger tint new employees will fall into improper work habit# which are unsafe as well as inefficient When a new plant nr operation is in the design stage, saiety engineers of our cen tral safety staff work closely with the uc-ign people to make sure that the equip ment has every possible saiety feature Before the equipment or plant goes into op- 0 1962 National Safety t ant/resx oration, it in carefully inspected by a com mittee 04 the wmc people who will be re sponsible for its operation and they consider S.u'cty ns well at other factors in their in spection. Finally, experience has proved to us that the maintenance of neat and clean work places contributes importantly to the oper ation of a safe plant, We fro to great lengths to provide clean and neat approaches our punts and to provide our employ ee* with modern, neatly kept locker and ;*h rooms. We feel that when an employee comes to his place of work through neat and or derly surroundings, he will subconsciously work in a neat and orderly manner. The result not only is better safety, but both the quality and quantity of the product he produces is likely to be better, ft is the attention of such details, with ivy-to-day, on-the-job evidence of manage ment philosophy, which helps convince our employees that we realty mean safety Am and which helps persuade them to practice N'ifcty first. 10 RUBBER SECTION SAFETY ATTITUDES By F. C. STA.RBIRD Safety Manager, Firestone Synthetic Rubber A Latex Co,, Akron, Ohio Upon returning from my vacation. Octo ber 15, the "Safety Attitudes'* Tide#, which I had ordered from the Wutonal Safety Council, were on m> desk. As I was glan` mg through the script accompanvtng the lutes, the thought struck me that here was tuetlnnc which should be brought to the attention of the Rubber Section, A few vears ago, on a trip to our Lake harles plant, I picked up a copy ot the ilant maga-tine of the Davison Chemical Division of the W. E- Grace Company In this particular issue was a short saiety n-uele written by their president, William K McCuirk. I was particularly impressed !> one paragraph: "Safety cannot be weighed or felt, meas ured or touched because saiely is a matter of attitude and spirit. The spirit that brings an outstanding safety program to a plant is tme of thoughtful individual mpcn.Hbiiity. It is a recognition that our hands, heads ,tnd hearts are gifts from the Good Lord to be used carefully for the material and spirit ual support of ourselves and our families as well as for the good of our fellow man. it n a recognition that in our altitude toward our fellow workers, ill will, temper, thoughtleaner* and selfishness inevitably beget MCtdentv'1 It would therefore follow that our respon-tlnlity ,v afetv directors, safety engineers, Atety Mipcrvisors, safely inspectors, in addi tion to providing and maintaining safe work ing conditions, is to develop and administer .1 constant instruction program whereby we < an instill in every worker this true Spirit of safety, 1 ant convinced that only through correcting attitudes can we be sure that our people will acquire the skill of safe workersihe big question is. How do you do it? 1 am always grateful, then, when ( run across something like the "Safety Attitudes" `lides which the Council is trying out The set of 30 slides is accompanied bv a small booklet with the script for each slide. This can be used in several ways. It can be read live. ** the slides are being *hown; it can be split up among several foremen, cash one reading a portion, or it can be taped and used for small group meetings. THE USE OF STATISTICS IN ACCIDENT PREVENTION By CHARLES L. GILMORE Safety Director, Monsanto Chemical Co., Texas City, Texas The use of statistics as a tool for accident prevention is a most tnteresiing and chal lenging field for the safety engineer. There have been many contributions in the area of management control, but accident prevention and safety performance are particular areas in which control has been waiting toe a sound system of measurement. All of us have used and misused the dis abling injury frequency method, and we have reached the heights of elation or die depths of discouragement depending on what that frequency was. The history of the disabling injury frequency has been one of almost con tinuous improvement--whether this has been (he result of safety contest competition or of ctu.il safety performance. Now we are reaching the point where the number of these disabling injuries is, statis tically speaking--no longer significant. I do 11 /9d? National Safely Congrtst not inter that the mtury t$ anv less signifi cant nor am I discrediting your or my plant's sifety record. But i do mean that in the tlort to measure the effectiveness of our Accident prevention program, there is a need to have a yardstick which measures current performance using significant data tu provide indicators so our managements can promptly change and take 'he necessary corrective action. T want to talk for a while about our ef fort* at Monsanto--Texas City--to develop uch a yardstick of safety performance. Time will permit only a summary', therefore, for those of you who are interested, copies of a more comprehensive paper on our ef forts and result* have been given to you. I ,un not a statistician, just a safety engineer .parching tor s better system for measuring rair plant's safely performance In our company, we do not believe that wc can or will prevent all accidents, at least not as long as people and machines arc needed in our business. This is not an excuse to quit but a challenge to try. Let's be fun damental in our purpose--we are not in a race with anyone in this held of accident prevention; we just don't want our employ ee* to be injured. This yardstick for management must do iour feme things; t. It must be based on a sincere desire o team th: truth so that factual evaluation i*. possible. 2. It rust accumulate data in significant number, carefully classified and easily ob tainable by routine methods. 3, It must analyze thar data so that the manager can make prompt decisions for ef fective corrective action. 4 it must be sensitive to change and rapid enough so that deviations can be recognised in time for effective correction. We developed a rejiort form on which every incident involving injury' was recorded to give a complete picture of the incident and yet was easily filled out o that the final information could be tran-terred to IBM cards. The nurse fills out the front page which includes the injured's name and badge number, the type and severity of the injury, the scene of the incident, and the occupation of the injured. The supervisor, upon investigation, records the agency, the type of accident, and the muse. The information is tabulated monthly and distributed to supervision and plant manager so that the problem, plant-wide or locally, cut be recognized and action taken Graphs are provided to show management at a glance the effectiveness of the safety effort. The statistic used in the vertical axis of the i?raph is the cumulative monthly injury rate. The rates accumulate--the December value <4iown is the sum of the frequencies of all the months. A simple plot of the total num ber of injuries does not show rate Vn average rate would cover up the changes a* the vear progressed. This method permit'! interpretation of significance of change. The horizontal axis shows the months ji the year. Seasonal variation is removed to make trends linear. The width of the month ly intervals is a direct indication oi the in jury expectation for that month ba-cri cm just experience Here's a real plus tor the accident prevention effort. The supervisor with this chart can tell which month he must emphasise what topic For the accident cause of "Lifting, Pulling and Pushing." Febru ary is our worst month, and so supervision uses this cause as their safety meeting sub ject in January. In I960, we stressed to all maintenance Krsonnci the subject of "Lifting. Pulling. PushingTM in January and reversed the pre diction for February' by having only one inj'ury from this cause. But as soon as the emphasis was removed, we went right back to predicted rates. This would indicate that the lesson was only retained for at long as emphasis was applied. On these charts for each accident cause, we show a goal line. This method sets a goal and the progress toward that goal is easily understood at a glance. The goal we *t is based on the best previous year's per formance, and this is realistic because we have demonstrated we did it once and there fore esn do it again. This encourages im provement and makes the need for corrective action to meet the goal visibly apparent- These curves are just part of a compre hensive monthly report prepared by the safety department and placed in the hand* <ij management and supervision ready tor their use no later than the tenth of the following month. This analysis report in cludes highlights of the data, the curves for 12 Rubber Seelum `Total injuries" and for each type of acci dent. and finally a tabulated compilation of ill injuries by type of accident, type of in jury, scene of the accident and occupation of the injured Management can see ihe per formance by the curves provided and supcrvtrion, with a minimum of effort, ran idenuiv and define the problem area and rifMip and *eek solutions. We remgmzed that minor injury dal*, al though sufficient in number to be significant, *re Kubjeel to inaccuracies because it is difft' tiff io know whether all minor injuries are reponetL Also we recognized that dis.dding injuries are limned in number and ire subject to code interpretation, fx* we junked for an injury basis which didn't have the*e drawbacks. Several years ago, SOHIO !e eloped their "S-enous Injury Index" and .vc latched onto it because it would give us i Myniiionl amount of data with a minimum ,-,rrv'unt of interpretation, and the injury was --iri?5 to l>e reported simply because the in'iivd was m enough pain to demand attention. The iour seventy classes of injuries--the r-tnor, the serious, the disabling and the fa tal injury--are really measurements of the ..,me thing, all stemming from a common (T.ui'-e differing only in the severity of the imurv. if vou accept this, then by reducing the causes of minor injuries, we are, in ef fect. reducing the causes and probability of *eri*u and fatal injuries. For this to be true, there must be a prob ability relationship between these severity da'ses of injuries. We found there was! For our plant, for every &.2S0 minor in juries, we could expect 825 serious injuries 2'- disabling injuries and one fatality. Your probability relationship will be dif ferent, but it will exist. We have gained such confidence in this correlation tint we can now tell whether a duage in the ratio of total to serious in juries is due to a change of level in reS^mbility or is due to a change m safety jsrformance. We are interested in preventmy the fatal and disabling injuries which we cannot adequately measure, so we work mi reducing the serious and minor injuries which we can measure and use to map our progress. fmr analysis of the Serious injury Classi fication was revealing. Over the ten years (1952-1961) we have studied, we found an extremely high correlation with minor in juries--so good that the chances are less than one in a thousand that the relation did not exist We found that Total In'ury Frequency (TIFY varies as the square of the Serious Injury Frequency (SIF), meaning that total injur)' frequency is a sensitive indicator of erioui injuries and subsequently safety per formance. We found that SIF" can be used to predict disabling injuries with the confidence of bet ter than 100 to 1. We found that January is a bad month for disabling injuries in our plant--having the highest probability (almost i times) for a disabling injury. We theorize that the pon-holtday letdown, bills and the end of the annual safety program year contribute heavily. We found that in the course of the cal endar year, there is a derided decline tn dis abling injury probability--we wonder if Ihis is due to annually recurring emphasis of calendar year records and campaigns. We found that, over the years, we could tell periods of changing safety jwriormance, and we can predict with some sureness the future. By attaching historical events--shut downs, negotiations, personnel changes, etc. --to the overall picture, we can study the effect oi these events on safety performance We have also found that there are fac tors which influence safety performance, but although they can be measured, they can not be controlled. One of these factors i* weather. We have found a significant local effect caused by the weather. Where the employee is working out in the open in "short-sleeve weather," there is a significant increase in the injuries due to temperature extreme and chemical contact. When llic weather is rainy, there is a significant increate in slips, falls, and inhalations. Even though we cannot control the weath er, we can do something about the acci dents that arc more probable to occur, such as providing more ventilation, insulating piping, warning about slippery conditions, and so forth. But there are factors such as local and national business reversals, personal troubles or distractions, almost any kind of news, which we cannot control by present methods, but which we must recognize as effects and 13 J96J Nattona! Safety Congress exert our efforts to offset the*e effects if we are to continue to make significant gains in accident prevention. 1 have described the accident report form --the means to obtain the data, and the analysis report--the means of triling the manager of his group's safety performance. These are the measuring tools--the neces sary and first part of a management control *yCem--but this measurement is a staff tunetion. The control is a management line func tion and in order lo have a successful and effective management control system tor safety performance, >mi mu>i have manage ment acceptance-- , . Aceep'ance oi the method or meas urement, . Acceptance of the premise that safety, tike all other facets of the management job. belongs to the line supervisor, , . . Acceptance of the responsibility to control safety with the same vigor that is applied to cost, quality and quantity, know ing that safety considerations are always an integral part of each of these A management control system for safety, such as we have, will only work where an enlightened management exists that wilt use control systems and where the line supervi sor is clearly held responsible for the safety i hi* pvnple. TAKING PICTURES FOR SAFETY By EARL Ft, WALLACE Senior Safety Engineer, Kodak Park Works, Eastman Kodak Co., Rochester, N. Y. Perhaps I should start hack a little further than the act of taking pictures and talk to you a short time about the history' hi s-hotrigraphy. What is Photography? I would like to read to you a quotation from a January 6, 1830, French newspaper, the flnrette Te France. The author, H. Gaucheraud, says: "We announce an important discovery by our famous painter of the Diorama, MDaguerre. This discovery partakes of the prodigous. It upsets all scientific theories on light and optics, and it will revolution ise the graphic arts. "M. Daguerre has found a way to fix the images which point themselves within a camera obveura o that these images are no Fciger transient reflections of objects, Lit ff-nr tiled and everlasting impre** which, like a painting or engraving, enn tr taken away from the presence of the >'}cciv'' ` In l?5J. Delta Porta decribed in consid erable detail the "camera ofascura," a device whirl.. m effect, is the box with a pinhole one side and a ground glass on the other. An image would appear on the ground glass when the pinhole end of the camera obscura wa aimed at a cene in bright sunlight. For many years, artists used the camera obscura to make tracings of the scenes they observed. This device was a forerunner of the present day camera. In approximately 1816, a French artist named .Yicpcc made a photograph of his birdhouse. This was one of the earliest recorded photographs. About eleven sears later, Mr. Daguerre, another French artist, developed the "Daguerreotype." The "Daguer reotype" process resulted m an image on a polished metal plate. The earliest known Daguerreotype dales back to 1837. In 1839, the process received international publicity. .\'o doubt many of you may have seen or may even have a Daguerreotype in your posseS'ton. As with many inventions, many people in other countries were making other discov eries during this satre period with relation to the recording of images. It is interesting to note that an English nobleman named Hersche! first used the word "photograph" cm February 23, 1839. During the balance of the t800`s tremendous strides were made in the art of photography, in effect, the 14 Rubber iiectw -cienufic method ior transferring a visible scene into a permanent reproducible record. In rhe late 1800's, George Eastman de veloped the Eastman Dry Plate which was to revolutionize the photographic industry and made photography a tool of everyone rather than the limited few. Mr. Eastman recognized at an early date that progress c-xitd not be made without confident re search. At that time, he called upon some of the leading inventors of the day to assist him m developing further improvements. A notable example was his collaboration with Thomas Edison on the development oi trans parent flexible film base for motion pictures. Others in the field of photography were also developing new inventions m the form of paper half-tones, color processes, and the like. Photography, as all of the other great sciences, was not developed by one man alone. This brief historical background shows, among other things, that photography has long since passed the stage where it is only a plaything of trusts and puttcrers. Today it Has become a toot in the hand* of ant-one who desires to record forever, places, events, people, and even information or data. In photography the materials are most important. Our camera* range all the way from the simple pinhole camera to some uf the most modem, very expensive, pro fessional, still and motion picture cameras. Each individual camera is designed to give good results within its limitations. In other words, there is * camera for every level of photographic knowledge. The cameras in which this group would be most inter ested fall into the following four tvpcs: single lens, fixed-focus cameras such as the Kodak Brownie, Starflcx, and Anscoflex It and others; the twin-lens reflex-type cameras such as the Rollcificx or the Rolkicord. The 35mm camera, of which there are many that fail into two types--the Leiea, and the Retina type with coupled rangefinder focusing, and the single lens reflex-type such as the Retina Reflex S or Zeiss Conta* flex; and fourth, motion picture cameras. Manufacturers today have made 16mm, and kmm motion picture cameras, compact units with built-in photo-electric exposure meter?, tens turrets, and other gadgets at a nominal cost so that these also are available to every one, and motion pictures can be made at nominal cost*. In order to ur any of the cameras we have just mentioned, we must have some know-ledge of the film to use. In order to determine the type of film to u*e, e mu*i first ascertain what end result we are seek ing. For example, for certain scientific studies, glass plates might be u*ed. For regular black and white snapshots, we would probably use a panchromatic roltfilm--pan chromatic meaning sensitive to all color* Such a film would give us, with the right exposure, good sharp negatives. Such film* are available for alt camera types; or, per haps we might be interested in a color post, me transparency or slide If that be ihe case, then the selection <hould be made from the available color films on the market which include those made by Ansco and Kod.-.k in this country. Any of the films just mentioned can be used by the safety engineer (ot his indoc trination lecture, his accident investigation, his recording ot statistics, fact and informa tion tor poster material; for the recordlnn of tests and other data; in fact for almost any use which his ingenuity or imagination can suggest Among the newer and interesting film* to use are the high-speed color films which are so sensitive to iight that photographs can be taken under available iight in what used to be almost impossible conditions. These films, properly used with the right type o cameras, will reproduce a subject illuminated by minimum amounts of available light. Mims of even higher sensitivity arc avail able in black and white Type*. These ex tremely high speed black and white films (such as Kodak Trl-X pan and Royai-X and \nsco Hypan) make it possible to make pictures under the existing illumination in most industrial interiors with adjustable cameras. Thus, picture-taking is not delayed while lights are brought in and positioned, and the subject is not disturbed by the addi tional light Developing of exposed black and white film, and some color films, to the negative state is one of the most important steps in the photographic process. Many indolent photographers such as myself prefer to have this work done by a photo-finishing labora tory. Even though manv consider this as the lazy way, it is still a reasonable npp-oach because you can have greater assurance of quality and control in the processing steps IS IVOJ dtionai safety Congress than vou might have it you undertook the operation yourself on a makeshift bast*. If *> nu choose, however, to process vour own negatives, kits of chemicals with adequate instructions are available from many sources and, if used according to the directions pro* sided, will give you a good end result. After we have the negative, we must re produce it* image as a positive. In most ca-es. this is accomplished by printing the negative with incandescent illumination onto a light sensitive paper which is subsequently developed, 1'holographic papers are avail able from many manufacturers for a wide satiety of applications. At this point, we should mention a rela tively recent camera development called the Polaroid Land camera which, within two minute* following an exposure, will give you finitited print. While this camera is rela tively new, the theory is not. However. I>r, Land, the inventor, was able, by an ingenious method, to put both a negative material and a light wn.-itive paper together in tite camera so that with the aid of pods .f developing and fixing agents a finished ph'tograph could ! produced directly. \ Polaroid Land camera is almost a must on tli* desk of every safety engineer, for with this camera, he can substantiate acci dent facts instantaneously, can record a scene of accident or accident potential before any thing can be changed. He can have the immediate photograph to present to super vision, management, and other interested persons within seconds, and last but not least can tell whether or not a photograph n acceptable, for he has a finished print in hts hand before he leaves the scene he is (hntographirg. far, we liave mentioned color photog raphy only briefly, Since color is likely to ,,uume increasing importance as time goes tut, some additional details may be in order. There are two general types of color mate rials : color positive, and color negative films. Color positive films such as Kodachrocne, Anscodtrotne, and Ektachromc. result, after processing, in a positive transparency (or slide) on the film exposed in the camera. Color negative films--Kodacotor is the only me presently widely available in this country --mult in color negatives on the camera film after processing. Color negatives can be u*ed to make color prints or enlargements. color slides, or black and white prints or enbrgemenl*- Color negative films are undoubtedly the form of the photography of the tuturc They otter full freedom of choice of the end product after the pictures are made, rather than requiring this decision before the film is placed in the camera. Modem uses of photography include more than the casual snap-hot, more than the photographic illu-tration* for newspapers, and even more than the pretty advertising scene. They include also pictures taken for medical research, tor the industrial safety engineers' record books, for the construction engineer, and many, many other industrial fields, As an example, in a chemical Labora tory. it is necessary to have a complete drawing of a very complicated glass appa ratus setup which, should breakage occur and the inventor of the apparatus not be available, an unacquainted technician can make necessary replacements. To make such a drawing would take endless Hours of intri cate measurement and then more hour* or the drawing board. However, the entire apparatus can be recorded by means of a series of photograph* made in but a leu minutes time. The films used in industrial photographs are the same films used everywhere. Th- crvmeras used are the same cameras used in general with a few modifications for special purposes soeh as mexnr drives cm motion picture cameras, explosion-5*rcf lights for hazardous tmatkas. or special housing* for underwater photography. The illumination used is ai*o mntiar to that with which we are familiar a amateur photngraphers- either direct sunlight, flash bulbs, of tung sten light; and with modem available-light films, any* kind of light AU of ns are aware of the important part motion pictures play in the industrial field today. No doubt, those in the sales end of industry-have utilized motion pictures more than those of u* in the service organizations. However, there is definitely a place for motion pictures in service organizations, such as the safety department, for here i an unlimited media which can be u*ed to take some of the time consuming procedure from our indoctrination lectures; can simplify our training programs; can simplify our job study technics: can record in detail and give 16 Rubber Seetirm u* a permanent record of severe emergency tituauons such as fires or explosions. Hood, and other disaster which can be studied at leisure to determine places for improvement; points of heroic action, and even extensive damage. To summarize, we can say that we are not attempting to make industrial photographers iut of every safety engineer, but we are attempting to outline the potentials of the amateur photographer for use in a way that will provide the safety engineer with a reli able source of record for his everyday ac tivities- It will further enable him to utilize hi* time to the fullest advantage of thorough investigation and reporting of accidents large i-r small. It may even result in taking a riorr look at his overall safety program if tie looks at it with a critical eye through a '.imen viewfinder- To accomplish these things we use the <-tmc camera, the same light, the same chemi cal formula, the same film to get the same mult, the same recorded image (hat we c-utd get if w* hired ihe best artisi or even the l*e>t photographer in the world. ho not be afraid of imperfection in your photography for the best artist or the best photographer or the best in atn field of m.tvAvor makes mistakes. Vou or ( do not iic-kf about these mistakes, hollow the same ti-.-iinir- with the camera and film and you will have an acre-table end result which will Improve a continue to utilize your camera. We must not lose sight of the importance of the end result It mint be an accurate portrayal--a reliable record of the subject at the time the picture was made. It must show what we want to demonstrate. One ot the most important steps in the a hole photographic process is knowing what >ou want, knowing what you want to photo graph the result of your engineering training and experience. Knowing how best to record the subject and center the interest of the viewer on that point i* the result of a little study of photography and some prac tice. . What is photography? It is the art or proves* of producing images on sensitized surfaces bv (he action at light--extremely faithful, minutely de tailed, or mechanically accurate reproduction or representation. Remembering this, you can easily see that the following is a most important statement: Vou do not have to be a well-trained, wellversed, technical photographer in order to use photography at a means of communica tion. You must learn, however, to fit jour need to sour knowledge, and fit your knowl edge to your need* DETECT AND CORRECT -- UNSAFE PRACTICES By KENNETH L. LEWIS Supervisor of Safety, Dclco-Kemy Division, General Motors Corp., Anderson, lnd. Mi assignment today i to tell you how we adapted a `befnre-the-aeddent'* approach to accident prevention to our use, and to urge you, if you don't already have a similar program, to <rody what it has done for us with a view* to tailoring the idea to suit your plant need* Safety experts generally agree that man agement of modem industry has recog nized its resp^t*bihty for the safetv of the worker, and ha* already provided adequate safeguards m the physical facilities of the worker** environment A satisfactory com- H.,m is a grind place to work from the stand(vint ot safety because management has <en fit to , <vide proper equipment, tools, plant layout, methods, processes, and pro cedures; and all of these have been engi neered to make them a* safe as it is possible so make them. We aisn know that this is only half the picture; good safety performance cannot rely entirely upon merely providing a working environment with employees' safety in mind. The principal remaining problem in safety is the need for doing the best possible job 17 (Vj/hjo/ Safety Congress at engineering salety consciousness into the minds of all employees to combat the nemesis ot safety experts everywhere--the "human factor." The preamble to the "General Motor* Seven Basic Principles of Safety" states, "Each year a substantial investment is made to insure that the equipment and tools in our plants are property designed from the nandpoint oi safety and that our plant lay outs are as safe as it is possible to make them. But physical things have to be op erated and used by people. In the final analysis, their safeness depends on the factor ot people, "the human factor." Thus, it is generally understood that "peo pleTM are the common denominator of all the safety problems that continue to perplex safety experts in their search for more effective accident prevention formulas. Un happily, although much study and effort have teen given to finding the perfect answer to this problem, there is no panacea, accident brush off, or cure all which can be used to m.ikc this problem go away. As long js there are people, we will have '`people" problems. Nonetheless, there are many things known and used by all of us to reduce this problem. Proper job assignments, ample safety instruction, the five-minute ~afet> contact, safety inspection*, safety pro- e lures, safety rules signs, slogans, bulletins Jl are effective tools in minimizing the fc'd'le*' problem. In addition to all of these, two years ago, llruce 5'odzius, Safety Director of Detroit lhr-l Division, General Motors Corpora tion. gave us at Delco-Remy the prescription in bi presentation "Fernanda's Hideaway" tor a safety program which, if adapted to vour situation, will work like magic for you m extending whatever effort you may pres ently be giving to shrinking the `'people" problems in accident prevention. Bruce's presentation, which he chose to call "Fernando's Hideaway," concerned an employee's unsafe practice that resulted in a finger amputation. Fernando, a machine operator at Detroit Diesel, had his finger -;tuslit and amputated between a revolving "V" belt and a pulley. He was in the act of reaching inside the machine to retrieve a tobacco can containing six smalt Allen w renches he had hidden at quitting time the previous day. "Fernando's Hideaway" had finally been discovered! This unsafe act repeated by the employee for 418 consecutive days before tragedy struck became a symbol of employee unsafe practices at Detroit Diesel, and acted as a catalyst in stimulating an all-out effort against employee unsafe practice*. The re sult was a nteiy program at Detroit Diesel which is simple and represents supervisory safety motivation at its best. The frequency, severity and accident compensation paid at Detroit Diesel were reduced substantially by this activity. Bruce's story continued with the observation that "a// pknts have their share of `Fernanda's Hideaways' and our concern should be to discover and correct them" and his story ended there. For us at Delco-Remy, it was just the beginning? Inspired by the thought that this program had already been tried and found effective bv at least three General Motor* Division*, and frankly admitting to ourselves that we needed this type of activity, we, 'ike the character, were ready to take a good long kok at our. place to see if we tt> had our share of "Fernand'* Hideaways." First of all. we knew we would have to sell top management that this was a worthwhile procnm. This we set out to do immediately, and we got the job done. With the approval of the work* manager to g ahead, we were on our way. We also knew that we needed enlerpme; we would have to organize; advertize, dram atize, vitalize, and exercise to make the program succeed. My story of how we got m the business of "Detect and Correct Un safe Practice*" could just a* appropriately have been titled "Encore for Fernando's Hideaway." We wrote Detroit Diesel, Frigidatre, and Cadillac and asked for informa tion regarding the form* used, the format and mechanics of their programs. All three sent copies of the materials used and detailed information on how to use them. Each divi sion sent material which has proven effective in their respective plants. The big question was, how much of it was suitable for DelcoRemy--what alterations would be necessary to make it work the best for us ? Special meetings were held to review all the material and consider these question*, la almost every session, new ideas were bom as to how this program could be tailored to best fit the Delco-Remy situation. Our "pipe lines" flowed with ideas that seemed practical for w use, taken from Detroit IS Rubber Section Diesel** "Unsafe Practice Observations," Cadillac's `Before the Accident," and Frig* idaire's "Job Observations." These were all combined and refined until we began to ted we bad the ``tailor made" package for our needs. Every effort was made to dramatize the need for this program to deal with the human factor and a hard sell was made on how we felt our program could really get the job done. We needed a name tor the program which would be eajy to remember, yet would have real significance in illustrating the fact that we were trying to deal specifically with un safe practices--the "peopte" problem. We had already taken most of our ideas from Bruce PodzJus at Detroit Diesel, George Humphrey at Cadillac, Earl Gebhart and Paul Bunger at Fngidaire. Now, from the script of "Fernando's Hideaway," we found language to the effect that Fernando's un safe act should have been detected and corrected before the accident could occur. That was it--"Detect and Correct Unsafe Practices." AH we had to do now was "weed out" the usual crop of objections and leave stand ing the healthier part* of the program in order that they might grow and produce (he results we were looking for. Naturally, there were those who said: "don't have time for it," "too much paper work involved," "we're already doing that," "won't work," etc. We met with the foremen m each of our plants to explain the program and to ask their cooperation in getting it off the ground. Here again, our night general su perintendent was wav out in front with plans for helping the program along, including temporary forms he had reproduced. This time, he was joined by one of our plant superintendent*, Denny Weatherford, who said, "Good program; write it on anything, but get going." As promotional features to stimulate in terest and to dignify the program, we pro vided each foreman with a two-pocket binder. This iian was relatively inexpensive, and we felt it was something each foreman could keep in his desk as a ready file on all safety matter* as well as the D. C. program. In the center of this folder, we fastened a copy of the works manager's letter endorsing the program. We had enough questions on pro cedure* so we decided to stuff them with a list of suggested procedures. A supply of the form* the supervisors were to use to record unsafe practices detected and cor rected was included, To illustrate a possible use for the folder, a current Delco-Remy Safety Bulletin was placed in one of the pockets. "Your Safety," our booklet containing safety operational in struction* for each and every job, was made a part of the package. We even gave them a penal to write their observations with. Naturally, the pencils had a "Detect and Correct Unsafe Practices" message imprinted on then. The same imprint on pocket saves seen on the shirt pockets of supervisors in all departments kept a reminder ot the pro gram in constant view all day long. Then, we hit on the idea that a handsome tie bar with the Delco-Remy ririke and the over lapping D. C would make an effective pro motional item the foremen could wear with pnde. Of course, we were playing on the same thing that is the basis for this program --human nature. The results were amazing. Supervision in all activities began to record unsafe prac tices they had detected and corrected. The completed form* were reviewed by the genrral foreman, then the plant superintendent, and referred to the safety deportment, where they were compiled and published in sum mary form and circulated to all supervision. *AV found that w-e had our "Fernando's Hideawavs," too. One of the first discov ered was an employee who was hiding metal plug gages <n the electrical control panel nearest his work station. Another involved a whiskey bottle concealed in a control panel. Many involved. violations of basic safety rules so well known we can't understand how after ail these years we still have these acci dent repeater risks. In a short while, the program, as far as we had carried it, came up for review be fore the works manager's group. Most of them were enthusiastic about it; some were luke warm; but some were not definitely sold and were a little cool in their evalua tion of the program. "What have you found out so far that is unusual or different *" they asked. Well, the answer to that was easy--nothing unusual or different, hut we had found out we definitely had a mlume ui unsafe acta that were in existence at the time the foreman observed them and, more im|>ortnnt, corrected them. 19 Rational Safety Congress Rubber Section So far, I've been bragging about the pro imJ corrected 294 unsafe |<racuc& like these fhe Chairman of the Management Labor to you can circulate it to others who might gram we put on. Now, tet me tell you since the D. C. program started. Relations Committee asked for one of our search their departments t'or similar situa what this prosed to us, The unsafe prac tices reported to us were mostly violations on which the miplovee positively had a good knowledge even before he came to work for us--such a*, m the removal of steel slivers, using a personal knife rather than Igoing to First Aid- Another violation we Ifound too frequently was emplovees using a transporter to ride like a sidewalk scooter. We found all kind* of employee unsafe act* and horseplay Far too many reports indi cated that after all these years, foremen found employees in the act of operating revolving spindles while wearing looe fitting clothing, Now, how1* that for hanging out your 2. Wearing gloves and loose fitting cloth ing around revolving machinery. Supervisor* hare detected and corrected 273 unsafe prac tices like these since the D. C. program started. 5, Making adjustments to machinery with the power on. Supervisors have detected and corrected 925 unsafe practices like these since the D, C. program started. !, Unsafe practices involving mobile power equipment Supervisors have detected and corrected 1,054 unsafe practices like these since the D. C program started. Since it is always difficult to say con vincing believable things about an accident D, C. tie bar* for each member or the team. When it was teamed that some of them hadn't caught up with the meaning of D. C, Let Stanley in our office refused to honor their request until alt of them reviewed the material and each one was at least conversant with it. We were flattered when some of our management people were in Hawaii visiting a pineapple plant. The safety director there was boasting of their safety program to detect and correct unsafe practices which they called "D. C," When our medical director said it had a familiar ring and asked where they got the idea, the reply was "Stole it from Deleo-Remy." Now if some of you are convinced, as tions. 4. Dramatize--Use all methods aiailabte to make the program impressive. Don't over look the effectiveness of photos, bulletin boards and examples that illustrate the worth of the program. Use every means at your disposal. 3. Exercise--There's a lot of good oldfashioned hard work connected with this program, the same as there is w anything else worthwhile. Keep it rolling! 6. Follow tifv--f don't mention this last because it is the least m importance. On the contrary, we believe this program, perhap* even more than the ordinary program of this type, calls for excellent follow up; dirty linen: It's a Uttie embarrassing, but that didn't happen, we decided to use the we are. that judgment errors must be elimi Follow up on participation, follow up on in this program, we were not only being given the cold, hard JicU, but at the same time, we were getting proof that we were doing something about it- By this time, you're probably readv to ask--what has it done for yew? As the pobumns say, "Let's look at the reer rd " First, here is a typical example of a com pleted D. C form; Our foreman recorded, "Observed millwright making adjustments to conveyor without locking power out." Then--just a simple statement of how he tollowing means to illustrate the worth of the D, C, program. Photo* were assembled ul actual accidents that bad occurred, brief copy of the original Safety Bulletins were excerpted and the number of instances was recorded wherein foremen lud detected and corrected, since the program began, situaHun* identical to those resulting in disabling injuries in the fast. This figure was inset in red over the black and white picture. This is called the "Safety Idea Exchange Bulletin." nated and you believe, as we do, that this approach Is effective; here are six funda mental steps we recommend for you to tailor a program suitable for your plant to help detect and correct your "Fernando's Hideaways." 1. Sell top management--Getting buck to point number one of the seven basic prin ciples of a safety program, as set forth fav our President of General Motors, Mr. John F. Gordon, "Provide active top management support." You simply can't be completely circulation of ideas from one foreman to another, follow up on all the points it took to get the program started. The program I have outlined here has worked for us throughout our multiple plants in Anderson and each of the battery plants as well, (t would work at McKinnon in Canada, Yauxhall Motors m England, nr any other plant regardless of sue, location, of type of operation as well as it work* in Olathe, Kansas; New Brunswick, New lersey; Anaheim, California; or Muncie, Indi corrected thi unsafe practice be had detected If you looked at the bulletin, you would successful in any safety program without it. ana. I am certain if you take ideas from it --"Pointed out the danger of this, and in agree that the effect of the D. C. program 2. Get the support of alt supervision--If and tailor them to suit your needs, it will structed the employee never to do it again." is specific and direct in accident prevention. you have point number one well covered, it work for you! It will do much to help If this seems like an insignificant thing to It is specific in that it deals exclusively will certainly go a long way toward making combat the "human factor" and will help ask a foreman to do as a part at' a safety with a foreman's detecting an unsafe prac this easy. But, you can do a lot to help round out your accident prevention program. program, then 1 should tell you w-hat a recent review' of the corporation's safety bul letins revealed. Even at this late date, after years of emphasizing the importance of lock ing out the power while working on machin ery. this unsafe act accounts for about 20 per cent of those disabling injuries bulletinized. tice at the luhc if occurs: it is direct in that he comets it tuith the employee unbaked. and all this takes place before an accident occurs. A program this sire could never be carried out without tome humorous sidelights, I suppose, and ours was no exception. For instance, in regard to the overlapping D. C, | them understand fully the need for such a program and visualize how this approach out answer that need. 3. Don't expect too much--every super visor today will tell you he's busy. Don't ask him to write a book about each thing he finds and fixes. Tell him to keep it simple --giving you ttist enough of an idea in writ Such activity will create a mental image among all who know your plant that it is a good place to work because it is a safe place to work. Remember that we said a satisfac tory company is one that ha* provided a ate working environment, hut that this was only half the picture. Now here is the other half of the picture--a careful worker, By the llth of July, 1962, we had recorded which we used on the forms as a trade ing of the potential accident he discovered Mr. "D, C" Worker! 40,563 unsafe practices that had been de mark or a symbol of the program, we had a tected and corrected. The startling discovery from the 40.565 that we had received up to July 11 was that in many-instances the cir cumstance-* outlined on the D C returns were absolutely tdentiral to those that had actually given us disabling injuries in the tst. For example: number of play's on the meaning of D, C Did it mean direct current or dry charge (this came from the battery plants, of course) ? Did it stand for a name like Don Collins (we have a supervisor by that tame in one of our plants)? Did it stand for "darned corny" or did it mean "drunken diaraeter"? Let them call it what they want 1 Wearing jewelry, rings, watches, etc. as long as they keep talking about it and around machinery. Supervisor* have detected working at it 1962 National Safety Congrttt SAFETY CONSIDERATIONS IN THE USE OF RADIOACTIVE ISOTOPE SYSTEMS FOR PROCESS CONTROL B, EDWARD J. AMBERO, JR. Midwestern Area Sales Manager, Industrial Nucleonics Corp., Columbus, Ohio Although my suhicct will he slanted to wards the safety a-f>ect m uintr radioiso topes lo measure and rnntrol industrial proc esses, it Is important to understand the principles which enable them to measure, the types of applications to which they apply, and the reasons tor their u,e. The primary reason for the use oi uetopes is to provide a continuous, accurate, reliable, representative, non-contacting measurement of the product while it i* being manufac tured, and hence enable the process to be more closely controlled. These ytems have yielded some startling economic and quality returns lo Ihe user in the following areas: 1. Improved Uniformity. 2. Increased Yield. 3. Increased Machine Use. 4 Reduced Scrap and Rejects. s. Trouble Shooting and Engineering Tool. The National Industrial Conference Board mailed questionnaires to all industrial users of radioisotopes. The result of the survey showed that these companies, many of which operated in the rubber field, saved in the years of 1957 to 1955, $39,100,000, with an expenditure in equipment of only $3,700,000. This report also showed that the companies surveyed, improved quality, increased effi ciency, and reduced costs by using measure ment and control techniques made possible by the use of isotopes. In essence, the "peacetime atom," used as a measurement tool, Increased net profits after taxes on a current year basts. In 1950 the use of isotopes in industry, 'Aitsidt of the research lab., was very rare Today m 1902, there are ut excess of 7.000 ty items installed in industry, using radioiso topes- Specifically, the first installation of an tvfuuculty designed radioisotope meas uring system on a rubber calender was made in 1951. Today there are more than 130 systems installed on rubber calenders, 65 on vmyl calenders, and 130 system* on ex truders, not including installations on maters, preaders <if tmj ^inters. While he economic and quality rdurns furnished the need, the increased knowledge of the ue and design of industrial i*otope systems provided the feasibility of their use. Radioactive io>opes became more readily audible. Several sources of supply became available to provide sealed isotopes suitable lor installation in industrial environments. Development dollars were invested by manu facturers tc investigate uses of various iso topes. Designs for encapsulation of the radioactive element were developed and made practical, so (bat the isotopes would meet the severe demands of *afty imposed by industry The safety requirements, enabling the UK of the measurement system by persons hav ing no knowledge of radiation or radioactive materials, were met. Lastly, the AEC worked closely wiih manufacturers and users m promote the safe use of isotopes. They saw that reasonable requirements were set up and followed in the use of isotopes. Using isotopes is by no means a cure-aJI for all problem* fn fact, a carefully planned program should be followed in all but the simplest of installations to insure receiving maximum returns. This program should cover five main areas: I Preliminary studv--Anticipated benefits and returns from the installation are deter mined by studying production records and applying statistic*' -fudy methods. This en ables Ihe purcha.* - to evaluate the project from an economic standpoint and the sup plier to become familiar with particular problems of the purchaser. II, Equipment specifications--Based on the area ot anticipated returns, as determined in the preliminary slue/, and knowledge oi the particular process, the supplier can now specify the proper equipment to include the necessary function and features. 1 Rubber 'ifftivn I jf III. Installation--'It is imperative that proper preparation be made to insure mini* vinstion in the actual weight from target. It then repeats this procedure on the opposite | mum installation difficulties and delays. The side of tbe sheet ] actual installation should be supervised by The system can be made more elaborate f competent and experienced factory engineer*, by making the source detector scan. The | j * | 1 I 1 IV, Systems engineering--The systems engineer has as his objective, maximizing the results obtained by proper tuning of the equipment and the development of optimum operating procedure. He also evaluates the actual benefits and return realized, as com* pared to the predicted returns, sheet is then divided into zones, most often three. The outer zones could be u?ed lo control the screwdowns, and the relationship between center and outer used to control cross axis or roll bending. U-trames are used in a number of applications. These are available for sheet widths up to 160 inches, special source detector unit* are designed ; V, Maintenance--The above tmt parts ior the metals industry and are used on j lead to maximizing the immediate returns, high-speed, steel tandem nulls. These weigh I The fifth part is probably the most impor in excess of 7500 pounds, to give you an tant in that it insures that the benefits will idea of the ruggedness oi design. continue. It is accomplished by providing a complete preventive maintenance service, emergency service, and spare parts stock. There are two basic principles presently Another application of the absorption principle of radiation is used m the measure ment of fluid, slurry, and in some cases, solids streams. One such unit is a Composi used in the area of the eSects of materials tion Anal) ter Source Detector, Briefly on radiation, in the case oi the absorption stated, the complete system consists of a of radiation, we find iluckne?! and weight source detector unit, impedence matching measuring devices. The principle involved makes use of radiation, emitted from the unit and electronic console. The signal can also be fed to a recorder or recorder con bottom unit containing the radio-active iso troller for manual or automatic control of tope, which passes through the sheet being measured and is detected by the detector in the process. the upper unit The thicker or heavier the sheet, the less radiation is received at the detector. This function ran be plotted for These Composition .Analyzer systems are being applied today its latex foams, poly ethelene, G.R.S. conversion, latex, butadiene, any thickness or weight of a given material and a calibration can be established. polymerization, hydrocarbon, and carbon black slurries. They are also being used to control evaporation, absorption, extraction, In a typical installation on a rubber calender, the source and detector unit (mounted on a traversing unit permits meas urement completely across a moving sheet. The measurement signal is fed to the elec- drying, mixing, classification, filtration, site reduction, materials handling, and filling operations in industry. In the case or blocking of radiation, we | ' ttonic console above the source-detector unit This console is generally located In find level measurement devices. A mass of liquid or solid material blocks the radiation an area remoted from the calender. It between the source and detector. This prin could be located as far away as 350 feet ciple can be used for detecting levels in vessels with solid waifs, such as steel and , In a convenient installation, the weight concrete, without having any contact with 1 ! bring measured is presented at the operator's station. This station houses all the necessary the material within, the vessel. By extending the detector, this principle can be used to j I I operator's controls, the automatic control panel, and indicating devices to provide operatmg information to the operator. "The continuously measure the level of material in a tank or bin. unit is located in a convenient position tor the operator. The source detector positions These level maturing devices are of interest in the rubber industry for level itself in a programmed sequence on either measurement in a number of areas. Since side of the sheet. While measuring on one side, it compares the actual weight with the this type of measurement system was intro duced some three years ago, over 400 devices target weight and automatically adjusts the have been installed. There are some other calender rolls on that side to correct aay interesting applications of this device. Since 3 A*62 Xatxonai Safety Congress it can "see" through solid waJU, it on be looked at as a sort of gamma radiation photo rrti It cun be m.vfe to fi`< regard foam, Sioth, dust and other gaseous mate rials. ft will average out turbulence and crvuonal interrupting nutter such as agita tor* and poddies and wj|f be unaffected by them pherc by the action of cosmic rays on nitro gen in the air. Radioactive isotopes are generally referred to today, as being arti ficially created since they are produced from chemical element not normally radioactive. Bombardment in a reactor rearranges the neutron* and protons in the nucleus of atoms oi jise*e elements. \* an c\ ample of the application of a leveling device, two level switches are used > n a standpipe feeding powdered coal to a tioiler in a power station. The radiation l^isre* throng'' the stream of powdered coal. If the coal bridges the pipe, the radiation i* cor off and the switches shown initiate a shaking action to remove the coal build-up. One oi the outstanding advantages of these cisterns that level, density, weight, or thickness can be accurately measured with out contacting or without affecting the meas ured material. Over simplifying, there are two types of radiation. The first of these is corpuscular radiation. This type of radiation exhibits the properties of particles such as sue, weight and velocity. The flow or movement itt electrons is an example of corpuscular radiation. The second type of radiation is exhibited in wave form. Meat, light, and radio wave* are examples. Wave radiation covers the spectrum from alternating cur rent, radio and ultra-high frequencies, infra red, white and ultra-violet light through vravs and gamma rays and, finally through the cosmic ray region, which possesses the highest frequency and energy level and honest wave length of ail energies in the poetrum. There are approximately 5Q radioactive There are various types of radiation being used in industry. These are: ! ,41^/iti radiation--This is radiation con sisting of a hehum atom nucleus (Helium atom without two eleeiror*). Alpha particle* have a Urge mass and a slow speed A few inches of air wilt stop alpha particles. ffelo radiation--This radiation consist* of high speed particles, electrons, with little mass. Approximately ,OJ0 inch of sfeef it required to stop these particles. 5Gomtrus radiolion--This it high energy ivave-type radiation, 0,05 inch of steel, or 4 inches of wafer, is required to cut this radiation in halt. 4. A fourth type is X-Radiation and Bremstrahlung. both of which exhibit the s.ime properties a* gamma radiation. i X-Radiation ts generated by high volt age acceleration of electrons, generated by heating an electron emitter. These electrons are directed to strike a target, generally tungsten, and the x-ray is generated. b. A similar technique using * beta ndu* turn emitter (electron) and striking a target will produce higher energy radi ation called Bremstrahiung. Except for energy levels and method of generation, these two types are identical. elements found m nature. Radioactivity means that the element is unstable and the atoms arc disintegrating or emitting a charged particle from the nucleus. Eventu ally all radioactive elements reach a stable form. When a half life is mentioned for a radioisotope this means the time required for one-half of its energy to be emitted. The half life will vary tor every radioiso tope from seconds to thousands of years. Radiation can be found all about us in nature. For example, there is enough potas sium 40 found in the average human body to emit 150.000 beta panicles per minute with energies up to 1.5 MEV. Carbon 14 is continuously being formed in the atmos- Let u define the terms used in radiation. A curie reters to the quality or amount of radioactive material present, A rurie is defined as the quantity of radioactive mate rial in which 5.7x10** atoms disintegrate in each second of time. This term is analogous to power in electricity. AfEy means a million electron volts. It refers to the energy level of die isotope. This is analogous to voltage in electricity. A rontigm is an energy measurement difficult to express; however, this can be <kme practically by defining energy in terms of the specific effect produced in a specific apparatus. The most convenient method is to collect and measure tbe number of ions '4 * Rubber Seefrtm caused by radiation, produced in a given quantity of air. The roentgen it a unit of dose of total energy exchanged The in tensity of a radiation beam is expressed m terms of do** per unit tune, and the com mon term it roentgens per hour, or more tommonlv, milhroentgens per hour, abbrevi ated mr/hr. Hie reading of an iomration survey meter can be used to determine the radiation intensity level around an isotope system. Dose is the quantitv of radiation absorbed per unit of mass, b> the body or any por tion of the fiodv. Total dose will specify an amount over some period of time- Sev eral units of a dose are in current use, how ever, the nvxt common is tl rem. AEC Regulation 10CFR20 gives information to compare this measurement to other units it necessary. A rrm is defined as a measure oi dose of any lonixmg radiation to body tissue in terms at res estimated biological effect, retain e iq a dose of one roentgen of X-Rays. Let us now look at the actual construction of the source itself and its housing in a source-detector unit used in an industrial measurement system The hermetically sealed unit is about as big around as a ruckle and about Y* ,0 -i inch high. The source is then placed in the ource holder assembly. The source eftuner assembly is power ac tivated and spring closed so that in the event of a power failure, the shutter will automatically close. A "U" Frame source head contains the source and shutter assem bly. The access panel contains a lock to prevent unauthorised entry. The top cover of the lower arm of the ruggedifed metals gauge hides an alarm window. This window* is a printed circuit. Should anyone attempt to get into the source from this side the circuit is broken. Once the circuit is broken, an alarm horn sounds and the shutter automatically dose*. The horn wdl continue to sound until the window is replaced or power is removed from the gauge. The source shutter assembly is placed in the gauge from ttw bottom side through a locked access plate. Its the density gauge, the source capsule is sealed tn meeliamte. The mechanite is welded onto the process pipe, allowing a small air space. This type of gauge has no shutter since it becomes an integral part of the pipe, in a small radium source unit, used for level control, the source also sealed into the unit. Became of tow radia tion levels, no shutter is requircd- In a larger source unit used in level meas uring devices, the center "cannon ball'* ro tates, focusing the radiation into the solid mechanite, and thus reducing radiation in low levels. The unit can be locked in this position, thereby permuting handling or en try into the area uf the measuring beam The largest of the source units take* i* to 2-5 cunc ei cobalt 60, The weight oi this source assembly i 50 pounds. Uses oi radioaettve isotopes formerly full exclusively under the jurisdiction of the Atomic Energy Commission. Recently some states iiase taken over the licensing author ity, Mississippi, Kentucky, California, ami Xew York, to date. In general they follow the same pattern originally set up by the AEC The Atomic Energy Commission has <>ery actively promoted the use of isotopes and has been extremely helpful to potential users. In order to insure safety, certain restrictions and precautions govern the use oi iaotopcs. Regulations pertaining to radiation devices are contained in .\EC Regulations 10CFK2Q `Standards tor Protection Against Radia tion" and 10CFR3Q 'Licensing of By-Prod uct Material.'' Thu tvpe of equipment can be obtained under cither specific or general license. Specific licenses are granted bv the AEC to cover specific situations, jucli as the distribution of isotope gauges, and to cover their use in specific situations or applications- The commission has also attempted to en courage the bread u$e of isotope radiation equipment br setting manufacturer's stand ards, compatible with safety requirements of other manufacturers of industrial equip ment If certain conditions are met by the user, the user ran acquire radioisotope sys tems under a general license covered by 10CFRJO. Par. 30,21c. Thi* exempts the user from the conditions of 10CFR2Q, ex cept for those sections dealing with reporting of accidents. Whether you are licensed generally or specifically, there are some reporting re quirements involved: 1, Theft most be reported as explained m 10CFR2Q. 2S Saitottol Safety Conqrtss 2. Telephone and Telegraph reporting to the A EC on any of the following; .1 Exposure of am individual to 25 rents or more radiation. b. Release of radioactive material, aver aged over a 24-hour period, that could exceed 5JQ times the stated limits. of one work week due to the operation of facilities. i. Damage to property over $100,000. 3. 24-hour notification by telephone or telegraph. a, individual exposure of J rems h. Release ot material, averaged over 24hours; that could exceed 500 times the Mated limits. < One day Iom of facilities, d Property damage over $1,000, 4. 30 Day Report--This report is gen erally necessary with accidents less serious than the above, where individuals have re ceived some excess oi permissible radiation level*. This report would contain notes to the above and precautions for the future. Many Mate* that do not have licensing authority do require that the isotope be registered with the state. These are: Colo rado, Connecticut, Delaware, District of Columbia, Florida, Hawaii, Idaho, Illinois. Indiana, Kansas, Maine, Massachusetts, Michigan, Minnesota, Nevada, New Jersey, Sew Mexico, North Dakota, Ohio, Okla homa, Oregon, Pennsylvania, South Dakota, Tennessee, Texas, Wyoming. Virginia and Wisconsin require registration on equipment not licensed by the A EC (radium and x-ray). It is good practice to inform your plant fire control group of the locations of iso topes. If you u town facilities, the town fire marshall should also be informed. The use of radioisotopes does present potential harards from exposure to radiation fields and contamination by radioactive material. The Atomic Energy Commission governs both areas very closely. Additional safe guards are imposed by the manufacturer of the device, local authorities, and plant safety groups. Exposure to radiation fields is minimized by the manufacturer of these devices through the construction and location of the tource unit. For example. Industrial Nu cleonics restricts the maximum radiation field to 5mr/hf. at 12 inches from any sur face which is normally accessible to person nel, In most AecuRay equipment, external radiation is far below this figure- Contami nation by radioactive material presents the greatest potential hazard, although this is extremely small. If plant safety groups are not directly voneerned with plant insurance, you are probably expected to know how the use of isotope equipment could affect your insurance coverage. In general, two distinct types of insurance are involved with different ground rules tor each. These are general liability .md fire insurance. General liability provides third party coverage to property and per sons. Industrial Nucleonics Corporation's General Liability would cover the claims of our customers. General liability policies have nuclear exclusion clauses, but these clauses >Jo not apply to our type* of equipment. The second form, fire insurance, cover* toss of property and profit* or the loss of the use and occupancy. T'-e mirlcar ex clusion clause does apply in the ca.-c of fire insurance. Having radiation devices Ajc* nut void fire insurance, but if w.u ant to he covered for toss bv radioactive material, vou would have to pay a surcharge. This surcharge depends on the type of structure covered and other considerations. It would be determined tn the same manner as stand ard fire insurance. For example, the rate would he higher if the isotope was located in a frame building, rather than in a brick or concrete structure. These devices have been through fires, floods, and explosions and no additional loss has been incurred due to the presence of radioactive material. Because of our rugged construction, we have been able to maintain this record with more than 7.000 installa tions scattered throughout industry. A den sity gauge that had been through an explo sion and fire in a rocket fuel plant showed no contamination, even though the source detector unit was badly damaged. Unfortu nately, insurance companies do not yet recog nize improved encapsulation techniques, or other safety techniques In some instances, where a gaseous source is used (common in the paper and plastics industries), no contamination hazard is present. Rome of our customers pay the additional surcharge for the added protection in their 26 Rubber Section fire insurance policies. Others do not feel the risk of loss caused by radioactive mate rial contamination is worth the extra charge. In no case has a customer decided not to install the device for insurance reasons, the gauge that had been through the explo sion showed, very little mk is involved. Before, during and after installation it is extremely important that all personnel com ing in contact with the unit be thoroughly instructed m the matter of radiation safety. The manufacturer of the equipment should be properly equipped to give assistance in this arcs. With the radioactive material in the physi cal and chemical state described, the likeli hood of failure of the encapsulation is ex tremely low. If a failure were to occur, it is thought that it would be extremely grad ual. The initial indication of such failure would be the presence of radioactive miienal on the external surface of the source tinner, The presence of such radioactive material would be detectable bv wiping Us surface with a test swab and inspecting the swab for the presence of radioactive material with high sensitivity radiation detection equip ment. The sensitivity of these tests permits detection of the presence ot radioactive mate rial in quantities hundreds o: times below the amount considered hazardous. Such tests are routinely carried out at six month in tervals, either by the gauge supplier or by the user when he ha* suitable facilities and personnel. Let me compare the safety aspects of a radiation level device with that of conven tional methods of tank level control. Sup- po*e the radioactive level device is used to measure level in a tank, 10 fret in diameter and IQ feet high. The device would pe used to turn on and off a pump, m order io maintain the desired level. The presently used technique might be a float system. This system would inherently have more failures than a radiation level device. Therefore, someone would be required to climb into the tank, periodically, to check and repair the float system. Certainly climbing a ladder is not a gieat hazard, but it is more of a hazard than standing on the ground. Assume that operating procedures call io* cleaning and painting the inside of the tank every three months. Warning signs mounted at the access to the tank would instruct perforate! to close the source shutter before entry. With the shutter closed, there is no possibility of entering a higher than tolerable radiation field. There is always the possi bility that a negligent perwn will ignore me warning. The danger of this is no greater than that nt ignoring a warning sign on a 440 volt electrical line. The results of the negligence would be different, however- In the case of radiation received for a limited time, it is unlikely that any damage to the individual would occur. In the case of ignoring a jjwer line wanting, it U likely the person would he iniured. perhaps fatally. IS THIS YOUR PROBLEM? (a) HOISTS AND CABLE INSPECTIONS By T. J. CAIN Director ol Safety, The B. F. Goodrich Co., Akron, Ohio This topic, "Hoists and Cable Inspections," is to he contrasted to the remarks of the evangelist who briefly commented, "Sm, I'm agin it.*' The safety checking at hoists, cables and chains is something which every one of us must be for, something that must be done religiously and with sincere convic tion aa to the importance attached. Why? How? How often? And, who? The an swers to these quick questions will get very brief answers because of time limitations. The first question. vthyF Here are some examples of chains I picked up on the w ay to this National Safety Congress. Vou will observe that the links are worn to where the u*e of such chain? present* an unusually serious hazard. Failure* of hoists, cables, spreaders, and chains can. and frequently do. 27 1962 National Safety Congress produce seriou* injuries or worse. The re sults are generally clean misses or really serious injuries--'not minor ones! Howt The job of careful and painstaking inspection, not merely observation from the Hoor, must be done Merclv 'Tcokinc" won't suffice. Hots alien? This one is a little like "How* long should a man's legs be? Long enough to reach the ground!" The interval tor scheduling inspections must be based on need and experience. It's better to err on the side of too frequent inspections. IVho? The men who do this work must be selected with the sincere purpose of doing -i good job. Having a man's name in a book jt a tag showing that the inspection was opposed to have been made will not be of much help after an accident and possibly *erioo* injury. Recently, in cne < f our own plants, a department decided that alt of iheir chains 4^-uld be marked with the r-vvtr-um lifting capacity. A fuse idea, but such tagging can ignore the very important angle of lift* Perhaps all of us need more charts posted showing the safe load factor for the chain or sling as the angle of lift changes. Some or us. Pm afraid, could at this very moment 'valk out into our plants and find chains tied in knots to shorten them up. Specifically. I believe that too little atten tion is being given to the safety of chains and cables being used for lifting heavy molds At B. F. Goodrich, we insist that spreader chains must have the approval of the inspection croup before use. whether the spreader arrangement is made up by us or purchased outside as a unit. Inspections will also demonstrate that there is no saving in Imvinc hoi*t *.r ntiicr lifting equipment on the basis of the lowest price. A low priced hoist can be, and usually is, "junk." In industrial products, or maybe you call this area ' mechanical goods," the chains oo Sifting of mold lids require careful and fre quent inspection. Such inspection shouldn't overlook the hvoks as well as the chains. Cbl SAFETY RULE ENFORCEMENT By R. A. MANNING Manager, Safety ft Hygiene. The Goodyear Tire ft Rubber Co., Akron, Ohio lteii.nr pf'vrvhna with enforcement, it w* uEd I* logical ty r.r*t di-cu-s -arety rules in general. These take many forms, from ><nr as simple as "Sn Smoking," to elabo rate count-down procedures for missile launching. Their purpose is one and the -arae; to provide a safe environment for people who are present in that environment. The degree of simplicity or complexity de pends on the potential problem one is trying to protect against The average w'ork population in a plant or group of plants ts psychologically no different from (he general population, iu that they have the same drive*, desires and fears. With respect to fears, there is a natural reluctance to be coerced or regimented in any form, However, most desire to belong to the group, to be a part of the societal unit or organization. Therefore, an individ ual will often sublimate his feelings on regi mentation in an effort to create acceptance in the group. In trying to generate this stimulus on the part ot employees, many (1 mp.duv> lav*- -ufi.t.MiUit -tn-li terminology a. fi-nulat;.ii--which i* not really a better <ub*titure--recommendation or specification. :nich icrminoi'vrv -.ticn nukes the policy more palatable to the individual. Ml of u- are aware of the haste principles of our prnfcwion--the so-called "Three E's ot Satcty," These are education, engineering .ind enforcement. Through the years a great deal of effort and money has been expended in the area of engineering, with a great deal of success. Probably equal effort, both financial and technological, has been exiieHed in ihe area ot education, with wily (united success. Due to this limited success, it becomes necessary to resort to the real object of this presentation--enforcement. f would like to make one basic statement: the more enforcement you find necessary*, live poorer job you have done in engineering and education. This is what I call the theory vf failure doctrine. You must engineer out every hazard possible and stay within the realm of financial responsibility. Then by m Rubber Section education, ycu inform and gam the support of involved individual* on those potential problems that it is not feasible to engineer out. This really brings me to the second basie premise: rule statement or promulgation alone is not enough. You must explain why the rule has been established. If this is done, it has been our experience that a great deal of enforcement is not necessary. Frankly, we feel tltat the employee has a right to know' why a rule has been established, what it is intended to do, and what effect it will have on the employee. Any rule is only as good as it's adminis tration. It must be administered fairly and not "on-todav, off-tomorrow." A third basic premise: if your supervision do not accept the rule, you can liardly expect die employee working under that supervision to cooperate. Get supervision*! support even if In some :a*es it is necessary' to achieve this by man agement edict. Let your labor relations peo ple know of new rules that are likely to prove troublesome so they wilt recognise situations that develop. Make sure they will -upport the supervision in proper disciplinary action. Last, but certainly not feast, discuss poten tial changes or new rules with your union *tetv committee, if yw have one in your company. Try to enlist their support in at least explaining to the bargaining unit peo ple your reasons and the validity of the rule. You can seldom get tlietr agreement to dis ciplinary action but if they agree in principle with the rule and can do sufficient "tmsnonary" work, it will be seldom that disci plinary action will have to be taken. Sooner or later, discipline will have to be turd with someone. Each company's disd- plinarv procedure i* a distinct characteristic of that company and, oi course, it varies. However, a general procedure is; (1) A \erba! warning or reprimand; (2) A written warning or reprimand incorporated in the individual's personnel record; fJ) A short period (about three days) lay-off; (4) A longer period of lay-off. such as a week or 10 days; and finally, disenarge. Depending vn the magnitude of the violation and the potential hazard generated by such violation, the above procedure may be tailed by elimi nating several or alt of the intermediate steps. in conclusion, 1 would tike to summarize: t. Utilize semantics by trying to find a more palatable term than rule. , 1. By engineering and education, the necessity for enforcement is minimized. i, justify your rule. Don't make them just because they sound as u it s something nice to have. 4 See that supervision faithfully follow the rules: they apply to them also. ?. Administrate fairlv, including di*cipliae. b. All of us should examine our rules to see that they are what we want and need. Finally, I would like to call on manage ment and supervision to have the courage to manage. If you have a good rule and administrate it fairly, don't be afraid to make it stick. 1 would like to call on labor, whether international or local, to stop call ing for rules and safety and then when an individual gels into trouble by violation, trying to shield him. You have a much greater responsibility than that to your peo ple, your company, and to safety. (c) OBTAINING TOP MANAGEMENT SUPPORT By W. M. GRAFF Manager, Safety, Health ft Fire Prevention, if. S. Rubber Co., New York, N, Y. Put any two safety men together and the odds are that in a short time their talk will get around to the subject of "Management Support for Safety." This is probably the nuniber one safely problem throughout in dustry. A quick glance through the subjects under discussion at this convention will show vou that some phase of this problem appears more times in more sections than any other single subject. The reason for this is simply that it is totally impossible to operate a truly effective 29 1963 National Safety Congress industrial accident prevention program with* `>ut the actual, lull time, genuine, non-equivocatmg, whole-hearted, active participation :ind support of the top executive level* of management, I don't care how clever the 'salety engineer mav be--il he Jails to secure fhi* support from nts top management; his program will be weak and will fail when it is most needed This support must come from the top: At the corporate level--from (hr president and chief executive officer; at the plant Icicl--irom the man charged with the operating responsibility for that plant, 1 stress the importance of this because it so basic .uid yet I find that too many 'afrtv men fail to appreciate it and waste their time and energy at less important prob lems, Either through ignorance, laziness, fear or just plain lack of belief in the im portance of safety, they tend to avoid at tempt* 10 get top level support and pnrtict,Mtion. Now then--how dn you get this support? t You have to want it, 2. You have to work for it. 3. You have to deserve it. 4. You have to believe in she safety you are selling. 1 never cease to wonder bow a safety man can attempt to sell a program to top man agement unless he himself believe* In it, Yet, time and time again. I've seen men at tempting to sell safety shoe programs to factory managers while wearing ordinary loafers. One tool, which I believe in strongly, is to get your top man ia a position where he is forced to take an active part in the preparation and administration of the safety program. Ta this end we find that having a factory managers staff, advisory or ex ecutive safety committee, on which key top level management people serve, is a very effective means of getting the support you need. However, how you go about getting the support of your top management for >our ,-atety program is an individual problem which only you are in a portion to solve. There is no magic formula. The main thing is that you must have it to succeed and to get it you have to work for it 1 (d) UNDERSTANDING AND PURPOSE OP THE SERIOUS INJURY INDEX By M. R. BATCHE Manager of Safety, Firestone Tire A Rubber Co, Akron, Ohio tiduor'i N'<.te--For the last two years, members <4 ihe Rubber Section Executive Committee have been compiling their injury experience by the fWnuus Injury Index method as well as <he ASA, Z16 method. The participating safety men have found the Serious. Injury' Index method helpful in painting out areas m their programs which need additional effort. To acquaint other member* of the section .nth the Serious Injury Index, Mr. Batche presented a report of his company's experi ence for the first six months of 1962. In formation was also furnished by two other companies to show* that this is not an isolated instance. No attempt was made to draw <:unc!usions from the information presented. Since the beginning of our safety program f-irc`trnie m the fall of 1944, a* in mn .m(innic the ivpe of personal mjury to which we paid most attention wa the dis abling injury. 'Through an intensive training program with cooperative efforts and con stant attention by all members of the man agement team, our frequency rate dwindled through the vears from It.l in 1W5 to JJ in 1962. Realizing that we have reached a point where the lost-time injury frequency rate docs not portray on a broad enough base the kind of safety performance we are experi encing or desire, we, therefore, decided to take a new look--a microscopic look--at our serious injuries. After this was done, there was no question as to the advantage ot the Serious injury Index. I 1 i 1 Rubber Section The Index method includes all injuries according to the following criteria: Type 1- AH non-disabling eye injuries irom work produced objects, corrosive matefiats, radiation, bums, etc., requiring treat ment by a physician < lost lime and injuries from wind blown objects are not included). Type 2. All rwn-disabt'ig fractures fin cluding hair tine ones). Type J. All non-disabling lacerations re quiring sutures (including tape and damp) by doctor. Type 4. Ail non-disabting injuries for which the mending physician prescribes ft.vrk restrictions or motion limitations. Type 5. All disabling injuries by present 7.16-1 definition The following charts will show the per formance and progress of this survey in the various division* oi the Firestone Tire and Rubber Company. They will show you the performance of the B. F. Goodrich Company and The Goodyear Tire & Rubber Company --individually and comparatively. The Firestone charts will show Serious Injury Index by: 1. month. X division. 3. the average for the in-month period per division versus the company-wide aver age and the American Standards Association average. Chart N>' J--The Fire**- ne >te*l Products Division. Chart N'ci. i--The Firedone Defense I'rrrliifts Divirion. Chart NV 1 `hows our Akron Mechanical Hniidmg Serious tnjurv Index performance for the first six months of 1962. Not* the variation in this chart iium month to month. /<?0? Xationai Safety Congress Rubber ieetu Chart No. 4--The Firestone Research laboratory--Here you will note the index !<ar winch wa the result of our Research Libomiory explosion in March ot 1962. rim group ot plants, vou undoubtedly have iKiinl. ha* l<v tar the best performance o( .irt> ot tbo*e m ttic Firetonc orpamiation Chart Nn i--Firestone Miscellaneous kitinwr l*r.luru Ham*. Chart No, t>-- Pie hirc-t*me Synthetic and Plastic Plant*. Chart So. (i--The Firestone Reclaim Rubber Plant* S2 Chan No. 9--The Firestone Tire Plants. nan W-. It-- Ntt t'> S, Plants ot htrc'tine *r.-.m t' A* you liave *ctn from tlie individual diviiiionv as well as the comparison oi the major rubber companies, a considerable amount of work must be done in order to accomplish our aim of reducing all types ot iniuries. The*# charts were not made to give you the impression that we are in a race with anyone in the accident prevention held but t>> sIkiw you what we have done, what needs to f>e done, and how wc as one major rubber omiictny intend to fc> It, We simply don't want our people to be injured. Wc of Firestone feel that this new yard stick of measuring safety performance of ntir plants is more meaningful and one which will give an indication of program effective* nc** faster than last-time accidents atone. Hie purpose of this new yardstick, basically, t* tn promote the concept of serious injuries .und to prevent accidents and injuries to the fMplovec* of the Firestone Tire & Rubber i '(mpemy. It is our aim to reduce the Serious Injury Index rate by 15 per atm in each of the Firestone divisions during die remainder of 1962 and a further reduction of 15 per cent as our goal for 1963. Chart No. 12 i- the S*rt..T inj-.srj Index inr the Oceidvear Tire ? 1 RiiMxt Coenp.iny. 33 OFFICERS OF THE GLASS AND CERAMICS SECTION NATIONAL SAFETY COUNCIL 1962-63 General Chairman-- Ioseph E. Morrison. Pittsburgh Plate Glass Co., Pittsburgh, Pa. First Vixt Chairman--John RnerNHEtMEit. Kaiser Aluminum & Chemical Corp, Mexico, Mo. Second Vice Chairman--Robert W. Moultom, Ball Brother* Co., Inc , M untie, Ind. Secretary--Terry Castle, Cast!e-Kan?on Cotp, Rochester, X Y Sew-tietter Editor--Prank J. Bentley, Brockway Glass Co., Snc, Brockway, Pa, Program Committee--Doan Noc* (Chairman), Pittsburgh Plate Glass Co. Crystal City, Mo.; John Rheinheimer, Kaiser Aluminum & Chemical Corp., Mexico, Mo.: Joh s V, Skekdall, Harbison-Walker Refractories Co, Pittsburgh, Pa.; Frank Mansi no Ford Motor Co., Glass Div,, Dearborn, Mich.; 'Ci.ydc C. Rudoick, Pittsburgh Plate Glass Ca, Pittsburgh, Pa. Engineering Committee--J, W Bt.oou (Chairman), Owens-Illinois, Fairmont, W. Va ; Howard J. Baker, Pittsburgh Coming Corp, Port Allegany, Pa.; Harry A- Jackson. Frigidaire Div, Plant Xo, 3, General Motors Corp., Dayton, Ohio; *W, G. Hazard, Owens-Illinois, Toledo, Ohio. Qff~the-fob Safely Committee--Robert E. Evans fChairman), Ford Motor Co., Nashville, Tenn.; "Harry -V. Jackson, Frigidaire Div,, plant So. 3, General Motors Corp, Day ton, Ohio; Euctxz S. Garr, Armstrong Cork Co, Dunkirk, Ind.; "Clinton Balux`;ir, Owens-Illinois, Gas City, Ind.; Leg B. Hawthorne, Jr., A. P. Green Fire Brick Co.. Mexico, Mo.; Dale H. Kuhlman, Libb>-*0wens-Ford Glass Co., Rossford, Ohio. % iimutuinr CnHiHiiffrr--Ct.tNTON Baluncw (Chairman), Owens-Illinois, Gas City. Ind ; "Edwin I,. Umv, Ball Bros. Co. Inc., Muncie, Ind.; 'John V. Skendali, Harbi^n* Walker Keimctnrie* Co., Pittsburgh, Pa, Health Committee--Glenn S. Usher, M. D. (Chairman), Owens-Illinois, Toledo, Ohio; Russell W. Frank, Ferro Corp., Cleveland. Ohio; *\V. G. Hazarb, Owens-IIUnot*. Toledo. Ohio; *Eowrx L, Wray, Ball Bros. Ox, Inc, Muncie, Ind. Sfrmbrrthif Committee--Howarb J. Baxer (Chairman), Pittsburgh Corning Corp, Port Allegany, Pa.; Palx Garrett, Harding Glass Co, Fort Smith, Ark; *H, V. Gardner. Owens-Illinois Glass Ca, Toledo* Ohio; "John B. Fm.i.gy, Kopp Glass Inc, Pitts burgh, Pa-; "Javzs L. Morris, The Federal Glass Gx, Columbus, Ohio. Issociahons Committee--Dohx Sir* (Chairman), Pittsburgh Plate Glass Co., Fiber Glas* Div,, Works No. oO, Shelbyville, Ind.; Byron T, Hawkins, Glass Container ManufacHirers institute, New York, S. Y.; 'Russell W. Frank, Ferto Corp, Cleveland, Ohio; "John B. Fullix, Kopp Glass, Ine, Pittsburgh, Pa.; Frank Daytbson, Owens-Coming Fiberglas Corp., Newark, Ohio. $4 Newt Letter Committee--Frank I. Bentley (Chaim., .ij, Brockway Glass Co. Inc, Brockway, Pa.; Rorert W. Moultox, Ball Bros Co, Inc.. Mun<ne, Ind: V H Burkett. Owens-Illinois, Toledo, Ohio; John Rheixheinu, Kaiser Aluminum & Chemical Corp, Mexico, Ma; John J. Foster, Foster Forbes Glaas Co, Manon, Ind.; Glenk S. Usher, M.D, Owens-Illinois, Toledo, Ohio; H. V. Gaeoner, Owen-lllir>on Glass Co, Toledo. Ohio; Clyde C Rcddicjc. Pittsburgh Plate Glass Co, Pittsburgh. Pa.; Paul Garrett, Hardrng Glass Co, Ft. Smith, Ark; Russell W. Frank, Fern. Corp, Cleveland. Ohio. Safety Promotion Committee-- Frank Manning (Chairman), Ford Motor Co, Glass Div, Dearborn, Mich.; /, R. Catrell, Blue Ridge Glass Co, Kingsport, Tena; C. H Roberts, Pittsburgh Plate Glass Co, Creighton, Pennsylvania; "Clyde C Rupdick. Pittsburgh Plate Glass Co, Pittsburgh, Pa,; E. S. Kxzffer, Continental Can Co, HazelAtlas Div, Wheeling, W. Va. utf(y cmJivI CtfwwiilfcT-W. W. Boxell (Chairman), Foster-Forfxs Glass Co,. Marion, Ind.; "H. V, Gardner, Owens-Illinois Glass Co, Toledo, Ohio; Iohn Knceow, Corhart Retractone*, Louisville, Kv.; Richard Stein. American Radiator and Standard S;utitar>- Corp, Timn, Ohio; Andrew Oresick, Pittsburgh Plate GI*m Co, Works No. 4. Ford City, Pa ; F. H. Edwards, Owens-Coming Fiberglas Corp, Toledo, Ohio. Training Committee--John ). Loan (Chairman), Pittsburgh Plate Glass Co, Cumber land, Md; Georgs Milos, Geseral Refractories Co, Philadelphia, Pa.; Doan Noce, Pittsburgh Plate Glass Co, Crystal City, Mo.; 'James H, Gatreu, Blue Ridge Ulav to. Kingsport, Terns.; "James L. Morzis, The Federal Glass Co, Columbus. Ohio; L, D. Miskinis, Pittsburgh Plate Glass Ca, Glass Research, Guys Run Road, Manner Towmhip, Pa.; Charles Casey, Thatcher Glass Mfg. Co, Inc, Latvrenceburg, Ind Past General Chairmen `Wouyrs and Pu irert ' i ammiilee iPast General Chairmen)--Fred G. Anderson. Coming, X. Y., H. V. GARDXC2, Owens-Illinois Glass Co, Toledo, Ohio; John P. Stkfhznson, Ball Bros. Co, Inc, Muncie, Ind.; James L. Morris, The Federal Glass Co, Columbus, Ohio; J. C Dittmer. Cranford, X. J.; T. R, Doxoghue (deceased), Pittsburgh Plate {.lass Ca; W. G. Hazard, Owens-Illinois, Toledo, Ohio, Har-xy A. Jackson, Frigidaire Div, Plant No. 3, General Motors Corp, Dayton, Ohio; f. H. Catrell, Blue Ridge Glass Ca, Kingsport, Tena; John B. Firms, Kopp Gla?s, Inc, Pittsburgh, Pa.; Russell W. Frank, Ferro Corp. Cleveland, Ohio; Clyde C. Ruooick, Pittsburgh Plate Glass Ca, Pittsburgh, Pa,; John V. Srrsball, Harbison-Walker Refractories Co, Pittsburgh. Pa ; Edwin L. Wray, Ball Bros Co, Inc., Muncie, Ind.; Clinton Ballinger, Owens-Illinois, Gas Gty. Ind. Staff Representative--Charles S, Wolft, National Safety Council, Chicago. Illinois, 35 OFFICERS OF THE RUBBER SECTION NATIONAL SAFETY COUNCIL 1962-63 General Chairman--Cmledin 5 Khuhe*. Personnel Mgr, Carlisle Tire & Rubber Div., Carlisle, Pa. First Vice Chairman--Fravk C Sta*#uld Satety Mgr.. Firestone Smmetic Rubber A Latex Co., Akron, Ohio. Second Vice Chairman--S. T. Burrows, Safety Dir., Mamfield Tire it Rubber Co, Man*' field, Ohio. Secretary--F. J. Frame, Dir. of Safety, Goodyear Tire & Rubber Co. vi Mirhu-nn. .lackson, Midi. SnusltUer Editor--M. R, Hunter, Safety Engr., Dunlop Tire & Rubber Corp.. Buffalo, New Vork. Engineering Committee--C. R. Covert (Chair.), Mgr. Safety & Labor, Goodyear Tire & Rubber Co., Industrial Products Dtv,, Akron, Ohio; G. W. Nickel, Mgr. of Safety, Armstrong Cork Co,, Lancaster, Pa.; E. F. Mere, Safety Mgr., Copolymer Rubber & Chemical Corp., Baton Rouge, La,; *G. H. Burkharot, L)ir. of Safety, General Tire & Rubber Co., Akron, Ohio. Health Committee--Tl. A. Manning (Chair.), Mgr.. Safety it Hygiene, Goodyear Tire & Rubber Ox, Akron, Ohio; W. A. McCauslanb, M.D.. B. F. Goodrich Footwear O*.. Div. of the B. F. Goodrich Co., Watertown, Mass.; W, E. McCormick. Mgr.Gnd. Hygiene & Toxicology, The B, F. Goodrich Co., .Miron, Ohio; L. H. Ballou, M.D.. Firestone Tire 4; Rubber Ca, Akron, Ohio; *F. W. Saxos--Ind. Hygienist, United States Rubber Co., New York, N. Y. Membership Committee: Co-Chairman, East Division--R, G. Foarjr, Mgr., Ind. Relations, (general Tire & Rubber Co., Pennsylvania Div., jeatuite. Pa. Co-Chairman, iVett Division--F. E. SrotxsoK, Safety Dir., Firestone Tire Sc Rubber Co., N'oblesville, Ind.; *T, H. Boyb--East, Safety Engrn Manhattan Rubber Div. of Raybcstos Manhattan, trie,, Pasaie, N, .1.; *R. M. Boyles--West, Dir-, of Ind, Relations. Midwest Rubber Reclaiming Co., East Sl Louts, I1L Visual Education & Training Committee--H. S. ScHAtmi (Chair ), Dir. of Training & Safety, Firestone Tire & Rubber Co,, Portrtown. Pa.; E. E. Coldswortw, Safety Dir., Gates Rubber Co., Denver, Colo.; K. C, Skebo, Supvr. of Safety, Naugatuck Footwear Plant, U. S. Rubber Company, Naugatuck, Conn. Publicity, Trade Association, and Liaison Committee--R. G. Forrjt (Giair.), Mgr., Ind. Relations, General Tire & Rubber Co., Pennsylvania Div., Jeannette, Pa. Rules and Regulations Committee--*T. J. Cain, Jr. (Chair.), Dir, of Safety, The 8, F, Goodrich Co., Akron, Ohio. Statistics Committee--K, K Kitchrl (Chair.), Safety Engr,, United Rubber & Chemical Co., Baytown, Texas. .16 \feehauienl Goods Committee --- X. C. Loxore (Chair.), Safety Supvr. United State* Rubber L~o., Passaic, N J ; W. C. Ri-'Blj;. Safetv Engr.. The K h Goodrich in, Vkron, Ohio; C. K IUkek. ?afet> Dir., Flooring and .VDiedve Div, The Fhmkntc Cu., Chicago Height*, III Reclaim Manufacturing Committee--R, P. Aye* (Chair.), Safety Supvr.. Naugatuck Chemical, Div, m Unite*! States Rubber Co., Naugatuck, Conn.; *M. R. Batche, Mgr. ot Safety, l*ire*tone Tire & Rubber Co., Akron, Ohio; *R. W. FicKfs, Goodsear Tire Rubber Cn,, Akrt*u. Ohm. Rubber laboratories Committee--L. W. Boulton (Chair.), Safety & Plant Protection Supvr, Polymer Corp.. Sarnia, Ont., Canada; E. J. Francois, Safety Supv.. United Staff* Kiihhcr Co., Reearch Center, Wavne, N. f.; K. B,, Corrctt, Supvr. of Safetv. \nnstrong Cork Co., I-ancader, Pa fire Safety Committee--T F Davi* (Clair.), Safety Oir,, B. F. fmodrich Sponge Product*. Div. of The B. F. Goodrich Co,, Shelton. Conn.; J. H. H.v.er. Safety Dir, Ohio Rubber Co.. Willoughby, Ohio; .1. R. WrrHotHor.T. Safety Supvr., United States Rubber Cn., Baton Rouge, La. i>tf-Ike-Job Safety Committee--*S. A. WrilHt (Clair,), Supvr, Saielv & Hspkg., inland Mfg. Div,, General Motors Conx. Dailoo. Ohio: A. C. Howard, Saiety Dir., Kelly* Springfield Tire Co, Cumberland, MtL; M. V. Barra, Fire and Safety Frier., it F. Goodrich Footwear Co, Div. of The B. F. Goodrich Co,, Watertown, Ma. `Synthetic Manufacturing Committee--T. P. Garland (Chair.), Safety tuigr., Firestone Synthetic Rubber & latex Co., Lake Gwirle*. La.; K, F. Mete. Satefi Mgr. Copolymer Ruldwr & l. Itemicai Corp-. Ilatoo Rouge, La.; I.. W. itoci.ruv Salvtv & Pl;.m Protection Supv., Polymer Corp.. Sarnia, Ont,, Canada. Adthsory Committee --mC, E. Beck, St. Clair Rubber Gx, Marysville, Mich.; *R. A Bullock, Personnel Mgr., Corduroy Rubber Co>., Grand Rapids, Mich.; *J. L. Dean. Supv, of Safety, The Firestone Tire & Rubber Co., Memphis Tire Plant, Memphis. Tcnn.; *W, M. Graff, Mgr, of Safety, Health & Fire Protection, United States Rubber Ox, New York, N. Y.; R, H. Wilson, M.D.. Medical Dir.. The B. F. Goodrich Co., Akron, Ohio. Staff Representative--R. G. Belknap, National Safely Council, Chicago. Ilf. PaM tleneral Owiirman 37 PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 21-31, 1963 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment. The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the f63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought* provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes In this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title I to 9 10 or Copies more Stock No. 1 General Sessions and Index to all Volumes. $ .65 $ ,55 022.32--1 2 Aero-space; Air Transport , , .65 .55 022.32--2 3 Automotive and Machine Shop; Power Press and Forgin 3 ,65 .55 022.32--3 4 Cement. Quarry and Mineral Aggregates .40 .35 022.32--4 5 Chemical and Fertilizer .65 .55 022.32--5 6 Civic Leadership; Church, Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining , ............. .65 .55 022.32--7 S Construction; Public Employee , .. .65 .55 022.32--8 9 Electrical Equipment 10 Products; Trades and Services 11 Glass and Ceramics; Rubber . . .40 .35 022.32--9 r .65 .55 022.32--10 .65 .55 022.32-- i 1 12 Industrial Subjects Sessions (ASSE) , 13 Labor ., .90 .80 022.32--12 .65 .55 022.32--13 14 Marine .65 .55 022.32--14 15 Metals 16 Mining , ......................... .. .65 .55 022.32--15 .65 .55 022.32--16 17 Motor Transport: Transit , .................. 18 Occupational Health Nursing.................... ............. 19 Petroleum ... . . ................................. .............. .. , 20 Public Utilities...................................... ............................................ .90 8f 022.32--17 .40 .35 022.32--18 .65 .55 022.32--19 .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing....................... 22 Railroad . . ..... ....... ....... . .65 .55 022.32--21 .40 .35 022.32--22 23 School and College.. .. .................. ..................... 24 Traffic ............................ .......................................................... .90 .80 022.32--23 .65 .55 022.32--24 25 Wood Products; and Textile . ............................ 26 Early Morning Sessions--"Communication".......... 27 Public Safety , COMPLETE SETS (27 Volumes) .65 .55 .65 .55 .65 .55 $1 1.00 any quantity 022.32--25 022.32--26 022.32--27 022.12 All prices shown are subject tc a !C ce- cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 INOtTH MICHIGAN AVE. CHICAGO 11, ILL. : i.; . !1 iu 1 9 6 2 Volume 12 National Safety Congress Transactions INDUSTRIAL SAFETY- ASSOCIATIONS Beginning the GeMen AinJ*er**ry Veer of the NATIONAL SAFETY COUNCIL 43$ NOfTM UCM!C4N AVfNUI Chicago it rumois 50th NATIONAL SAFETY CONGRESS Papers delivered in the INDUSTRIAL SUBJECTS SESSIONS CONTENTS you Hove To Hove a Plan J. ft. Stone S Your Accident Record Can Help You W, Eugene Stuffing 10 Modem Inspection Techniques Removing the Hazard from Job and Plant Arthur G. Ltnarus 14 T. A, Kraklow 17 Safety Evaluation of a New Industrial Process Arthur H. Christian 19 Health Protection in New Manufacturing Facilities Elmer P. Wheeler, Jack T, Garrett, and T. W, Dalton 23 Ventilation in Plant Design L H, Clarke 27 Fire Protection in Plant Design But That Isn't What 1 Meant! John J. Ahern 36 , Richard C. Gerfen 38 Why This Missile Is Needed Howard Pyle 45 Getting Off the Launching Pad Orbit Control Problems y, J. Meyers 48 Stanley F. Spence 50 Safety Administration in Multiplant Operations I Shot an Arrow into the Air . Robert M. Gilmore 53 W. C Bremner 56 How To Start a Training Program J. G. Cullen 64 Face-to-Face Contacts In Safety Earle S. Hannaford 67 The Psychology of Motivation ................... , ., - George O. Baehr 74 What Is the Material Handling Problem? .. ............ 85 3 CONTENTS -- Continued Muscle Power end Machine Power Handling by Cranes and Hoisting Equipment Leland F. Stanley 87 t INDUSTRIAL SAFETY SECTION Conveyors Roland Janes 94 | YOU HAVE TO HAVE A PLAN By J. R. STONE l Safety Director, Oldsmobile Div., General Motors Corp,, Lansing. Mich. ASSOCIATIONS SESSIONS Why? Selling Safety at the Local Association Level -- Showing that Patience and Hard Work Pay Off Leslie J. Inch 9? What? Executive Member Assists Association's Safety Activity Officers of the Industrial Conference 1962*63 Roy L Coffee 101 104 Officers of the Associations Committee 1962-63 Other Volumes m 1962 National Safety Congress Transactions I OS Back Cover Is would imi I* >u-c i'i.f me t., jjm,- vi.ii t`.v mipfv-toa that ihvrv i- uch a ilmrr ; i ujiivi;r*,il tatior-muilc plan ior rtildiuu tlie i. diiirv t.j (in., id'viilvnr menace. In orvkr reduce -iv.'nfctit* plans mu*t be nuilc i -i (--ral ban* anti itun implemented, I ran i!.r * -Ire r >*n a jiackagc program. l`ir .otiie reauntv, program tniii'ptam* inv iifiaMv fail t" survive m safety work. I'lan- proven effective m one plant crus rariiv Ik- H-ed unchanged in another plant mill eipial ttrre. The rwm* for thi* arc 1'iiu oIivumi* .wire it i> recognired that piamutty;. to ypvt rebuts*, mnu he centered problems, resident personnel *"d <hc depth o penetration of the safety xm.imiit in die particular plant. These * < i**r* nil var from plant to plant and t u.i i- .v.iiuated wi each case before a .irmitf j.*m ran le c-cililidieil, i I-.uever, iliere arc -ome points of piill* -ophv regarding the safety problem in gen>`Ml that can be followed in all safety pn-wnim pturminje. Tins philosophy is haste , nl ran be applied in any safety problem revardlcs* of who or what i involved. The * i.n-uferation of till* basic safety phi!ooph> <nd it* planned application at a Inca) live! me* u* what we are looking for. Lkj, instead ot dealing with tlie plans themselves 'iipposc v^e discus* only (he nucleus around width all effective accident prevention plans .m- made. The term "basic" must not be misvon- inieti to mean second rate. Look at it this way - To he bade is to lc essential. In mr wvn pvryitvvliues basic* are the immework u|rmi which onr individual characters are huilt. Think of rise influence un our ctiarwut* <*f our faith, <<ur trust and our love; nr. Iiiikv we value generosity, kindness, hon esty -and rv-ixet. Tltese are basics. Nuclear physictM,* are dealing with the more basic when thev explore tlie structure of tlie atom. Uicmist* liave discovered new chemical de ments in tiwir research and have had to t(`cr mire > in pt Im-i.- chemi- v..l, Wythim; t- important m that U is ucttrtl m it. -m-ple-t ;u .( m..-l imdcr-tnii'tiMe itum witlcmt inr inltnvm'v. S<>, m, i*r, going t" ime-tneate *s.nte of the Utnc 1,`uTi r* around wind; wfety planning is done The objective ot onr planning will i iomc up with a program to reduce accident-. Hlut is an accbkiu: Tlie best vleniiitioii of ;ui accident l have ever heard is that it u where a j*rson gel* hurt and didn't intend to be. Actually the miury is tlie result ot the accident and not the accident it-clf. It is possible to lave accidents without in juries. but iherfc do no* cause so much trouble The injury with its emotional fac tors of p ' and suffering always !< ln and alwa, - will be in the spotlight and the headlines. So, m tlie accidents 1 will dU- cuss, it will be assumed that someone wa- injured. This l>cing tlie case, it is a goo.I idea tor u* to And out how people get hurt in acci dent?. How Heoptv Get Hurt Foil* Struck by an object Striking against an object Caugbt (a. or between abject* Exposure to temperature urlremea and radiation Strain or overexertloa Kxpeaure to electrldiv rnhaimoa. abaorptiwn. ingeatlon Cxpoaura to chcmirul* These percent-iges were taken man a study of 1738 accidents at Oldsmolalc. nd show that there are only ten way* iur a person to get hun in an accident. The fact that uc actually analysed 1738 injuries and touml there to be only ten way* for alt tlie*e people to get hurt makes the job of accident pre vention look a little eajier. Thi* is a vnhi- able find a* it reduce* injurie* to a basic Thi* chart throws cold water on the injury* as a starting jvdm in a safety project and <vftj .'.alionai Safely Ccn^reu points out tlut we mu*t dig a little deeper The reason t iliat the injury iv not the accident, but rather the result oi the acci dent. Injuries are always associated with accidents, hut are certainly not Hie accidents themselves. How do we have accidents? We hast acririenis bv* mixing people with hazards. Hazards + People -- Accidents. You can not have n accident unl* you have both people and hazards. If either factor, jct-ple or hazards, is taken away, you just can't have an accident This formula is very Mmpie. but it view* accidents in a manageable light You can do something about accidents when you ki rp thi* concept in view. What arc we going to do about people in the accident iormula? We can't take ;<opie out of the picture entirely. The for mula indicate* that we must work toward keeping people and hazards from mixing because accidents arc the result l.M'* now look at the hazard in this for mula. What is a hazard? Let's say ft is anything of any condition capable of causing an injur)'. That seem* to take in a lot of fermnry, buz marie nor much as you I'uk Baste Safety Herorrie Plaeh PolaU Catch Fslau Shear Point* ffilEg Object* ftua-fa Points Ctectjriettjr cmeiSceU^ezHi Flammable* Hot asd Cold Qbjwta and Radiation There arc only 14 basic hazards which we call the "hazard family." M**t t us arc inclrned to think of hasarils compositely instead of basically. \\c say a punch pros i* a hazardous tmrhine. tat fail to say specifically what is hazardous ataut it In tl>i manner we tie our own Iwmd*. If rt turn lark to the Hazard For* RTula and take a look at the punch pfes# using the former a* a guide. it`s much easier. When we careful!* `ingle out all the basic hazard* and eemidrr them a *o many spe cific safety proWem*. we begin to nuke some headway. Owe we have located a bask hazard, we have fire option* on what to do about it- The hazard widen is eliminated is no longer a source of trouble. The same goes for the hazard that is guarded. If it is puibie to reduce the hazard, we have have reduced our exposure for an Accident However, when we make no change in the hazard, we Itenilly bet our live* on human nature and are headed for trouble. .irtu.il 4 ffasmrtti i W( ran eliminate the naasrd. J W , *1; guard agsinat the hazard. X W* ran reduce the hazard. i We ran avoid the hazard. S Wf ran tenor* the Hazard. In moat cases, the need for stepping up s.iiety activity i* brought to light by a <rie* of tost time accidents. The *afetv rec ord is bad. insurance cost* increase and somebody hits the disaster button. Every body get* into the act and a crash program is *et up to relieve the pressure, but a crah program entered into as the result of a poor safety record is usually a dis appointment When the safety record lead* you around by the nose, it is hard to plan intelligently Is we refer to the outlined lists, and di rect our efforts at these important factors in the accident picture, wte will be follow ing a more direct route to the heart of the problem. When our program is planned t< bring about reasonable control of basic haz ards in conjunction with a continuous safety educational process with our people, we are working in the gnu roots area of the ac cident problem and will get measurable long range improvement We cannot process people, but we can en list the many attributes of human nature rrj, help u* in the upgrading of safety Stand ard* and safe practices. We must accept the fact that, in solv ing ilt suiViy problem, accident* themsolve* are of no value at all except to lead u hack to the accident cause. This u where e go to work because accident causes are manageable where accidents* themselves arc not. The first step we must make, even be fore we get down to the formulation of definite plan* in the safety problem, is to decide uj-un certain responsibility distributsem in the implementation process. Once plans are made and definite action is de cided upon, seme individual In the organiza tion must be responsible lor each step in frufurtrutl Subjects Sessions totting the plans into effect. Probably the most important decision to be nude at this point is where you as an individual will fit into the picture. No matter what your primary responsibility happens to he in your riant organization, when you are handed `he responsibility for accident prevention, you must take charge from then on. No matter what jour title, no matter what the size of >our organization, you have become the administrator ni the safety urogram whether >ou like it or not It t.` up to you to gel things going and to em ploy all the organization and facilities at voijc disposal 10 keep them going. Working nut a safety program is a man size job and many discouraging factors are involved. It is much easier to keep abreast of basic sfety hazards by taking them out of the picture,, one at a time, before a satetv prob lem develops. In the safetv training of emplovees. reult* are more difficult to measure. How ever. it must be kept in mind that the oblective of safety training is not to second iruess human nature, but rather to fit the work environment to the known peculiari ties of the human family. This objective requires patience and takes time, but little hv little persistence will pay off and the people factor in the accident formula be come less of a problem. It should be emphasized tliat your most valuable assets in the job that ties ahead ire the very people you might consider the cause of your frustration. Flans must be made on the basis that people want to work safely. Objectives and programs must be *-et up on the basis that they are possible, applicable and reasonable. There is cer tainly nothing to be gained when the plan i< impossible or when it is assumed that ct\ orvbody I* against it in the first place. After 22 tear* in safety work, 1 am of the firm belief (hat employees, in gen eral. are receptive to *afeiy instruction and will follow- them, providing these instruc tions are given them bv their foremen as a part of job instructions. In this approach, safety becomes a recognized part of the job, and each employee is held accountable, by hit foreman, for tallowing? rate practices. It is my opinion that safety is primarily a management responsibility. I can't see how it can be anything else, if manage ment is to be held responsible for the con sequences of accidents in the work environ ment, they must, by thf fame token, be given full authority over programs set up to control conditions in the plant. There lias never been such a thing as an effective voluntary safety movement. It is human nature not to impose regu lations on oneself. This is a job for the trfher fellow. No employee in his right mind would invade his own freedom bv placing restrictions on Ins conduct, even to keep himseli from breaking his own neck The heavv drinker knows he should de prive himself of that third martini, but he waits for his doctor to lay down the law before he does anything about it. To most employees, safety is for the other guy. It u due to tilts apathy that management must b< seated at the wheel. Too often when employee safety commit tees attempt to develop safety rules for other employees, complication* arise,' On one day the committee draws up the rules only to find themselves defending violators of the rules on Hie following day. You can't be a switch hitter m the safety prob lem. You cannot serve as prosecutor on one day and at. rney for the defense on the next day. So, for these reasons, manage ment must have both the authority and the responsibility to make the safety program a reality. i do not think anything has been taken away from the worker in this philosophy, -and 1 know of no satisfactory substitute for thi* approach, A management spon sored safety program is supported by ail the facilities and skill at the disposal of the plant, and the aaiety program becomes *-ne additional service to the general purpose oi the plant. At Oldsmobite. tlie safety program U locked upon as an operating function, and the objective oi all the safety work we do is not for the purpose of having a good saiety record but rather to make Oldsmo bile cars safe!** Management . . our plant is on record to the effect that safety is indeed their responsi bility and even pay employees, through the employee suggestion plan, for pointing out <afetv hazards and submitting safety ideas. We expect and get cooperation from our employees in following safety instruction* 7 1962 S'aliotuiS Safety Congress given them by their foremen, but we in sist on "calling the shots." Our safety pro*ram is planned to be a part of running the plant, and running the plant is, and always will be. a management junction. In this light, the &atetv problem is controlled and accounted for as a part *t running the plant and is neither a political 'Votbali nor a game of cat and mouse. Tuo often 1 have heard men tn the safety held complain about the lack 01 top manKcnxm support. The> mourn the tact that the managers of their plants arc simply "not interested*' in the safety problem. There is somethin* lacking here It is doubtful, in my opinion, that these fellows are using the support that u theirs for the asking. The i >ct that the boss ha* handed the safety job to an individual is in itself quite a demonstration of interest ew the f>art of top management. The boss expects to be kept informed about the progress being made by the safety man, and the rclatiunihip established be tween these two individuals must he care fully worked out, using realistic factors. The boss knows he will be called upen to make decisions, but he won't tolerate bring im posed upon in these matter*. The safety man should go to the boss for a decision only when necessary and should certainly not use this privilege IP avoid making de cision* himself. The boss mutt be given enough informa tion to be in a position to act; he cannot be expected to go out into the plant and get this information first hand. This involves a process of literally taking the plant in and laying it on the boss's desk using photo graphs, sketches and brief but factual written reports. 1 ant spending considerable time on man agement's role in the safety program be;juc of its importance to the success of any planning that might be done Getting top management support in a safety pro gram is nothing more than the intelligent use of factors available in all successful business and industrial enterprises; namely organisational authority and leadership. The contact between the boss and the safety program must be maintained in the same manner, and information presented to him with the same clarity, as in any other op erating function of the plant. If the safety man uses the oasic injorma- non in the outlined lists in his dealings with the boss, there will be a minimum of mis understandings; and he will get the sup port from the boss that is us vital in this problem. You can see that the safety man himself becomes more and more important .is this discussion unfolds. Hi* analysis of the plant's trouble area*, his paint of view tit proposing action, his tenacity, and hi* ability to tell hi* story with conviction often spell the difference between the suc cess or the failure of the safety program. The safety engineer of today lias at hi* disposal unlimited information on "what to do" to a safety problem The National Safety Council, the American Society of Safety Engineers and the American Stand ards Association will furnish all the "\Vhar to do" mtormatioa he can possibly need. It remains for him to dig up the "Where do we hurt" information *o that the "What to do'" may be applied He has all the "answers" at hts fingertips, but he has to come up with his own "question*," In referring back to the '`People" factor in the accident formula, one thing should lie kept in mind Some safety engineers take a dim view on what they can expect from people in the control of accidents. They talk as though the human race was put on this earth for the sole purpose of confusing the safety issue and the safety engineer. People are prone to forget and to be pre occupied and to take chances; but I have found that when safety instruction* are properly given and supervised, these human weaknesses are practically eliminated tn the safety problem. Members of the Human Family are more an asset than a liability to the safety engineer, providing ne encom passes their weaknesses in his thinking and hts planning. WTicn we get down to the actual step by step plan, we must develop the ability to keep major objectives in view. With major objectives as index points, we are able to return the program to target even though we drift off course momentarily. Progress in the general direction of the target is often the best we ran do for the moment; Insisting that an indexible course be fol lowed might stop progress entirely. If you want the guard* painted yellow, and the boss insists that they will be green Industrial Subjects Sessions or (here will be no guards, settle for green and your program it still on target. Even the highly specialised tecmucians in the Space Administration have to make compensations in the flight direction of their rockets to make up for errors in the aim and unpre dictable influences on the flight path. A -atrlv engineer must be idealistic, to be sure, but he must be practical as well and must be able to recognize the difference between what is essential and what is superficial. There are some objectives that should be >ct up as goals m a safety program' A. /heard analysis and control os a plan ning activity. Snee hazards .ire involved in all acci dents and since hazards .re manageable, safety program planning should be aimed at controlling hazards, \\1ieti hazards arc eliminated while new facilities are being planned, the facility will be compatible with human nature. When hazards are thoughtlessly de signed into * machine and then must be engineered out of the machine alter an accident ha* occurred, we are actually pay ing double for the safety factor in addi tion to the accident. To pay for an original design, which could have been made safe just as easily, md then to pay for a second design to remove the hazard t* not good business. The control of basic hazards is a factor that helps offset accidents; so, this ob jective is of paramount importance m safety program planning. 8. Kiev the safety program as a part of doing business and not as a gimmick set apart from the general reasons for running the plant. The safety program should be considered nothing more than a service to the main objective ol the plant, namely, producing the product. The safety activity in the plant should therefore be interwoven into ihe operating activity across the board and should not be degraded by isolating it from ether operating tunctions. Safety contests, campaigns and the like do little to build a safety program be cause they set safety apart from the op eration of the plant and are never viewed by those involved as a part of doing busi ness Where else would we give prizes lor doing what we are being paid to do. C. Hold rack supervisor responsible for maintaining a climate of rarefy in the geo- graphical area under Hts supervision. Once the plans are made, the responsi bility for seeing that they are put m ef fect and kept in effect becomes extremely urgent. Even the best plans go for naught when they are careles*ly implemented. When each supervisor is thoroughly briefed regarding the safety program, and when he knows that his vigorous support is expected throughout his area of super vision. progress ts speedy and uniform. Unless specific responsibilities are clearly defined, inconsistencies will cut down the total effect of Ihe safety program. So, make certain that your planning in clude* an understanding with individual supervisors regarding the part they are expected to play in the program. D. Give safety instructions as a part of oh instructions and follow up until a "con tract of understanding" is reached between the supervisor and the employee. Safety instructions given to employees by their supervisor* as a part of job in fractions prove to be better understood. Safety, when presented m this manner, becomes a part of the job in the minds of the workers, instead of something ex tra that is over and beyond and, therefore, not a part of the job. A "Contract of Understanding*1 is no thing more than a state of complete un derstanding between the employee and the foreman. All foggy* areas and inferences have been cleared through follow up and repeated contacts, until both parlies have no ques tion about the work pattern and its bear ing on safety. Mo safety program planning can be ef fective without this objective, E. Monthly safety interviews between in dividual employees and their foremen. These safety interviews broaden the safety knowledge of the employee by sup* plying him with general safety information. The employee also has this opportunity to ask questions concerning safety on his 1962 National Safety Coitgrett job. The net result is a progressive ex pansion in the total safety knowhow of tlie entire plant population. These are the five objectives E would atm towards In putting togffher the plans for ;i safety program * ft is quite obvious that the supervisor who is in direct contact with the workers will be the person needing most of your mention. Your plans must keep him con stantly in view because he, not you. will he the key man as your plans materialize. The safety engineer "bo councils foremen and who spends ninety per cent of his time helping foremen with safety problems u making headway. Each foreman brought into the camp of the safety engineer is one more talesman for safety, ami it behooves the safety en gineer to work with him untiringly. Fore men are the spokesmen for the safety pro gram. They are the communication system. We must understand them and respect them in the tob that lies ahead. YOUR ACCIDENT RECORD CAN HELP YOU By W. EUGENE STUPFING Director of Safety, Carrier Corp., Syracuse, N. Y The premise on which this paper is based i* that "Records are the basis or foundati- n f a scientific approach to accident pre vention** Records give you, the safety en gineer. the basic information necessary to transform haphazard, costly, and ineffective H-culent prevention work into planned pro grams so that specific conditions and situa tions which are causing accidents can be controlled. Si that all of us who arc engaged in the profession of preventing accidents can meas ure our accident experience and progress by die ,ime units of measure, the American Standards Association, with the assistance of many safety experts, has developed two standard*; These standards are the basis for the majority of aeddent records devel oped and maintained by industries, federal, atuie, and local, agencies, and - associations -ucii as the National Safety Council -and the U. S- Departmeat of Labor. These standards are: A 5. A. Standard 16 l and A. S. A. Standard 216-2- Stand ard 216.1 presents the standard method of i Ea*Mt'yirig and recording injuries and com puting injury rates. Standard Z16.2 con tains a detailed classification of accident fac tors and a recommended procedure for '*ta<Mfymg and analyzing accidents on this bai*. 'Hits standard comes in two parts. H vou build your records around these standards, you will be able to provide your. .<-lt with an objective evaluation of your ..iiciy prr.tjmm. Records will help you iden tify your hish-rate departments and, in ad dition, wilt provide you with information on your principal accident causes. Records ran also be used to: Create interest in safety among mem ber* of your management by furnishing them with information about the accident experi ence of their departments. B. Help you determine your principal ac cident sources so that your efforts can be focused in directions which will effect the largest reductions in accidents, C Proride supervisors and safety com mittees with information about the most fre quent unsafe practices and unsafe condi tions, so these persons can utilize their time and efforts to the greatest advantage. D judge the effectiveness of your nitty program and activities by showing you whether your aeddent experience is improv ing or getting worse. E. Make comparisons with other com panies, industries, or groups. There are four step* which vou must take if your records arc to be of value to yets. They are: A, Obtain a report cm every injury. B, Record and classify these injuria in accordance with the A, 3. A. standards al ready mentioned. 10 Industrial Subjects Sessions C- Prepare * monthly or periodic sum mary report which adequately shows the in jury rates, as well as the circumstances and causes of the accidents which resulted in the injuries, O. Periodically analyze the circumstances jnd causes of the accidents. Obviouslv you must be fed baric informalinn regarding accidents and injuries before inu can build a set of adequate records, ho the first type of report that you must receive is the first-aid report. The Medical rhtpartment should provide you with infor mation regarding every- injury. This report hould give you the injured employee* time and department, the hmc of the ac cident, the preliminary impression of the in jury. and the injured** description at how the injury occurred. The other report which must be provided the safety engineer is the supervisor's re port oi accident investigation. This report i* completed by the supervisor as non after the accident as possible because time has a way of causing us to forget derails which rouid be of vital importance tn the preven tion of similar accidents, Supervisors' accident investigation reports vary widely as to format, but you should be -ure that the form asks adequate questions * give the information you need. Obviouslv, elicit supervisor must know how to fill out ihc form properly. Otherwise you will find wiurwii spending needless time going back to the supervisor for additional information. Tins program of accident investigat: i re ports also provides other interested manage ment personnel with information regarding ;>eci'dents occurring in their areas of respon sibility and interest. As stated earlier, you should prepare a monthly or periodic suittmary report which dinws the circumstances and causes of accidenis which resulted in injuries. The infor mation for the summary comes from the first-aid reports and the supervisors' acci dent investigation reports. This summary re tort forms the foundation for all other re ports which emanate from your office. One type of summary report form is fur nished companies by one of the leading cas ualty insurance organizations. Another form more completely describes an injury in terms uf the A. S A. standards previously men tioned. AH of the "factors'* with which you would work to analyze accident* ^rc con tained in this report. Fly taking information from the monthl> summary report, vou can eros* match the "factors** involved in accidents with each other, in order to find out what combina tions of factors are causing the majority of vour accidents. After you have found the combinations which are showing up in large jwreentages. vour next step is to take meas ures to reduce accidents being caused bv aid combinations. Vou can use vour monthly summary to cro<* match specific "agencies'* against "type* uf accident*,'' You also could u*c a similar work sheet to cro* match "agencies''against "unsafe arm," or "agencies" against "unsafe mechanics! or physical conditions," `Safety performance is relative It doesn't mean too much until you compare it with the performance of other departments, plants, vnmpanics or industries as a whole, to say nothing about comparing it with vmjr pre vious experience. To make these comparisons, a method of measurement is needed that will ad|ust tn the effects of certain variables contributing to differences in injury experiences. A stand ard procedure for developing record*, which provides for these variables is included in V S. A. standard Z16-1. This procedure uses injury' frequency and -vveritv rates winch relate injuries and d*'S charged as a result of the injuries to the number of man-hours worked. These rale* automatically adjust for the difference* in the hour* of exposure to injury. Secondly, this procedure specifies the kinds of injuries which should be included in (he rates. These rales have been generally accepted by indusirv a* a uniform procedure which will per mit he desired comparisons. \n* I would like to mention a few wavs u which various types of reports can be helpful to you. Since you are most familiar with jour own company's situation, you should look these over from the standpoint it serving your own purposes. Cumulative disabling injury frequency rates can be used to rank departments. This i* .ni>- one type of measurement that can be used, but I should warn you that this type of measurement used by itself is no panacea. Departments can also be ranked b> monthly disabling injury frequency rates. 11 1942 National Safety Congress \ chart showing the variation over a -e.vn>year period oi the nttmber of dis abling injuries and the days lost from these miunes will show your performance over a Ion* period of time. The peaks and valleys of a chart like this can be smoothed out by making your report, a "moving average" type >t chart, l won't take the time to describe this technique, as you ran readily team it by talking to any of yotir associates who have *ome familiarity with statistics. Here are some other types of reports that will help you to sell your safety pro gram and assist sou with your efforts. A "man-hour* worked since last disabling mniry" report enables you to rank your de partments by both length of time and total dumber of man-hours worked. Another report illustrates how you can 4iow mturies reported to the Medical De- jartmetit cross indexed between departments and type* of injuries. Alt that is needed here t> the names of the departments and the numtiers of injuries by types. A simple type of chart which has had wide use throughout industry shows the percentages of injury types by accident frequency. Another report which <hould produce sup port for your safety programs is in the area of retorting accident costs. Although most evwuttvcs want to make their companies afe places in which to work, they also have s strong sense of responsibility to run their business profitably. As a result, they may "drag their feet" when it comes to spending money for acci dent prevention activities, unless they see that they can save at (east as much money a* (hey spend. Without information on the costs of accidents, it is just not possible for them to decide intelligently how much they dtould be spending versus how much they can save For this reason, it is very im portant that the top management, right down to the immediate supervisor, know how much thrv are toting as the result of injurte*. To help you decide which types of cost rrports you wish to make, 1 would like to mention some representative types in gen eral use. One report charts the average costs >f disabling injuries over a seven-year span. Thc-e avenge costs are compared with the notional average workmen'* compensation costs tor the nune period*, as reported by the National Safety Council. Another type shews the average work men** compensation losses per average hour ly employee for a *ven-year period. These tosses are compared to an objective loss rate of $16 per hourlx employee. A chart tha measures workmen's compensation losse* should be of special interest to labor re lations personnel who negotiate with unions if it talks in terms of added costs of doing business on a manhour basis. There are situations where a substantial percentage of your accident Jo**e* are caused by a specific situation, or a particular opera tion or machine. If you can *hnw thee losses as percentage* of your total W*es it might be all you need to obtain action and support. Another form of than show* a tvpe of accident analysis based on accident cost* For example, using information from the National Safety Council's "Accident Facts." suppose your company is making a net profit of 3 per cent and direct tosses due to acci dents are slightly Its* than a quarter of a million dollars. This report shows that the company would need eight million additional dollars in sales to pay for these losw* Still referring to the chart, suppose you were able to reduce your kes to $100,OOP This would be the same as your adding four million dollars in sale* to the companies total sates picture. Not bad! With a three per cent net profit margin, a company must bonk 33,000 in additional sales to pay for every $1,000 toss due to accidents. In these davs of intense competition and profit squeezes, it is just possible that an effective safetyprogram can contribute more to profit* than the company's best salesman. Kow that we have discussed costs and how you can use this information to prepare loss reports in various forms, let's look at another type of accident reporting. Instead of basing your frequency and severity rates on disabling injuries, you can also use a system of reporting commonly known as the "serious Injury index." There are many variations to the index, but the basic concept is the same m all of them. At the bottom of the page you *re the typenf "injuries" which are most commonly used to compute your index. The index i* noth ing more than a frequency and severity rate based on the factors you see listed at the bottom. 12 Industrial Subiects Sessions The advantage of using an index of this txpe ts (hat you are provided with a much more sensitive index of safety performance than if sou used frequency and seventy rates hgted on disabling injuries alone. You might be interested in knowing that the Industrial Conference of the National Safety Council has recommended to the American Standards \ociation that the Index be included as a part ot A. A. Code Z16.L An actual report it*ued at lhe Carrier Air Conditioning Company shows you that rye nmries requiring the attention of a physi cian ,ue by far the mnq predominant type t "*ctiou* injury," Since no eye injuries re sulted in disabling injuries, you can see that this index has given us a due to possible *nous injuries involving the eye that an <ndex based on disabling injuries would never have shown us--without a detailed analysis of at! first-aid case*. In order to assist you m comparing your accident prevention results with tho*e of like industries, you have several readilv available references to help you. Your State Depart ment of Labor issues periodic reports show-mg disabling injury frequency and severityrates by industries. Similar reports are isMied by the Bureau of Labor Statistics, U. S. Department ot Labor. Each year the National Safety Council issues two booklets which are loaded with facts and figures which, if used, can help >ou m many ways. These booklets are wi nded "Accident Ratos" and ".Accident Facts." The "Accident Rates" booklet Contains frequency and seventy rate* for all major industries and most minor industries, as well as no injury rates and historical rates for both major and minor industries. These rates <-rsn help you in determining how- well your plant or company is doing safety- wise in comparison with the combined rates of other companies in your industry. A chart shows the average charge per in jury by industries. The table is broken down to show average injury charges in days by (a) all disabling injuries, (b> tem porary total disabilities, and Ic) permanent partial disabilities. An annual feature m the "Accident Facts'" booklet is a chart that shows what per cent, the injuries to each part of the body were of all injuries, and the per cent of com pensation paid for each part of the body as compared with the lout compensation costs. Another chart, appearing annually in "Accident Facts," shows the average com pensation costs of injuries for lanous parts '>f the hodv, ;i reported to the National Safety Council by stv state tabor depart ments. ft it worthwhile to summarize the various . way* in which accident reports can Ivelp you. 1 Records give us the information needed to plan programs to control conditions and -ituattons causing accidents 2 They provide us with a means of deermining our progre**, or lack ol it, in c ontrolling accidents. 3 We can determine how we are doing in comparison to other deportments, plants, companies, and industries. 4. We can help interest our management by providing them with information on the accidents that are occurring in our com panies. 5 Our records can be used to provide in formation to supervisors and safety commit tees about the most frequent unsafe prac tices and unsafe conditions occurring in their departments or buildings. 6, Finally, we con show our management the costs that are involved in our accident* occurrence*. .Accident records are basic to am- safety program. Without records sve cannot func tion in an intelligent manner. With records, v.e are in a position to develop specific pro grams which will create interest in the safety program, as well as provide us with the tools necessary' to control our accidents. 13 1962 National lately Congress MODERN INSPECTION TECHNIQUES By ARTHUR G. LAZARUS Assistant Division Manager, Loss Prevention Department, Liberty Mutual Insurance Co.. Boston, Mass. It t* alum* thaUengmg to develop Some thing new and modem about a Mihject a* ^lil as the lulls, The subject, ".Modern Inspection I efltnique*,'' is definitely in this category, While the word, inspection, is i erv familiar to engineers, its dictionary definition* leaves tomciiiing to be desired \nv standard dictionary' provides Tee defimtions: (a) to look upon, (b) to view closely and critically, and (c) to scrutinize. So when we make inspections we took, we new closely and critically, and we scrutinize. What do we do with all of this? Every accident prevention plan with which I am familiar requires some form of inspec tion Too many inspections can be classified a- Mght'Sceing, hand-shaking, back-slapping expeditions. I think we should ask ourselves ihe question, "Itow many of our inspections are dry as dust, disorganized, and unpro ductive r" Our inspection plan should have dearly defined objectives. 1 will try tn this iIi*cussigc to outline a few idea* which may he of value to you. Tlie basic duties of a safety engineer may he condensed into five or six words. I Inspect (survey), 2. Record, ,$ Analyze, 4 Evaluate. ?j. Design, St U difficult to apply the last four items unless we have an honest understanding of the first item. Tlierefore, for the purposes it this discussion, we will concentrate on the fir*t item. We must realize, however, that experience >i ttiiJ the best teacher. Accident analyse*, .iccident investigations, and inspections are closely related. Each atone does not provide complete guidance and direction. As further background material, we should have an inti mate knowledge of the kinds of troubles that other organizations are experiencing, W should have a knowledge of state and i'A'al law* and all the data published by the Nan.mnl Safety Council, ihe American So* nets nt irately Engineers, the Bureau of Standards, and the insurance carriers. In directing our efforts, and the effort* of persons working under our guidance, wc should have a dear understanding of one of the greatest human weakness!, not being able to record and understand what we tixie ?em Too often we see what we expect to see, We fail to note a slight alteration or addi tion. It is also extremely important that we never forget the new hazard*, the sleeping hazards, the seasonal and infrequent hazard*, that literally surround us. As vet. eeratn situations may not ftave caused personal accidents or interrupted productive) flow in our own plant. This is another reason why we must always be alert to the problems of others, and keep abreast of what is going on within the scope of industrial operations. Why do we make inspections? Id general, to detect and identify physical renditions and unsafe acts which have caused, or may cause; personal or property damage sect* dents. The inspector should be expected to suggest corrective measures. If he has diffi culty doing so, be should be encouraged to review the problem with his superiors. Two heads are always better than one. Wc make inspections: 1. To reveal specific hazards {clues pro vided by accident experience). 2. To analyze new, seasonal or infrequent operations before they begin, for the pur pose of eliminating hazards ta advance. J. To detect unsafe personal acts, which may result in injury to the operator himself, his fellow worker or property dam-.,., 4. To further the accident prevention edu cation of management, supervisor and em ployee. Inspections may be made by anyone. We a<*ume the inspector will be completely indoctrinated with regard to his status, aullwrity and responsibility. He may sene permanently or rotate with others at regular intervals. Permanent inspectors mav go 14 Industrial Subjects Sessions stale, whereas rotation spreads experience and education. There is no one in our profession who is able to recognize and measure all possible hazards. There is no jtie person in any ot our establishments who ran perform * 100 per cent complete inspection. The person qualified to inspect one piece of equipment or operation may be unqualified to inspect another. We must know the qualifications of our inspector, and we must define the objectives and scope of his inspections dearly Let us make sure that the man with tlie proper background is assigned to each inspection iob. Time and effectiveness will be lost if . person with restricted qualifications t* assigned to make an indefinite "general in spection." On the other hand, if we must ue men with limited backgrounds, we dioutd regard this as an unsurpassed teach ing opportunity. For example, in recent years in certain art-av of Mew l-jigland. we have had an influx of various types of injection molder*. As a result, two or three oi our people know all about the subject, but hardly any one else has even heard of the hazard. Grad ually, the use of this piece oi equipment has spread to other areas. It is uneconomical so send one man throughout the entire area to evaluate the problem. Therefore, it seemed sensible to instruct our people about this problem. We developed a problem evaluation sheet which covers all the points to be checked on an injection molder. I believe this evalu ation sheet should have literally thousands of applications, it could be developed for any machine manufactured today, in any industry, It could be, and has already been, adapted as a ladder survey. If such a sheet was made up for ladder inspection, you w>ould be amazed at the many different kinds you would find throughout your or ganization. The same may even apply to chairs or desks, or circular saws. The re verse side of the hazard survey allows the person making the inspection to record his observations. This discussion of injection molder* could take over three hours, in fact, part of our training schedule with our people does ex actly that. I like to believe that we have helped manufacturers and users of this equipment avoid serious accidents tram a relatively new industrial machine. When should inspections be made? There are many variations to be considered. I. Periodic^-At regular intervals (weekly, monthly), inspections should be made ot the entire establishment, a* well as of certain equipment or processes where the controls are especially sensitive or delicately balanced. Continuous--These are usually con ducted by persons employed on a full-time basis, who are responsible for the opera tions assigned to them, if a product quality control unit exists in the organization, their able advice and observation* should be solicited. J. Special--Area inspection* involving high hazards, new, infrequent, or seasonal operations should be scheduled intermittently. Certainly we should `'follow up" on areas where previous suggestions have been made to determine progress. 4. General Items--Dates vet tor inspec tions may or may not be announced in ad vance. There are advantages in both meth ods. All multiple shifts should be covered, it is truly amazing what may be observed on tlut It pm. to 6 a.rrt. shift {commonly called ihe grave yard shift). What should we inspect for? There are many ready-made check lists available. Let us think twice before we adopt them as they are. Further, we should never hesitate to destroy a check list we have been using tor years. A change of format is always healthy. Custom-built guides for every establish ment are much more effective than anv ready-made lists. I have already given an example of an individualistic check list for a special hazard. There is no limit to the special hazards that may be surveyed in that manner. We must never forget that each establishment and each operation is as different as the persons involved. There is a method for properly surveying the hazards within a department that is as much a check on the powers of observation of the inspector as it is an inspection of the department. The guide sheet simply asks for the grading of a specific hazard and the grading of tlie controls exerted over these hazards. The lower half of the sheet also asks for details on how the severe hazard* are controlled I wish it was possible to state chat this particular guide is the complete answer to inspections, but, alas, it is not. It IS I'eo! .\<jUona.f Safety Congress simply guide* the m*j,ect6r throughout his inspection. Ue have discussed the person who is to make the inspection, when he is to make it, whv he is (o make it, and what he is going ? check. I would like to mention a few of the more personal metltods and attitudes which will a*`*t an inspector in dome a cmirc effective job. i. He must have the physical ability to get into every nook and comer. This may involve walking, climbing, the ability to take noise, contusion, chaos and quiet . He should follow the process from beginning to end. His route should be or derly, but we should remember that on occasion it would be well to reverse the ftfoeedure. Mam' times the inspector may be tired out at the end of his impedion. In larger establishments we may lay out a route, floor by floor or by departments. .1 He should have the good taste to con tact the person responsible for the segment >t the operation he is looking over. Basi cally, be should avoid discussing managerial problems directly with employees, tmfess in the company of supervisors or at their re quest, 4. He should have an -inquiring" mind; he should be curious about everything he observes, ff an inspector intend* to observe any operation from a standpoint of unsafe acts, it is worthwhile to sit quietly in some comer and observe what goes on. He mat* sit and look at an operation for an hour, and things may begin to happen that he has never observed before. One word of caution about this particular procedure: he should have the cooperation and understanding of the supervision of the area under observa tion. 2 An inspector should never acquire a reputation as a pessimist or an habitual fault finder. Supervisors should not dislike to have him in their departments. To combat this, the inspector should always try to demonstrate his sincerity and desire to be helpful to the supervisor regarding the health and safety of his empto>ees The single thing that does the most in thus con* nection is recognising "good" items, as well as "poor** ones. It is amazing how mans things are done to avoid trouble. U you haven't used this technique--try u the next time you make an inspection. 6. Do not hesitate to use a camera to photograph conditions needing correction. This important tool may, upon occasion, pro duce startling results. You should be as e^Kff to take photos indicating good condi tions K% vtatrd previously, you should have the whole-hearted cooperation of supervisory {cr-onncl on such a venture. 7 Whatever ihe inspector puis m writing, he should be willing and eager tor anyone to review. When writing up the resuits of an inspection with recommendations, the in spector should: a. Clearly identify the location, operations and equipment involved. I* Explain dearly and fully the action suggested. c. Back up each recommendation witii authoritative statements oe the poten tial hazard. $. He should be properly dressed. He -.hould be provided with the proper personal protective equipment (goggles, hard hats, raiety-toed shoes), to indicate he sincerely abides by previously established safety regu lations. 9 His own individual habits should be above reproach--on and off the premises. He should lift properly, walk down stairs prop erly, and drive property, fn short, he should exemplify all that is good in man. The principle we should never forget it that through our observation and action while making inspections, we Help to control a situation which might cause an accident. 16 Industrial Subjects Sessions REMOVING THE HAZARD FROM JOB AND PLANT Sy T, A. KRAKLOW Director of Safety, Deere ft Co.. Moline, 111. A afety program can be an important function ut anv manufacturing, industrial, *->r business enterprise or it can be one that gets dropped out of the budget because it ia* not been aggressively applied. A safety program can be a -lick looking t*r,k with an imposing cover full of looseleaf pages of procedures; but the actual ,'arrymg out of the functions of a safety program, embracing all management and Karr personnel in an organization. i* what realty makes a working program, A workable, down-to-earth safety pro gram must have as its primary objective accident prevention. A good accident pre vention program covers the investigation and correcting of all hazards that can cause accidents to m . machines or materials. An ideal accident prevention program must ini orporate in its administration all: produc tion operations, equipment, practices, and per sonnel, U must also include Mandatds for: safe design, purchase, guarding oi machinery and equipment, operating practices, safety rules, safety policy dealing with specific problems, investigation of accident repons, and correcting hazardous conditions. Hie held of accident prevention that has been in many cases neglected and badly handJcd has been the guarding of machine.* and processes . . . in some cases, merely calling the hazard to the attention of the operators and then expecting them to work rafeiy. Although safety programs are intended for people. they are not of /he people or by the people. 'The significant accident rate reduc tion m industry is attributable to an ag gressive management, improved design of equipment, buildings, processes, operations, and more expert supervision than it is to a sharper attitude on the part of employee*. Human beings are subject to impulses that make them do things that, if they had time to analyze they would not da Industrial accident losses cannot be controlled by re lying on employees thinking of safety first. Hazards must be controlled by redesign or guarding. Accomplishing this purpose depends on pre-planning for *aiety. taking into con sideration the characteristics oi people. We need to know something or hum.in limita tions and behavior attitudes resulting from environmental conditions. We need to design Veuer today than we have in the past in order to overcome the potential safety weakste**e* due to the faults of people. Machine* ind environments are w hat we, as manage ment people, make them, They can be built i or sate use once we are able to design ehem to meet human requirement*. The subject oi preventing accidents cannot be approached from an after-the-fact angle after the accident, after the man has been injured. We need to investigate the accident and make recommendations; we have to talk accident prevention. We have to prevent those accidents that do not neces sarily injure people--the close shaves, short cut procedures, loose operating practices--jet result ut damage to equipment or material. Too often we tend to say that unsate work ing practices of employees or diregard of instructions are responsible tor a great many accidents. But one needs to dig into the records to find out what went wrong, what caused the injury or the accident in the first place. We need to get familiar with the stand ards that apply to various situations, to guarding of machinery, ladder*, industrial trucks and many others. A good source oi information is contained in the National Safety Council's 4th Edition o the Occident Prevention Manual. Not only does it carry facts regarding safe practices to follow, but it lists various A.S.A. standards that cover specific safeguarding requirements of the items just mentioned and many more. The Manual is usually referred to as the "safety man's Bible." True investigation of accident reports will reveal that many so-called operator errors leading to accidents have actually been caused by faulty design or construction, poor housekeeping, operating praeti- , lack oi standardization or identification which trap the operator into making a mistake. Think of 17 /PA) Xahonol Safely Congress accident prevention as the only Kay to handle killers and spoilers (which is what accidents are). The development of sale working conditions involves procedures that go be* jotid the safety appraisals or search for such obvious hazards as oil spots on the floor, electrical wiring* or a pinch point on a new lathe. Some of the factors that are involved in making working conditions safe are un guarded pinch points, not enough clearance, flying objects, dust and fumes, flammable materials, chemicals. crowded work space, poor lighting and other hazards o( this type. We have to look at the hazard from thi* tiandpoim--can it be guarded.' Sf guarded, they are eliminated. Can they be re-engi neered? If re-engineered, then they are either eliminated or reduced Be cautious of the first answer tlut pops info your mind. Sometime* it is nor the right answer. For example: the Steering wheel knobs caused a thumb injury when a tractor struck an object on the floor, so knobs were outlawed. One month later, the Op erator split his hand severely between the index and second finger when a wheel struck on object on the floor. Actually a better job housekeeping and control of the height of castings allowed in the tote box should have f*en instituted. A safety haaard is anything capable of causing an injury to an employee. In order co recognize hazards one needs to study the movement of machines and the working environment and pick out the hazards as they exist in the various locations. Recog nizing hazards breaks down into about ten general categories. By thinking about and looking for these ten, it is possible to an alyze a scuatson and pick out the areas that need attention. This approach can be corn ered to a ball bearing on a shaft, well oiled to give long life. The shaft represents an accident prevention program--a workable aggressive one. The inner race is investi gation and correction of the hazards, and there are ten ball bearings to keep the entire unit running smoothly. t. Rotating--Hazards created by rotating machinery, Lt, catch points (set screws, keys, extending from rotating shafts), run-in points fin-running rolls, chains, gears, pulleys). 2.Crushing -- Hazards created by two objects that come in close contact with one another (traversing machines, damping fix tures, dies). Shearing--Two objects, dose enough when they pass one another to cause shear ing action to lingers, hands, feet, legs or body (shears, dies, cutters). 4 Object* Four types under this heading; a. Flying objects (coming from ma chines or work processor, b- Falling objects (from overhead ot from various levels causing injury to head, body, or parts of the body), c. Sharp objects (castings, parts or material having sharp or poinTril surfaces). d Heavy objects (heavy or unwieldy items that cause injury if proper lifting methods are not followed), 5. Power--Air, electric, hydraulic, steam, which require interlocks, fail-safe features, hattoo of controls, operating sequences, all considered in their installation and operation and main* -nance; (k Housekeeping--Everything in its proper place around the work area and in the plant m general. ?, Lighting---Accidents are caused by poor or insufficient tight (fixtures dean, no dark spots to cause an injury). S, Slips and Falls--From different levels or same level (ladder, railings, scaffolds, oil, grease, ice). 9, Poisons, Flammable -- Work processes involving storage, handling, or use that would constitute health hazard* to employees or fire hazard to plant and personnel 10, Dust and Fumes -- Work processes where inadequate ventilation or not follow* sng standards for aire borne contaminants constitute a health hazard. The tall race holds the ,,n important hazard balls in place. This ball race repre sents : 1. Involve Staff (interest and support). 2. Training (of staff and employees). 3. Observing (plant operation to deter mine hazards), 4. OorrecT (hazardguarded--u eliminated! (Attitudes--changed or influenced). These features aggressively applied consti IS [nditslrial Subfects Sentoni tute an effective accident prevention pro gram. Finally, by aggressively applying the 'oil of control1' over these factors, we keep the bearing assembly revolving on the axle ot accident prevention. When a safety hazard exists u must be taken for granted that accidents will happen unless provisions are made to control the hazard. By mentally placing an employee in the picture with his impulses, attitude, and behavior pattern, and then reviewing the ten hazards illustrated by the ball bearings, one an then decide w-liat corrective steps to take in order to eliminate the hazard. Urident prevention is an operating prob lem requiring constant supervision over equipment, processes and people. Anv busi ness staffed to operate efficiently has per sonnel capable of coping with accident causes if proper attention is given to the problem. Remember, the only way to handle the killers and spoilers is to take aim at the target. ' accident prevention," aggressive)}, to inves tigate, correct and keep informed SAFETY EVALUATION OF A NEW INDUSTRIAL PROCESS By ARTHUR H. CHRISTIAN Corporate Safety Engineer, American Viscose Corp. Philadelphia, Pa, Make no mistake about it! If we are going to prosper, it our way of life is to proceed as is and lo progress at the present rate there will be mail} new industrial proc esses to evaluate tor safety. And satety mut ht tnctudfd t Consider the numerical Increases alone that must be made m rather commonplace things like food and the physical comtorts of life, if we are to cope with or provide for >.>ur population explosion. It is estimated tlut the world's population i* growing at the rate of five thousand per hour, and if unchecked, will cover every single foot of dry land on earth by .2960 AD Consider our techno logical explosion, which unquestionably wilt add to the presently "unknown" for safety evaluation. New chemical* seem to be grow ing exponentially; some have estimated that there is a new chemical every Z4 minutes. Indeed, the demands for accident preven tion knowledge for the tuture ate stagger ing. Add to the ventures that can be fore seen, such u space exploration, those as yet undreamed of, with all their ramifications-- safety included, and the total is impressive. As now, there will continue to be a wide range of hazards and causes of accidents. Consider two recent well-known examples, (hi the one hand, we have disasters from iu*r and wclt-recoginzol causes--the death <( at least `even miant* a* u result of .musing sugar and silt (identical in {> i-esiranee and kept in containers located on the same shelf and probably unfnbclcd) m the preparation ot their formula. On the vther hand, we have the more ubde and unpredictable cati-e* from incomplete safety researching, such as the deformations of newborn children from the u;e oi certain drugs. These examples illustrate several baste points. One is that we will suit have major industrial and non-industrial accident*, dis asters, loss, and injury from the simplest oi musts and from the most predictable .ot reasons. As our civilization becomes increas ingly more complex and our processes more exotic and sophisticated, undoubtedly we mu`t increase cur efforts to ascertain and evaluate the more subtle potential accident causation factors, at the same time, more effectively safeguarding existing hazard* It is impossible to imagine that out oWall the "big science" underway these days,.lheri' won't be many break-throughs that* Will benefit and further safety, directly ana in directly. However, we'd better not ' vviit around for revolutionary break-throughs In life sciences that will change man's altitude 19 /&? .Voiuma/ bafety Congress toward 2nd p^njapjticn in safety. We'd better push Ahead foil steam using safety engineering and tafetv evaluation tor the effective safely problem tolven they are. f'kie thing is certain-- can't afford to tit around waning and praying. Cmimly. there is moch literature aimed at helping you cvaltntc new processes for afety hazard*. Much of it is worthy, all of it u time rawiuDf, and little of it can be remembered 1 writ endeavor to offer a broad outline, suggest scene highly pertinent principles and dims* tame specifies ut the safety evaluation at a new indostrial process. Manas* ifimogrmmt'--Csot a good organ* i/attonal setup hacking. Although it seems redundant, if safety evahzarices oi new proc esses is gutng to be more than sptoning of wheels and really lead to good solid progress m accident prevemsao, top nuMpww must be thoroughly behind the concept and insure that a proper organr,rational setup will smooth the way. Obvwculjr this will vary widely, depending os the site of the bosiaesa, the type of process and the haaarda assodatrd with it, and even the nature of the process. Ktart Early--'However, foe maximum or even optimum effectiveness the safety engi neer must be consulted and participate in all evaluations early is the game, preferably from the very beginning. Coordinate--Although there may be vari ous disciplines or vested interests involved, such as industrial hygiene, health, fire, or medical, someone certainly should coordinate or be assigned the responsibility for coordi nating all the acadent prevention or loss prevention activities. The safety engineer should shoulder these responsibilities and often docs. Hr on .frritwf-- Probably* most important ot all, something should be done with brisk energy and dispatch after the safety evalua tion, either to eliminate the known or pre dictable hazards, or to adequately safeguard all personnel from them. Sofetise iWer/ -- Insure a safety con scious research and development, for ex ample. The whole safety evaluation can be accomplished in a thorough and yet easy fashion if the research and development organisation tor whoever develops the new process, it may be purchased from another company) is thoroughly indoctrinated and oriented to accident prewntiun, Not only will they have the benefit of safeguarding them selves as they work towards the creation ot new processes, but it probabh is axiomatic that saic> will be incorporated into the new process to a much greater degree, For ex ample, if there i* a choice between a highly toxic or highly flammable olvcnt and one with a much greater latitude of safety, they probably will use the safer material early in research or development operations and not have to repeat work later on to accomplish *uch a desirable objective Evaluate Gross Hazard--The gross haz ard*--the most extreme possible anticipated iisa'ier, the safety parameters of the new process--should be evaluated carefully, thor oughly, completely, imaginatively, and sys tematically. Upon such evaluation will rest important decisions, such as location : whether the plant can be within the city limits or should be in the country; whether it should be quite isolated or can be in the middle of a producing plant: whether or not it should be operated by remote control; in fact, this may decide whether it is econom ically feasible to attempt to build such a plant With increasingly exotic and sophisticated systems, coupled with greater restrictive legislation, it is most important to compre hensively evaluate, in addition to gross toxic or injury hazards to the people operating the plant or explosion hazards to the neighbors, other important aspects tike atmospheric or stream pollution, aod product hazard. There are an increasing number of different people with wide ranges of vested interests who must be satisfied, ranging from the insurance companies to municipal, state and federal authorities. New procedures nay be neces sary. Consider chemical processes. Our Chair man, Mr. Aibisscr, together with Les Silver of the Merck Technical Staff, presented a thoughtful and effective procedure they de veloped for preliminary screening of new chemical products, intermediates and raw materials for hazard evaluation before an American Chemical Society safey sympo sium. This was published in / & EC, November, I960, VoL 52 No. 1! and re printed on the October. 1961, National Safety Council Chemical Section Newsletter. Briefly, it outlines a procedure for testing small quantities of the reaction materials, the 20 Indurtnal Subjects Setstons intermediates or the products to determine ihcir sensitivity lo decomposition, runaway exothermic reactions or other undesirable characteristics. fairly simple tests were devised ;md are uied. These include dropping the material on a hot plate and noticing whether it decom poses with a pop, a bang or relatively quietly; and a simple melting point appara tus test to sec if there is any evidence of unusual activity as it melts and espcTall> if there is a temperature rise suggesting an unexpected exotherm. Further tests were devised to determine the minimum temperature at which any e*. -(thermic reaction will proceed to a measur able extent under reasonably adiabatic con ditions. These !at tests are run by remote control m a barricaded area. On* involves heating in a seated tube. The other is a Sarger sample heated in an open Dewar fiask equipped with a quartz electrical heater and ,i vibrating stirrer. Rate of temperature rise is noted and often reveal* surprising and unexpected sensitivity. If any of these tests indicate possible extreme sensitivity, it usually is wise to have more detailed and exhaustive tests conducted hy consultants or laboratories that specialize in determining explosive potential. Use is made of the facts that most, if not all, haz ardous reactions involve rapid exotherms and that the rates of all reactions increase with temperature. Hence, by testing tor ex otherm* at temperature* well above the ex pected operating range, it is possible to un cover potentially hazardous conditions which would be missed by testing in the laboratory in the expected range. The important point is that the safety aspects of the chemical reaction, the chemi cal materials, has been as thoroughly re searched as the product and process them`rives: as thoroughly as the elucidation of the formula and reaction mechanism; as thoroughly as possible toxicity on users, as thoroughly as market research to establish use and market potential. A need existed for a systematic and routine approach to this type of evaluation, and a procedure was devised. This technique might well reveal surprising potential for great loss in proc esses that have been operated successfully, safely, and uneventfully fo, years; it has in known cases. bull considering chermra) processes, the hazard potential oi many either variables should be considered. In some cases the liter ature will provide answers; in others, actual test* may have to be run. Here are typical areas: --Flammability characteristics ot mate rials, including raw materials, intermediates, final prMuct, flash point, explosive range, auto-ignition temp. --Toxicity1 of same. --Safe parameters of such iMportant vari ables a* temperature, pressure, PH, holding times, '^rating procedures--both simultane ously and sequentially. Effects of excess or deficiency of one or more reactants; change in order of, addition of reactants; contami nation by other chemical*, such as might be u-ed in cleaning associated equipment; utili ties failure, such as power, iicuiim, air, ci-oling water, Fallotv Familiar, Kitoait, `uiuitd, and (`r.n-cij Path*--Apply known -afety standard ami codes and known xaicts solutions to .(evident problems. If we are to avoid in venting the wheel over and over again as die newer processes are evolved, we certainly must start from a higher plane or level each time m our safety engineering or accident prevention activities. Municipal, state, and federal codes must be met as a minimum standards, an indication of a progressive company when the company standards in actual application are better than such minimum*. Hopefully, all these will be automatically incorporated tn original plans; if they are not, the safety evaluation is going to be a rod job for the safety engineer Not only will gross hazards that may even be un suspected have to be sought out and evalu ated. but the nuts and bolts that cause so many of the garden type variety injuries will have to be dealt with--falls, cuts. 110 volt electrocutions. As a principle, it is well ? assume tittle--take nothing for granted. Be painstakingly thorough; no detail is loo 'mall to consider. Accident prevention usu ally is achieved by hard work and good judgment in the application of known*: stair standards; National Electric Code; fail-safe instrumentation. Consider the Future-- Insure that the process will be safe and happy to live with 21 OttS .Uaivma* *a;rty t cmgress *:ttr u* new" has tun off. tvt example. iixmtt- that there o adequate ind rocB. adeqtuLe- space m *U (kcrtu uf operztsoo whether U* process i* nirdy ue itroo or m t=J trouble Insure tlw there are adequate working -urfaees and acecv to them for loth production oj^ratjur.s quality centred fkt .sampling operation*. i> at!! as mast- tervinee operations One of the best approaches to achieving this sort of ennronnKntat safety is to gu through a classical job safety analysis. This procedure unccners hidden haaard* that well reught sot be realised until after an aecscknt nt.injury. Usually in the. planning stage p three dimensional tnodd wdl be of great help. After the process has been m opera tion tor a redouble liroe--six months to a year, it would be well to repeat the job safely analysis. In this fashion it could eniitt the active cooperation of employees and establish very valuable two way com munication and active participation in safety. Wry often there are also gradual and inMtfioos changes in equipment and operating procedures that set the stage for a major di*a<trr dr episode " `By (jie same token, it is aJ! loo easy for highly dangerous materials to be introduced mlp maintenance or rehabilitation. For ex ample, certain plastic systems for pipes, ducts, lank linings, etc., with many fine quali ties require methyl ethyl ketone peroxide as 4 -catalyst. Too few plant people are fully aware of the fire and explosion haxards that mav be unknowingly introduced into,, the (lain, ' Doamuvl ffVtf--Insure that there is a tonptelc detailed process writeup with tbc accessary safety actions incorporated and oot touching apart. Safety must be included at the logical spot--eot as an afterthought- In sure that all procedures for handling both routine operations and emergency operations art agreed to and documented. For example, if personal protective equipment is necessary as a second line of defense, insure that it is spelled out in the process wriieup. Sec ondly in the event of an accident, there should be aQ rcascnahSe provision for either preventing or minimmog mjurie* and lo-tsTh*s of course, would todode fire fighting equipment, explosion venting for either sol vent* or dust. Trout Early and Thoroughly--Hot smooth est possible start up a*d he*r surer**. from a safety performance standpoint at well as in economical and competitive standpoint, operators should be trained at the earliest possible moment and as thoroughly as pos sible. It U-not enough to be told to be safe: they must be given skills ami techniques a well as have their attitudes influenced in the direction of safety. In other words, their safety morale must be boosted, their safety awareness and safety conscientiousness both tuned and increased. 1111* i, of course, easy to say, but much more difficult to do. Without question, the time, effort and money spent on thoroughly acquainting the workers with all aspects of haxards and how to either eliminate or to control them, or safeguard themselves, is a valuable investment m accident prevention. Industrial ^<io;ecf-r irsrtunj HEALTH PROTECTION IN NEW MANUFACTURING FACILITIES Br ELMER P. WHEELER Manager, Environmental Health JACK T. GARRETT Manager, Industrial Hygiene and T. W. DALTON Production Supt, W. G. Krumiarich Plant, Monsanto Chemical Co. St. Louis, Mo. It appears unnecessary lo extol the virtues oi the practice of building into new manu facturing facilities all necessary health protecuon for employees. Instead, we have elected to describe, in some detail, an ex ample within our company of the combined emphasis by engineering, production, safely and health specialists on the review of po tential haxards during planning and design ing stages of a new production facility. The role of engineering models during planning, design and construction and during the train ing oi new personnel is also demonstrated. Of alt inorganic chemicals, chlorine ranks among the top five in terms of tonnage produced annually. The 1962 review of the chemical industry, which appeared in a September issue of Chemieai and Engineer ing *Vrwr,n* Indicates that the L\ S. estimated capacity of the production of chlorine was nearly 5 million tons per year as of January 1. Ckemint JFVefc"* has reported that addi tional capacity of 330,000 tons per year is under construction and that by 1967, avail able capacity will approximate bVt million 'ons per tear. The rnaior use of chlorine is in the manu facture of other chemicals including chlorin ated solvents, pesticides, bleaching agents, and plastics. Thus, in spite of the volume of chlorine manufactured and handled, po tential exposures to chlorine per se are concentrated in the chemical and chemical process industries. Chlorine is produced predominately by an electrolytic process. The process may em ploy fused salt cells, diaphragm celts or mercury cells. The latter type appear to be growing m popularity, as indicated by (lie types of plants now under construction, li is estimated that two thirds of the capacity being added will use mercury cells, wherros, as recently as I960, such cells accounted for wnly 18 per cent of the chlorine produced. Of 31 existing plants in the Lh S., Canada, and Mexico using mercury ceils, 25 per cent employ the De.\'cra mercury--amalgam cell, one of nine different types of mercury cells and the type which is involved in eur dis cussion today. You will recall from chemistry laboraturv experiments, that when an electric current passes through water, the water molecule is dissociated into hvdrogen and oxygen. Simi larly, in the electrolytic production ot chlorine, a brine of salt, i.e., sodium chlonJc in water, is subjected to an electric current passing through it, with dissociation of the sodium chloride to release chlorine. A< in the case with water, the electrically positive component {sodium I is attracted to the negative electrode I cathode), while the other component (chlorine) collects at the anode. In mercury cells (of which DeNora is one), the cathode I spoke of is a thin film of moving mercurv metal. The sodium, upon collecting at this cathode, immediately forms an amalgam with the mercury, and fiuws from the cell in this metallic form. The sodium amalgam is subsequently cubjected to an electro-chemical reaction in a de composer with the resulting formation oi sodium hydroxide or caustic, release of hydrogen, and a return of the mercury to its pure metallic -late. Although in the above we have m(erred only to sodium chloride and sodium hydroxide of caustic as a by-product, the teed bnne in the process may be potassium chloride with the produc tion of poiu--mm itvdroxide as (he by product. S'/o' Xationat Safety Ctutoress In the Monsanto plant I referred to, the raw materials include sodium chloride and jxitasstum chloride, and in one sense, elec tric power. Necessary to the process, jet neither a catalyst nor used up as a raw material would be, is mercury* The final product is chlorine with sodium hydroxide or potassium hydroxide as a major by product and with hydrogen usually con- Stdered an incidental by-product. In comparison with many raw materials in the chemical industry', sodium chloride, potassium chloride or their brine solutions pre-ent no significant health hazards. Simi larly. the sodium or potassium hydroxides a* byproducts present no significant toxidty problems although obviously shin contact ith concentrated solutions must be avoided. The explosive character ot hydrogen is a major safety consideration while any poten tial physiological effects ot hydrogen in halation are insignificant. From a health standpoint, we are thus concerned with two mator chemical entities, namely, chlorine and mercury. At ordinary temperature*, chlorine is a g?een>*h-yellow gas with a pungent irritating wdor. In either liquid or gaseous state, it is mm-flammable and non-explosive. It reacts readily with many chemical dements and with a number of organic and inorganic compounds. In the animal and human body, chlorine is a primary irritant gas that affects the eye*. upper respiratory tract and deeper lung structure* such as the bronchi The least detectable odor of chlorine has been reported as Wt parts per million (by vutumc in air)."' Four to five parts per million become unpleasant after about onchalf to one hour exposure Fifteen parts per million is sufficiently irritating to cause coughing. The Threshold Limit Value estab lished by the American Conference of Gov ernmental Industrial Hygienists for an eight hour day exposure is one part per million.1*1 Careful examination of workers exposed -fatly to "detectable*' concentrations, which presumably are between one to three parts per million, has reportedly shown no chronic Aftctmc effects. Prolonged exposure to Ave-Mve concentrations is quite unlikely because m the irritation tint would accom pany such an exposure. Only when in dividuals ate accidentally cxpoed in such a maimer that they cannot escape high con centrations is serious injury due to the in halation of chlorine likely to occur. Unlike chlorine, mercury may cause chronic effects. Also unlike chlorine, the presence of mercury vapor in the atmosphere cannot be delected by sight or by odor. Perhaps many of you recall the `mad hatter" in Alice in Wonderland, Perhaps fewer of you are aware that this term was reportedly derived from the symptoms of mercury poisoning which developed in hat makers when metallic mercury was used in the manufacturing of fur felt for hats. Although excessive degrees of chronic ex posure in the past have resulted tn cases of nervous and psychic symptoms, recognition that excessive exposure must be avoided lus led to safe usage and handling m recent -ears. The Threshold Limit Value established by the American Conference of Governmental Industrial Hygienists is 0.1 mg of mercury per cubic meter erf air.'" Ax in the ease with all threshold limit values, this repre sents a guide for eight-how daily exposure. Comparison of actual plant concentration* with this value must take into account length of exposure, as well as vapor con centration. To our knowledge, the medical and tech nical literature has never reported a ra*e of acute or chronic mercury effects related to exposures in mercurv cell production of chlorine. Measure* to ; -event exposure, nxh as described in this paper, may be given considerable credit for this favorable ex perience. The heart of the DeN'ora process may be considered lh< DeXora cell itself. The size varies with the amount of Cfc to be pro duced. Typically it is a rectangular trough, approximately 50 feet long, 7 feet wide, and 14 inches deep. The bottom of the trough stopes about 2 inches from one end to the other and is lined with concrete grout and covered with an impervious, non-reactive plastic surface. The stope is provided to allow liquid metallic mercury to flow from one end of the ctU to the other serving as the cathode In the electrolytic system. The top of the trough has a cover of suitable plastic material, usually two or three ply natural and synthetic rubber, through which protrude graphite rods supporting horizontal graphite anode plates. Industrial Subieclt Sessions | \r each end of the trough is a box with local exhaust, general exhaust, supplied air | removable covers, which is connected to the or anv combination thereof may be provided. ! i cimrolyst* chamber by a submerged weir utli clearance running the width of the We have attempted to tie together and demonstrate the application ot ail these I trough bottom so as to form a mercury- seal, health protection icaturei of a new produc j When the cell is operating, mercury is tion unit. i j j : j pumped from the mercury well into the box at the upper end of the cell. It flows down the trough spreading over the entire bottom t: a depth of approximately Mi ch. Wash v.jter flow? continuously into the upper box bong excluded from the cell by the mercury m,.U at the weir, This wash water drains imm the hr.v through an overflow above the mereur* *urtre, Exterior of Cell Houte-~ Seldom is a single DeN'ora cell used, although a single modem cell may produce more than seven tons of chlorine per day. A ceil house to accommodate batteries ot cells of 20 to 50 or more l* ihe usual custom. The construe* tton of a tvpical cell house shows a trend in industry toward use of newer colorful $>mhctic construction materials, such as cor* S.ilt brine flows hv gravity directly into rugated asbe-tos siding and shatterproof fire- ti e cell and fk-w* concurrently witn the mer- resistant or non-flammable pia-tic panels for urv at a controlled brine depth. The sodmm- exterior lighting. inrtvurj tirnalgam flows from the cell !o a t crural <ingle stage decomposer. This is a De-eMorinatton Aren--An important pert t;ued *tce! tower approximately three feet ot the process which has not been mentioned hi diameter and ten ieet high filled to a up to now tv the "de-chlorination" section. depth of about six feet with graphite lumps. The depleted brine flowing from the dis \ countercurrent stream ot softened water charge end of the cell is saturated with enter? the decomposer at ihe bottom, rising chlorine. This is removed in a ceramic aera | d-rough the mercury stream and leaving the tion tower and collected. Perhaps we should ">P of the decomposer as H) per cent caustic mention here that although this presentation - Jution- Mercurv- flows from the decomposer * not intended to include safety considera . it a pump tank below the cell, from which y. i* recirculated to the feed end of the -. ell for another cycle of flow, A t>pical DeN'ora cell contain* several thuumnd pounds of mercury. This heavy tions per se. it is unpo`tible in chemical operations to divorce safety and health as pects. Protective hand rails, toe plates, ladder cages, etc are used around the tankage m the <ie-chlorination area. 1-quid, which boil* at -357.J degrees Centi Cell House Interior--If you were mside grade. has a vapor pressure of 407 x )0~* the cell house, you would not* the artificial :st ,10*C1' This vapor pressure at ambient illumination and light tranmi?ston through tcmperaiures is such that a number ot meas the plastic panels. A longitudinal view of a ures have been developed to minimize any DrN'ota Cell shows the bottom surface fosithle exposure. Perhaps the most impor covered with mercury- This is a test made on tant of these are good housekeeping and each cell after /mpietmg the finish of the handling practices which include: fell trough floor. It is run to Insure that 1. The use. storage, and handling of mercury ,n closed systems or containers; 2. Avoidance of spillage and leak* and immediate clean-tip ot any spills; before the cel] is placed in operation, mer cury flows properly from one end of the cell to the other, spreading completely over the cell floor. A view of a cell with the top cover and graphite electrodes in place would 3. Maintenance of a layer of water over show a walk-way between adjacent cells. the surface of the metal, recognizing that tin? tend? to reduce the vaporization of mercury, but dees not prevent it. In describing the cell earlier, we mentioned the inlet and discharge boxes at the ends of the cell. Removing a portion of the cover of I To insure that prescribe! handling prac tiie inlet box would show the local exhaust tices and procedures can be adopted with connection which keeps the box under nega reasonable ease, the design and use ot appro tive pressure and thus prevents the escape priate construction materials are important. of mercurv to the atmosphere. The covers To back up good practices and good con of the discharge boxes may also be removed struction, adequate mechanical ventilation- for inspection and sampling. 1962 Xationei Safety t ongrrss IReluming to a close-up view of the cell mode) mentioned earlier, the duet work providing ventilation to the cell house should be pointed out This is the feed or inlet end of the cell and includes the de composer and mercury pump tank. The large duct work is made of glass liber reinforced polyester. The Urge duets supply air io the cell house; the small one is part of the local exhaust system which is connected to the cell end box and the mercury pump tank. Ttte celt room ventilation system is essen* tially a forced draft system consisting of vaneaxiaf supply blowers with individual ducts and diffuses, and secondly, powered roof ventilator exhaust fans, as well as con tinuous ridge type ventilators, This system was designed to give a sufficient number of air changes per hour and maintain levels ot mercury vapor below the Threshold Limit Value, The vaneaxtal fans are located at the nroimd floor level of the rectifier building Essentially, this area will serve as a plenum chamber with fixed inlet louvers located in three exterior walls. At each louver, temper ing coils are installed to heat the incoming air during winter weather. The supplied air duct with the adjustable diffuser* to insure balanced air flow uses no metal dampers. The diffusers for slot discharge may be totaled about the circumference ui the duct, making possible appropriate outlet air velo cities. We have mentioned earlier the u*e of ap propriate materials to facilitate housekeeping. Certain features of the ground floor con struction of the cell house facilitate pick-up or removal of any accidentally spilled mer cury. Perhaps you are aware that liquid mercury on the surface of any semi-pervious material will penetrate that material in minute droplet*. In mercury cell house con struction, all lower floors are unsatisfactory unless the surface is such that mercury can not collect in depresions and cracks and jsenetrate into the concrete. Secondly, all floors.are pitched or sloped to trenches, all sloped to one or more sewer connections, just ahead of the discharge to the sewer is a trap for collecting any spilled mercury for recovery. It is common practice to maintain a flow of water in all trenches. Immediately after a spill, water hoses are used to flush any mercury to the trenches .uid then to the mercury traps, bootings c' supports for equipment stand on an un broken concrete floor with all comer; founded so that spilled mercury cannot ac cumulate m the corners or cracks. This discussion would not be complete without jointing out that the operators of cell plant do not spend alt their working hours in the cell house proper. Part of their time is spent in control rooms detached to one degree or another from the cell home proper. In our case, the control room tseparated from the main cell room by a -olid partition and door. This is located on the midfloor level with the stairs going up to the control room from the ground floor level The <)or to the cell room is off the landing and to the left. This room wilt have' it? own air conditioning system Independent ut the air supply and exhaust system for the cell room. It will be t>pical of the many modern instrumented, clean, bright control rooms pictured in so manv technical and (Kiputar publications. We indicated earlier that mention would f-e made of the use <*i models in training new employees. Although the models in this ase are rather simple, the part that these play in describing new operations to new employes should be obvious, Like many companics m the chemical industry today, m Monsanto exact scale models are used not only for design purposes but for training. In new site construction, a cforen or fifteen uch models may be built, representing the multiple production units to be built on the site. In the time allotted for this discussion, we have attempted to highlight the provision for providing health protection from chemicals in a specific chemical operation. The detail* indicating the timing or reviews in the plan ning and design of new facilities cannot be covered in such a short period. For similar rca*on, we have omitted reference to air sampling and preventive medicine program?, which play an important part in exposure control once a plant is built and operating. Upon completion of tills particular project, it is hoped that a more technical publication, showing the detailed collaboration by pro duction, engineering, safety and health per sonnel, will be possible. It is necessary only to point out that this presentation would have been impossible without the assistance 26 Indiutrust Sulnertr S.'-nciu appropriate design, engineering -md afetv lxialists within Monsanto. Any success in building health protection into this new i.u ilitv has resulted from a`'team** approach, oaiurtng frequent review of objectives prior >* the development of plans on the drawingi.Mrd and subsequent frequent examinations ; models which have assisted tremendously ,ti electing and properly locating protective <urr$ and equipment. REFERENCES 1 Chemical and gngtnernnff Neve. Septem ber 3 1952. Pars 2 p. *4. 2 Chemteat U'eefc, July t. 1952. pp. 75-79, J Henderson. V, and Haggard, H, W.; VoxtoiM CMeea. tnd gditurn* Ajzv, Chens, Soc. MYoornko,gIr?alp3h. p.V. o1-M3.3 Remhold Pub Car*p,. New i. "Thraanotd Limit Vuu tor I9CX -- American Conference of Governmental Indus trial Hyjienlsu. SHtti Annual Meeting, Wash ington. D. C-. May 13-15. 1*2, 5 HUt. C, P, PAyeieot Aetiw, It: 113. 20' IS?. 1923. VENTILATION IN PLANT DESIGN By J. H. CLARKE Supervisor, Air Conditioning and Powerhouse Design The Viking Co., Division of Union Carbide Corp., Chicago, III Manning ventilation for plant surety would --n to infer a need for a high order oi 4m work. St\er has there been a greater red for this approach. The evolution of the ".`xiem plant has l*een evidenced by greatly 'irreased heat loads and the use of thou- of new chemical* and processes, a rite number of which have introduced new itard which base . W controlled In order i provide safe and healthful working con ations for the employees. For these reasons 5 <* not uncommon to find plants through Much to 5 million etm of air must be rvulated m order to maintain the desired -itdition* It should be kept in mind that, in the .m production plant o: todav, ventilation is longer a luxury. It is a necessity and, in -any rases an integral port of the produc er system. Without these ventilation sys* many plant* could not operate safely <?`,en fer a very short time. In others, walk- uts or work stoppages would occur or, at :-r*q work could be carried on only under hm-mit and temporary conditions, *'*n meat jobs, the ventilation engineer `iu*t work cknScb with the representative* ` management, production, safety, Indusrial hygiene and the other engineering and rrhitecrural groups, in order to be reasonibly sure of designing safe, effective, eeen-wnicai systems. A starting point in the design should be *-te review of the objective* of the systems. These might be defined as follows: I in oiltart ixtitummiLtits, uch as fumes, fusts, mists ;ui>J limit, at the source. 2. To provide the necessary exhaust sys tems to remove these contaminants safely, and to provtde yiipplcmemarv building venti lation. 5- To cion the effluent within practical limits by mean* of filter*, collectors and scrubbers 4, Where recirculation is not safe or feasible, to discharge the effluent to the out side in a manner which wilt mintmixe neighborhood nuisance and air pollution. 5, To provide supply air ventilation for needed makeup, and to control the environ mental conditions of temperature, humidity and air motion. In addition, the ventilation must provide control of the building pres sure and thus assure safe entrance condi tions at doors, and air flow from dean to contaminated spaces 6, To do all oi the loregoing in an effi cient and economical manner. Btuldmg end Praters Design Considerations Duct work and ventilation equipment takes up a great deal of space, and must compete for space with the process equipment, piping, conduits, lighting, structure and other utili ties and equipment. Adequate provision must be made in the plant for all of these facili ties. By the same token the ventilation systems and duct work should be carefully designed to keep them to the minimum con sistent with plant reeds. 27 ,WfionaJ iujety Congress In addition, we must consider the tollow- MRi 1, Ample ceiling height must be available to permit the runs ot duct work, and the proper connections to hoods, 2, In crane areas, space may be required between the rails of adjacent bays to permit the runs of ducts up and down. Where this is not possible, it has been necessary to use basement or underground ducts. J. Great care should be taken to insulate jt vuriaces, where possible, and to shield others in order to make tenable the heat loads imposed on the workers. High heat loads require large volumes of ventilation air to offset them. Where radiant heat is a problem, ventilation is an ineffective solu tion, 4 Building roof vents, usually integral with ventilation opening*, should be con sidered for fire protection by heat release. The SH*A Handbook can be consulted for the desired areas of vent opening, 5. Fire zones must be defined so that it will be possible to design the duct work with a minimum of ,<enetration through ihe zone limits. H>ad Dtsigm Conjideratiortje In a great number of plants, the exhaust requirements for the hoods will set the ventilation rates. Therefore it is of the utmost importance that the minimum num ber be used to do the job, that the hoods enclose the source of contaminants to the greatest possible extent, and that the mintmum practical face velocities be used. Safety must not be compromised however. About a 10 to 20 per cent excess volume may be necessary, particularly on small systems, to allow- for varying conditions of dirt loading, wind conditions, and slipping fan belts. There are hundreds of hood designs that ran be use*i The one selected should fit the job to be done. Detailed information on the -object is contained in the Industrial Venti lation Manual, published by the American Conference of Governmental Industrial Hygienists. Frequently hoods will be fur nished by the manufacturers of machinery. The performance of the hoods may be ac ceptable in some cases. Many others will be inadequate and unsafe. Check all hoods supplied with machinery to be sure that they will do the required job. The machinery manufacturer mat I the be?t in his line. But that does not make him a hood expert. Besides which, air Hr w lias always been a great mystery to machine designers. Early planning and close co operation between the machinery and venti lation design engineers witl result in better hoods and will permit better, more complete enclosures (frequently integral parts ot tU piece of equipment), which will provide economy in exhaust. The design of laboratory ho>d- t* .2 pertinent to this discussion. Particular! because of the continued building of rear; new laboratories and the exten-n* u-v these types of hoods in plants manufactur ing pharmaceutical*, and electronic and pre cision components, initially some agreement must be reached on the proper hood tare velocity. This is subject to a great deal at personal opinion, and properly so. There it no universal face velocity which will be ac ceptable for all hoods and operating condi tions. .Table 1 indicates suggested value* for a range of application*. TABLE 1 Setod Pmre Vetotitim* Theoretical llinlnum Velocity Desirable Mtwtmum Velocity Capture Capture 30 rpu SO FPM Recommended Face Velocities (Areragel: 2. Control Laboratories or inttler spaces haring tow toxic levels and nominal hazard Most Research Laboratories haring wide latitude t chemical use -- must handle ranee ot toxic requirements 3 hLooowd lheavveilngrandoimo incahletmoixciacl hazard TS FPM j. High toxic level hoods, radio chemical warm range hoods m 106-tii FPSI S. Radio chemical hoods at high toxic terete* MO-SSQ FPM *2n such cases, glove boxes, shields and total enclosures may be Indicated, It is not bettered practical to apply the higher veloci ties to lit* large laboratory type hoods requir ing large quantities of air. These values must be modified bv the engineer's judgment as to the control emdency of the hood. If we assume that 50 fpm is a safe control velocity for a particular condition and we could design a hood with titdiirtriaf 'ukiertt v.-au.-i absolute flow uniformity at the entrance, then a race velocity of 50 fpm would be ac ceptable. But nonuniformity of flow *m*, 2nd if the actual velocity at the top of the entrance must be 200 fpm m order to detei'/p the minimum of 50 fpm at the shelf, then the average face velocity must be much higher, perhaps 100 fpm. We should strive fur a design which will provide hood en trance unitormity and will conserve on the cvhauat requirements. There are other important factors to conidee: 1. Use shaped inlets to the hoods. This provides good flow into the hood and will prevent fumes from being brought to the front of the hood bv the negative eddy nmes at the sides and shelf. It has been determined that fumes are unlikely to be drawn out ai a hood if they are more than ft inches back from the entrance.* TABLE 3 WPraiolkriitniegsSPpeeretdinse: nt to Sood Deuan l Mite Per Hour * ftS FPM i ,, ,, - 153 Critical Velocities in Hoodr* Bunsen Burner --Difficult to use Over too rPSt --unscreened Flsme useless suo ,, --Flame extinguished su? ,, Fine Powder Disturbed 100-tSO To assure fume control the minimum ve locity st tiie hood ?ee u*t exceed the ambient, Xote tliat auv walking speed will probably exceed the f.iee velocity. Conse quently as a man walks past a hood opening, he will induct a flow ot fume out of the hood a* indicated by 1- iqtire 1. Xote aim that if 'he hood t.ice veWitv l* m-res-cd to a high value ambient disturbance. 2. Use slotted, perforated or filter tvpe ladies at the back of the hood to improve uniformity of flow, it is my belief that the baffle should be straight (not tipped for ward at the top) to take exhaust from the lack of the hood. Also, it should be fixed in position after testing to determine the correct `lot or other exhaust opening posi tion* for the desired flow. Top and bottom baffle adjustments invite tampering and I have ob-erved many hoods where one or both of these were closed. Design tor about two thirds of the exhaust from the top and one third from the bottom. 1, The design must be such that scaven ging air is always admitted to ihe hood. This can be a door operated bypass opening at the top, a safety door slop at the bottom (which is preferred for vertical doors), or a horizontal sliding door arrangement which doe* not permit complete closure. 4. Multiple door design using either verti cal or horizontal doors will save a great deal in required exhaust volume. The horizontal doors are best, and are increasingly popular tiecause tint hood entrance can never be opened fully, and a do^r can provide a shield for the operator. It should be kept in mind that there is no such tlung as a completely safe open front hood at any practical face velocity. Table 2 helps us to understand why this is true. the higher air u--*tt<>t ntav ih.turh chemical dust, papers or the Bun-en Burners in the In-rtd, This make? it evident that u u alwav- un desirable and wasteful to try to offset room drafts by means of higher hood face veloc ities. By all means possible, prevent tiie draft* from occurring. This may require more suitable ventilation outlets, such as perforated panels, room door baffles. a re location of tlte hood, or ladling o; other laboratory equipment incorporating blowers of some sort. Another rarely hazard occurs when a hood operator stands close to a hood entrance. Here he is his own worst enemy, because hts body causes downstream eddies wmdi Yufi.otiif n-fv < - - bring fume* to the brcHiimis i"nf. I'hi* u.i* Amply demonstrate*. in an operator ivf.rkme with highly tone dtemicals at a iioM'd which fiad a lace velocity well over |n0 tpm. h wav thought to be a completely -.*ie hood. Tlie operator wav ru-hed to the fi'wpital ir critical condition a* the result of (;iv momentary exposure, It is believed that ll-c live of a door shield would have pre vet trrf this near ratastrophy of th* E^rfumst .'systems Well designed hoods are worthless with* <>t equally well designed exhaust systems. V.'.vm, the basic design concepts are well de-wird tn the Industrial Ventilation Manual. I'nt comments on some facets nf the prob lem are in order. One ot our earliest deei-on* on the duct design must he on material. This problem is important and merits a care ful study ot the corrosion problem. In many . *-c black and galvanized ri will be very u-ntreablc. particularly wiih dust and other n.fi'CorTOSve system*. In chemical areas dummuffl gives excellent service, pameuifly if mowture U not present in quantity, nthtr initially or by conderivation. In severe cases of corro-ion, there has |m a general trend toward the u-e of rigid, iiliei-ghu* reinforced plastics, such a* poly* <Mcr. epoxv and furane, These are good but they are also expensive. Including the branch, elbow and other fittings, the duct n><rk. as fabricated, will run about $5 to $b t-cr quare foot. That is per square foot, not running foot. The plastic furnished should l< hre retardant. The ducts for any *> stem containing ;r.-.iiure (usually from condensation), and *ht includes most laboratory systems, should I-e ealed against leakage. This requires welding, soldering or sealing compound for the seams of metallic ducts. But again, a word of caution. Be sure that the gaskets and sealing compounds used are compatible from the standpoints of corrosion and ex* plosion with any chemicals present in the ducts, A recent bulletin of the Lawrence Radia tion Laboratory, of the University of Cali fornia, notes a case where litharge and giy tnn was used to seal fan housings on v`terns handling perchloric acid fumes. Only tour fingers were tost m tlie ensuing expio* .wo when the fans were removed for clean ing( Son-organic seahng compnmds md gaskets arc new recommended. This incident should remind us that the exhaust system* should be provided with cleanouts in moM rases, or the duct work should be removable for complete cleaning. Several additional precautions in the de sign of the exhaust systems are worth noting: 1. Locate the exhaust fans in a penthouse or on the roof so that the ducts in the building will be under negative pressure, and leakage will be m. 2. The systems should he designed to be inherently' balanced, and should have a mini* mum of dampers. Dampers arc a major source of trouble because of dirt accumula tions, resulting system unbalance, and the tendency for operators to inadvertently create non-conveying flow bv reducing velocity. 3. It is important that good inlets and outlets be provided for the fans. Poor con nections cm reduce fan capacity by u much a* 20 to JO per cent. At least six diameters of straight duct should be provided ahead of the fin to assure good fan performance J5 requisition space for this arrangement in the early design stages. An early decision must be made on the use of individual or central exhaust system* The central system is recommended, because of tlie fewer fans to maintain and the greater ease in providing a single, adequate exhaust stack for the dispersal of the fumes. In lieu of many small stacks. Individual ex hausts are required for occ-ceeipatibfe serv ices, such as sparking systems, or systems for explosive dusts or fumes. The perehlorv arid incident illustrates the point. While perusing a Wwraiory nfia;enrn catalog some time ago. tias starting state ment came to light "The only force sra:l> able for tnovmr air through exhaust * terns is the atmosphere pressure--at W*: not more than 14 paced* per square dt of area. Because of this fact, design muse bold t fictional resistance to the lowest nb*-' This Is symptomatic of the load os thinking that goes into entirely too much of w in dustrial ventilation design. This incigniaran? force is all that bolds up airplanes and operates many supersede wsad Rands. The statement is dead wrong. Fume ex haust duct work should be designed for a minimum of 2000 ipm and it ts preferable u. industrial Subjects Sesrinm that this be 2500 to JQOO fpm minimum for ume systems, to scavenge condensed mois ture from the ducts. Obviously higher con veying velocities must be maintained for all lust or simitar systems. At the present cost of sheet metai work, we cannot attord over* `util ducts. The selection of fans for the exhaust vj- tetns is of the utmost importance. With few exceptions, these should be heavy duty cast iron or steel plate industrial exhausters having radial or simitar impeller* It is dttn* cult to comprehend the logic for spending tltnuvafids of dollars on a well designed, safe 'cbanst system and then compromising the investment by purchasing a light dutv utilitv 'ijic lan. This is nor consistent with quality and ediabihtv, Where these light fans are pro vided with forward-curved vane wheels, the .mury i< compounded. Tlie small vanes clfect moisture and dirt. When tins occurs, capacity may fall of! as much as 30 per ent and your safe exhaust vtem mav to be sate. One or two cleanings ot uclt a tan will pav die dificmwr in etKt t'nr the proper fan. manufacturers, sou wilt find them coopera tive in die use of their testing facilities, and in recommending the proper type of equip ment and media for the job. Design of Discharge Stacks On tlie exhaust side, our last task is to discharge the effluent to the outside sateiy tn a manner which will minimize nuisance and air pollution. To understand our prob lem in discharging effluent properlv, we need to know* something about the flow of air over buddings. H.is is complicated. Much additional information is needed in the field. What is presented here are the more im portant factors which have been determined by a number of investigators in tiie field.1- * * - ' . When air riow* over a building, it creates an eddy zone extending back from the wind ward edge of the root, as shown in Figure 2. Unless the length across the root exceeds about three times the building height, the eddy zone will extend the length of the t v.'/rr/ion of Air Cteatung Egutf-mcni 'me of our objectives was to dean the exhaust air. The selection of this equipment i- not easy because efficiencies vary greatly 'vith the type of dust, and tlie equipment ">iM meet the requirements ot the loading a-d operating conditions. In many cases, it will be very worthwhile to require labora* >-y ret of a proposed collector to deter " me if ns efficiency with the actual service will meet the air cleaning, requirements. >; hi sounds overly severe, keep in mind 1 the air cleaning field is plagued with - ` Sdv equipment which cannot meet recog* ed standards for efficiency. The vendors *ud; equipment grow* fat un engineers a.mg too much fal*e pride to recognize eir honcomtngs in the selection of air equipment. *"'e ASHILA.K. `'Guide" and the "In* ' ''*val Ventilation*' manual liave excellent * r-vatson <** the types of equipment and affiKazzonx. Buz this does no; guaran* `he performance ot a specific vendor's >- ,,;rnz or media. To provide reasonable --uiwnce of the safe, continuous perform ~-e ji your systems, seek out the reputable Figure 2 rco:.* There are exceptions to this depend ing upon the orientation of the wind with the building shape. The height of the eddyrone may vary from about 0.J to about 1.0 with respect to the building height (1.3 to 2.0 times die building height as measured from the ground).*-1 Any* fumes discharged into the eddy zones will spread across the roof and will be carried down to the ground on the leeward side of the building. The eddy zone will bring these fumes back to tiie building wall. Dilution will occur during this time, but any intakes in the roof eddy zone or on the downstream wall of the building will be contaminated by the fumes. Therefore, the proper location tor the Mime discharge is well above the eddy zone. But this requires more than just stack height. The discharge velocity must be wttictero to prevent downwash o? the fume*. 31 1 i'n.* \ati-nst Satety Congress Ime-tigation* oi iark flow have indicated at stack to wind velocity ratio* <*i d*it 1.5 to 20, the effluent will break clean irimi the stack. At low ratios below 10, 'Sowtmuj.fi will occur along the stack which *.m bring fumes into the root eddy ?*'He * *-*-* Considering the norma) wind ve* tocitie* which occur, it will he found that :t Muck discharge velocities of 2500 to 3000 :|>m (2S to 34 mph), the stack will have discharge except {or a venr small per* tit oi the time, when the wind velocities are high. We seldom have problems at high wmd velocities in anv case, because of the better dispersion which usually occurs. Having established a desirable stack ' eiv'lit and vetoedhow* about caps? These re unnecessary' and positively undesirable. The inverted cone or the banded double* >. 4ie trap will force or permit fumes to flow k wn into the buitding eddy zone. In addi* tiMi. recent investigations lave shown that ueh caps are far from rainproof. It is underwood that a technical paper will be (ublislied on these investigations at an early date." Inverted cone stack caps have been in use ii.r over 100 years. Their continued use is a budge of mediocrity. Today we can do much letter. Tests have also indicated that the 11ruin type slacks are considerably drier than the caps. But this type of stack discharges the effluent straight up (neglecting wind effect), as it diould. Note that any rain in the stack can drain out at the clearance between the upper and lower stack. Tlte dram type stack is one means for removing rain from intermittently operating `.ftrciv, in other cases, small drains may be provided at the elbow in the stack base, >r die fan caving may be drained, it the stack is attached directly to the fan. .Vo Jrjin/ r refs of any tyfe are desired or needed }<+ slacks an r>xitm*umjfy operating systems. Tlx terminal velocity of a raindrop ranges between 1800 and 200} fpm.** If the taik velocity exceeds this no rain will t-tittr. Velocities of 2500 to 3000 fpm are ret' rntnended. It dioutd be noted llat these are the same velocities which will scavenge condensed moisture from the duet systems and will provide tlx desiratle stack velocity from the standpoint of adequate fume dispersal. Referring again to Figure 2. it will be noted that if the fumes are properly dis charged above llie eddy zene, the be*t beation tor ventilatioa intakes is on the mot. The best types of inlets are mushruom cr similar canopies, or 180* goosenecks, because these wilt minimize wind effect. Wail inlet* and outlets or other vertical openings arc subject to considerable variation in wind pressure. Consequently, with such opening: it will be difficult to maintain balance. As a preference, it is suggested that intakes sliould have canopies or elbows turned down, and exhaust openings for beat exiuust fjK-t fumes) should have elbows turning up. In this way, wind effect will tend to increase, rather titan decrease, tlx rate of ventilation. The great need for careful selection of the inlet and outlet locations to permit reason* b]e building balance and the need ior proper stack height for the safe diKltargc of fume* is not understood by architects, io particular, by many members of management, or even by members of our safety, industrial hygiene and design engineering professions. The problems of blending a few- stack* for spires) into the building design could he solved within the requirements for esthetic beauty if architects would -pend a* much time on this important aspect as tfiey do on elaborate facades and a country club atmosphere. The exceptional architects `'can da" The mediocre architects are so en grossed in building menumenu to themselves that they are unable to grasp the fact tlut industrial plants and laboratories have a functional, profit making role to play, and that this must be accomplished in a safe and practical manner. If you were to survey the laboratories in this country, it would be difficult to find one where adequate provision has been made to discharge fumes safely away from the bulk!* mgs. Many are having trouble. Others have iff*realized potential hazards. There are nu* meroui reports the technical literature which relate difficulties caused by poor stack discharge. Most of the outlets terminate at or near the roof level. Some are without caps. Others are provided with inverted caps or banded ventilator heads. Re-entry of fumes into the building, through windows and ventilation intakes, is a frequent occur rence. In one A.EC. installation, not involving radioactive chemicals, it was necessary to tt evacuate the building several limes because f.i the re-entry of toxic fumes.** It u ironical i,,at a buitding dedicated to the pub . c well being, the Clinical Center of the National Institutes of Health, should be among the buildings afflicted with this prob lem.* It is equally commendable that their engineers instituted a vigorous research study to find a practical solution to the difficulty. With a better understanding oi the requirements for good stack design and inlet location, the problem could have been ~r U ed in the planning stage of the building derign- It would seem that these examples emphasue the need for clear thinking and early planning for safety. Figures 3 and 4 illustrate thr types and heati1 n* m outlets which should he avoided. *Mf/lU/riiM Mr>v.-f- , i "III Figure 4 Figure 3 Note that in each cax the outlet U elo?e to the roof and that the effluent is either de* timed down. or it prevented from rising. Re-entry is always a potential hazard with such outlets. Figure 5 shows a desirable stack discharge. The stack is 66 inches in di ameter. 60 feet high and discharges 100,000 cfm at 4200 fpm, Makeup and Supply .-fir It should be kept in mind that the uses of supply air and exhaust air are not inter* ciiangeable. Referring to Figure 6" tlx supply air can be projected into a space at controlled volume, temperature, humidity and atr motion. Exhaust air is very effective for removing contaminants at the source. E`'uit*n.i! "i i*> ntiuninutu* !*> - r i-l* a** dilii* 'n t* `witjiui ;itn| can pr-n. ie r>o ..--urnv **i the -.lie fvuw-vut (<*rd cncvn MSirni- ue 1 umc*. Ii* n-v mould be ,-e.incted to arena >t vn-> ` v* contaminant release, or to ..upplmtentr*ry i',rnt!ann m !,.`Hjed areas Figure S rut '>aifty t<*n*<-,(. Figure 6 Tlic plague of modem plants it the lack it makeup air. It should be obvious that air innot be removed unless it i replaced by wait means. There it universal agreement this. But many people are unable to cor relate thu with the actual pl-mt operation. Table 2 outlines the need* i-ir makeup air: K'ky MmMavp le U ffeqwdrrfl t To uwrt the required exhaust volume* tor: . Sat*, iffrctlrt operation of hoods b, Cmkiutic* air ? PreetM requirements d GescroJ exhaust 2. To eliminate croea-dmtti that may a Wake hood operation unsafe or in* b Brio* In or stir up dust c Affect process d Defeat environmental control 3 To permit a planned sour*** of the clean est makeup air practical * To permit the control of the building preaeure The costs of the neee-cary process or eon* taminant exhaust systems are not complete until the costs of the complementing supply systems are included Table 4 indicates the negative pressures that may cause problems in buildings which are deficient in makeup air. TABU 4 MEOATTV* PKffBStmea WHICH HAT CAUfflB UNSATISraCTOAT CONDITIO.*** WITHIN CURINGS'* h"**4lr Preaeure, fnehea -it Water Adverse Coodition* Which Uajr Koult H to Worker Draft Cewpteint* _ High wveinlodcoiwtys. drafts threwgfc dMn sad 41 to 06 Haiurmi Draft 5lacks ineffeetir*-- VrHtlUUoo through root exhaust ventilator*. flow through stack* with natural draft greatly reduced. i.erbo* Manenae Mamrd -- Back drafting will take place So hot water neater*. unit heater*. Jurttacea and other combustion equip* meat not provided with induced draft. V3 to .lb General Mechanical Ventilation Re* dueed--Air flows reduced la pro peller fens and low pressure supply and exnaust systeau. Ctt to .10 Doors difficult to Open--Serious la* jury may result from non-thecked, slamming doom. ,t0 to 24 Local Kxhaust Ventilation /ntpaired Centrifugal fan flams exhaust now reduced. Note: The above table modified from Ref M. Building leakage will provide smalt amounts oi air, but litis i a very unreliable source. '*uch infiltration causes drafts and muu be heated in the a inter in any case. This can he done better at levs cost by meant of *vt*ms designed specifically for the purjvii* Supply Air Syitems Except ior fully me conditioned spaces (here ts no rational basis for calculating the required amount of ventilation supply air. This must lie determined by experience and comparison with other jobs. The arbitrary standards of air change, temperature rise and cfm per square foot of door space ire useless in determining the ventilation re quired for relief and comfort in work areas. They do serve as theeks of the overall de sign, and afford a means of comparison with other similar installations of known per* formance. Keep in mind that a temperature rise of SO* is acceptable if the temperature of the work rone is not affected. Likewise a tow temperature rite i# oi no comfort to a per* *fl in a hot location in the plant. Averages do not assure comfort. Large volumes of air at high level in the plant will provide a high air change rate; but will do nothing to improve the comfort of the worker. The key to effective supply air ventilation is good distribution. This should be no more complicated than necessary 10 do the job. tn most cases, makeup air can be let out into a large area with a minimum of distribution, in hooded areas having high air change rates, perforated pane! outlets or other means may be necessary to aroid drafts at the hoods. If the supply air serves the additional purpose of heat relief, the air should be industrial Sh!`ierts cesium.> delivered \u the urorJk -&ne, about 10 feet above the floor for general ventilation, and 7 to 10 feet for spot cooling air. Vigorous air movement is required for maximum benefit. The use of evaporatively cooled air will increase the effectiveness of the systems considerably. In order to permit variation m the amount of relief with variations in out door temperature, the outlets should be of the directional type, equipped with volume control in most eases. By means of a smoke test, it can be shown how the air ts delivered to the work zone by the low level outlets. This might be called displacement ventilation because the rela tively cool air is delivered at floor level and displaces the warm air rising from the equip* ment. By this method it is possible to main tain the work zone within a degree or two oi the supply air temperature. Another such installation has directional grilles to permit the air to be directed down in the summer for heat relief, and up m the tinnier where it can mix with the hot ceiling air. This is an excellent means of heat re covery. Such systens can supply air at 10* to 20* below- room temperature in the winter with comfort, and a considerable reduction in boiler load. Wherever possible the ventilation equip ment should be centrally located to the areas served. This will aid in distributing the air and will save expensive duct work. An accessible roof is an excellent location for fans and equipment penthouses. When the roof construction will not permit this, floor space must be made available or equipment iwm* of ample size provided. Architects seldom understand the word **xmple," and it a necessary to establish the equipment needs and the required space early m the game to avoid space problem. In `uWf cases the equipment may be located in truss areas. L'ftless there are catwalks ac* legible by stairs, the equipment will not be serviced, and even with catwalks, this is not a dcrimblc arm. In scene plants, "lean-to'* tan rooms have been provided along th sides of the building for the equipment. Like all other equipment there is a need for quality Aid accessibility for the supply system*. Unfortunately too many people buy on price The usual package type equipment bought on this basis hat not proved satis factory for the industrial applications from the standpoints oi dependability. Song Sift, uniformity of volume, freeze protection tor steam and hot water units, and ease of maintenance. The use of well designed, buih up supply air ylems is recommended for alt important applications, in particular. This point can be illustrated by the ex periences at several plants of u Urge mid western manufacturer. A package type supply air unit was installed in the tru*1 space of a new plant. This was out of the way and saved floor space. But by the time the building was complete and had been `it operation for a white 'he unit was almost obscured by conduit, piping and many other plant services. Because of malfunctions sev eral of the air heater tubes in the unit were {cozen and damaged. The maintenance crew* found that it was expensive and difficult, al most impossible, to make the repxirs wit!, the handicaps oi height and the maze o: interferences. In subsequent plant, the package unit* were installed in roof penthouses for better accessibility. But the basic shortcomings c: these units, as previously enumerated, tttli existed. With the construction of still another plant, a major step was taken to im prove system design by installing built up systems with walk-in compartment*. Here ail components are readily accessible for in spection and maintenance and the equipment can be designed, selected and installed for good, reliable performance. This is mdiffnc. equipment. Finally, let us remember that the figures on a drawing are no assurance of perform ance in the field. The systems must be de signed, operated and maintained correctly. Performance must be proved by tett Sub sequent changes should not be made which will render the system inoperative. REFERENCES . 113-114. , Controlling Fume Hood exhaust in Atomic Energy Laboratories, by Homer B Clay, Heating Piping and Air Conditioning. July. 1930. pp 77-93. , A Study of Plow Phenomena in the Wake of Smoke Stacks, by H. H, Sherlock and *1 A Stalker. Unlveraity el Michigan. Department at Engineering Research. JJi WW/nmii/ sutfcly Cvn-irej K H, Schrenk, United States Department ut the Interior. Bureau of Mines, Tecftni< ai Paper No. <$7. 1M4. Design of Staeka to Minimize Saaoka Nuisance, by KoOert W Nolan. Tnat" action* of The Society of Naval Architects snd^Msrtne Krizineers. Vol. &. i4S. pp. Stack Height* Required to Minimize `.remind Concent rations, oy . W. Hewtoo. Trnmuettana of the *------------ .......... Ueehonlcat Entfm Paper Xu. S4-A2H. Field Technique* Used to Determine Height and Exit Diameter of a Power Plant Stark, by Christian F, Berthout, American Industrial Hygiene Association Quarterly. Vot IS. N`. S. September. ISO., pp 242-3I& Diffusion of Vented Gas Around Buildidki. hv James Halitsky. Journal of the Air Pollution Control Association. Vol. 2. No- I, February. 190. pp 74-80. Personal communication from Mr. James Hattuky. Research Scientist. College of Crteineerln*. New Tork University. Octo ber 24, VHZ. 10. Personal Communication from Mr. Oeorje iL Hama. Senior Associate Industrial Hyflenist. Bureau at Industrial Hygiene, Detroit: Department of Health, October K. 11. Relation of Raindrop Size to Intensity, by J. O. Law* and D. H, Parsons. Trans action* of American Geophysical Union, part II. IWJ. pp. <tt-40. 13. Planning Ventilation for Xurlesr Reartor F&ciIiUm. or Bruce j. Held. American Industrial Hygiene Association Journal. 17. Industrial Ventilation--A Manual of Rec ommended Practice American Conference of Governmental Industrial Hygienists. 7th Edition. Fig- 1-4 14. When and Where is Make-Up Air Neces sary?. by G. M. Hama. Air Conditioning Heating and Ventilating, November. IMP. pp. 6042. IS. Are Tou Getting Good Returns from Your Ventilating Investment * bv Ur. A. D. Brandt. Iron and Steel Engineer. Septem bfeerrr,ed19tSo6,mptpe.xtSrJ-twj 'Not actually re FIRE PROTECTION IN PLANT DESIGN Be JOHN J. AHERN Director of Security, General Motors Corp. Detroit, Mich. M*"!ern aiYluirerure with the demand* oi iniiiitrv t>r laruc open area- 1presented u* with the finc-t manutartur- me iaeihtie* trt our history I're-planntng lia* become erenmcnplace ami a complete vale model oi a propo-ed plant enable* the J**irner* am) planners to antictfaie and solve many of the proMew* which will he pre sented when die plant it completed. These range irotn the placement of machinery and riie flow of materials to the security and tire protection problems presented by the dc-ijrn and configurations of the structure. Tty the time a plant is completed, is Is too lute to build in many of tlie catastrophe preventative* I will discuss with you. For this reason, it is absolutely vital that the major elements of fire control be in- oirpnraieil into the baste design phase of a modem industrial facility. Back of this compelling need is the basic fact that modern industry, must of necessity, utilize vast quan tities of combustible materials and fires us// rvciir. Our design must be based upon this (`uniliti'n and also on the demonstrated fact that a Urge building fire U uncontrollable; * nu don't arttulK put it nut: if burnt out1 Our need lor larjte undivided areas and unrc-tricted movement ha* placed our tire fighting effort* at the outside perimeter of the building where we muit wait for the fire to come to us. W hen this occur*, the remits are all ton familiar; the beautiful plant, which was to b* an important part of cur American production potential, is re duced to a steaming smoking mass of twisted steel and broken hopes. Fortunately, the foregoing sequence of events is not inevitable. Methods and proce dures are available to control and limit the Spread of fire, if they are properly applied. They involve basically the prompt detection of an incipient fire and immediate application of an extinguishing medium, plus effective removal of smoke and products of combus tion by efficient ventilation and skilled han dling by a well-trained fire fighting brigade. These features are available to every indus trial facility but they don't just happen! They are the result of careful planning and constant attention. Now, let us take a took at these features Industrial Subjects Sessions '-top by step as they go into a modem in dustrial plant under construction. You will tccall we stated that the first step in our control program was the detection of an incipient fire and the prompt application ot r*n extinguishing medium. In practically all this means u-ater, not just a trickle, t in n .Her available in sufficient quantity and [rei-ure to produce an application rate great enough u> overcome the heat build-up in the materials which are burning. The basic fea ture. oi a good water supply include a vruvity tank, reservoir, city connection, loop .round the building, and hydrants. Right at thi point, let me emphasize the imjK.nance of having the water supply intact rfitrju-? the comtnietion period. This is the mo*t vulnerable time in the life of any (milling. So frequently, buildings go through this period, not only without adequate water uipphes, hut also without means of aecess to alt idcs of the building tor heavy fire fighting equipment. Make your water sup plies available and install your access read- wav* lietore the side wails are started. Oi coure, having water available is not fti(.uch: it is necessary to detect Ihe fire ,,ivi apply the water. We have seen that it is TM.t effective to wait for the fire to bunt its w;,v so \e.u By means of an automatic sprinkler *vtem, equipped with modem water-flow alarm devices, it is possible to Mil detect an incipient fire and also apply water to it while it is still small and cont Tollable, The record of automatic sprinklers h.ft been a triumph for the sprinkler inffti-try. Year after year, statistics have sb.wn a performance of better than 96 per cent efficiency. As a result, industry is mov ing u ward* 100 per cent sprinkler protection r-r all mamiiacturing areas--a must for the Yrvc f>pen area buildings now in use. fiui-'iing* till under construction should .<! Ur under *pnnkier protection. It is iv-rtli emphasizing again that during this f<nod many combustible materials will be brought in and contractors' employees, never twed for their fire prevention practices, will prevent a severe fire hazard which can only !< controlled by automatic sprinklers. The draft curtain has become an extremely important part of the over-all protection and control program. It serves several function*. It* obvious purpose is to prevent smoke and hi< gaes from rolling along the understde of the root, but in addition, it enables the emergency roof ventilation to function effi ciently. Many tests have shown that draft curtains arc required to obtain good emer gency ventilation. They are also an im portant factor in conserving water supplies, a* they prevent the opening of sprinkler heads except in the immediate fire area. Draft curtains need not be unsightly. In addition, they' may be utilized to obtain fringe benefits; for example, as a round absorbent surface with a resulting reduction in nolle levels. The finishing touch to our protection system is the provision of extinguishers, itosc drops, and an in-plant fire truck for use by fire brigades. These constitute die first line of defense, and. if properly employed, make it unnecessary for the sprinklers to operate, although they should always be there as a back-up measure. The need for, and use of fire walls has been one of the most controversial subjects in the field of industrial fire protection for many years. Unfortunately, early attempts to fix arbitrary limits on undivided floor area*, without regard to construction, flammability of contents or manufacturing requirement;, resulted in serious misurxieritandinqs be tween fire protection authorities and indus trial architects. Several basic tacts are ap parent m tins controversy. Fire wall* can be provided in modern industrial plants However, their use should be tempered with judgment. Our tests have shown that with complete `prtnkler protection, draft cumins and emergency roof ventilation, we can control die spread ot fire in large area buildings with normal combustible contents. Under theie conditions, such walls would only com plicate manufacturing processes and restrict flexibility. As one executive recently said. "If we are going to have to provide numer ous fire walls and cut the plant up into cubicles, we might as well butid many sepa rate buildings !** This, of course, would become prohibitively expensive. On the other hand, there are many situations where severe hazards exist, or where there is a concen tration of high combustibles and good judg ment dictates that fire walls be provided to isolate these features. There U no easy answer to this problem: it is a matter which must be decided on the merits of each particular installation. 37 .`W'.' A ationat Safety Congress A number of reference* have l*een made to emergency roof ventilation. Modern moni tor* are installed on new industrial buildings today. Years ago, these were commonplace --installed not for fire protection purposes, but for light and ventilation. The develop ment of efficient methods of lighting and ventilating eliminated the need for monitors and with them went the excellent emergency ventilation they provided. Today, they are ..nee again being used but lor fire protection purposes. There are many installations which cannot utilise monitors for a varied number of reasons. In these situations, continuous rtdge type vents provide, not only emergency ven tilation. but as a side benefit, continuous ventilation for greater employee comfort. By means of fusible link devices the typical vmt installations will open fully under emergency heat conditions. The foregoing measures will provide reasonable protection against a fire catas trophe. Unfortunately, this is not the entire answer. Constant threat can destroy our best protected plants. Explosions can destroy the protective features by rupturing sprinkler piping and depleting the water supply. For example, a completely sprinklercd rmiltivrory building was completely destroyed hy fire with some loss of life. It started as a result of a violent explosion m an adjoining building which ruptured the sprinkler piping. \ well-known candy plant was damaged b> a corn starch explosion, proving that severe damage cun be indicted upon a heavy reinforced concrete fireproof building whicr. is completely sprinklercd. This explosion no: only ruptured sprinkler piping, but caused reinforced concrete columns to fall in tension ;i they were stretched by the tremendous explosion pressure. White explosions are almost impossible to control, their effect* can be minimued !<; providing adequate pressure relief, The building where the corn starch explosion recurred sustained severe structural damage. The building was rebuilt as it was originally, with one exception: the window glass wascoted to provide explosion relief. Sometime Eater, another similar explosion occurred The results were dramaae-^ach pane cs glass fell out relieving the pressure and minimising the structural damage. The only volution to the explosion problem i* an effective prevention program utilising the latest developments m safety control* and adequate procure relief. The foregoing is a brief discussion ot the basic factors involved in the design of firesafe industrial facilities. There is sufficient data and knowledge available to carry' out these measure* All that is needed is the decision t* ue them. That decision may determine whether jour plant will be de stroyed or remain in good condition and continue m fulfill its rele in our natural economy. The decision it jours! BUT THAT ISN'T WHAT I MEANT! By RICHARD C. GJ5RFEN Prof, and Chairman, Business Writing Dept., Northwestern University Evanston, III. When sou offer a professor an oppor tunity to talk before your croup, you honor him with a distinguished audience. You pro vide him a chance to share his ideas and opinion*--even his prejudices--with a group of dedicated people, people dedicated to mak ing this world of ours a safer and better (dace in which to work, travel, and play. Now your job title may be safety engineer . r afetv director, and mine may be prorVsM.r <<f bu*me communication, but we are both concerned with the problem of how to change human behavior, the problem of how to convince other persons that our ideas are worthwhile, to persuade them to change their ways of doing things, to provide them with information that will help them know how to change once they decide they tranf to. In short, we are both concerned with how to convey meaning--with how to make sure we are not pushed into a earner and forced to say: "But that isn't what I meant." Industrial StthteeLr SVjjri.'n, I-et's start with some questions. As a safety engineer, supervisor or man ager, what is your job? Is it to do things ourself? To attend to details? Or is it to you read, what *o observe >our*elt\ wh.it ?ou record, you Hill have to faxhinn a me-- 'age for maybe many mesages>--perhaps in wmien form, perhaps in oral form. -ee to it that things get done? To get other You will have to report to those wl*>, like men to do the work? you, weren't on the spot either, but who SMI! you agree that to do your job well, vou need to exchange information and ideas with the men who work with >ou? That xour men have to know what you want them to do, why yutt want them to do it, and how >ou want them to do it ? have to make decisions and lake appropriate action. Often, all these men will know is what thev hear from you and wliat they read in your messages--or what thev mil tnio these messages--or what they read be tween the lines. In short, will you agree that your major task is to communicate effectively? To make -jrc vqu don't have to say "But that isn't a hat I meant" ? Perhaps you haven't thought of your job in this way. So let s take a specific situation. Let's assume you are foe Black, safety di rector of Plant A. You vc just settled down for a dictating session m your office You've got your feet parked on the desk, and you're feeling pretty good because finally you've got some time to get the morning mail answered. The telephone jangles. An excited voice says: "Joe, No. 3 machine has just gone haywire. Bill Brown's been hurt. You better come right over," You were not there. But it's your respon sibility to find out exactly what happened vnd to report litis information in usable form so tiiat --ihe injured man can be taken care of, --equipment fault* can be corrected. So, money will be spent: the board of directors or the executive group will make tome decisions; men will be promoted or de moted; jobs will be affected; the union maxlake some action; families will be disrupted: employee morale will improve or deteriorate, and your efficiency and initiative will be evaluated. And all of these things max- or may not happen berau*eof that report: because you vc communicated clearly, or because you haw not communicated dearly; because other* have communicated clearly to you, or have not communicated cleariv to you. foe Black is not a unique character, with a unique problem. \V all face his problem many limes. And it represents a challenging, difficult task. It's so easv to misunderstand. \s someone has said: "If what you say or wnte eon be misunderstood, it will be." That's why all of us, at some time or other, have had 10 *,iy "But that isn't what l meant." --operation* can conitnue with a minimum of delay. --repairs can be made. --compensation claims can be fairly evalu ated, --ropansibility can be fixed. Even communications that seem clear can go haywire. Here's an extreme example from Stuart Chase's book. The Power of Words. You'll agree that the incident Chase describes had world-wide effects. A Japanese word, ``mokusatsu," may ltax-c changed all our live* It has two meanings: --a claim can be made to the insurance f U to ignore. <'2j to refrain from comment. company. The release of a press statement using the --procedures can be devised to prevent similar accidents. Obviously, you are involved in a multitude i communications problems. You have to listen fo other peoppie; you have to ask questions of other people: you have to re port to other people. You will Iiave to talk with the men on the spot or read their reports of what they saw and did. And out of what you hear, what second meaning in July of 1945 might have ended the war then. The Emperor was ready to end it, and had the power to do so The cabinet was preparing to accede to the Potsdam ultimatum of the Allies--surrender or be crushed--but wanted a little more time to discuss the terms. A press release was prepared announcing a policy of mokusatsu. tvith the no comment implication. But it got on the foreign wires with the ignore impli cation through a mix-up in translation. /><? V.i/uttsty i'imrjrtTr '1 he cabinet ignores the demand to curfftHter,'* To rreall the rdra*e would have entailed in unthinkable lo*s of face. Had the in tended meaning been publicized, the cabinet might Itave barked up the Emperor's decision to Mtrrenrirr In which event, there might time been no atormc bombs over Hiroshima tml N',vga-aki, no Russian armies in Man churia, nr, Korean war to follow. The lives , ir ten* of thousands of Japanese and Ameri can hr.v. miffht have been saved. One word, ntidmerpreted Vat tone ago. 1 read a memorandum which included tlie following sentence; "We have t<eu authorized to make monthly advances m Mi** Wf.de," That tatr.e da*-, in the conclusions section ..} .1 refw.fl. f tan across this statement: "fn urilrr to produce a minimum amount of conntion, certain home office personnel are needed " When the authors of these sentences were challmveri. they Mid; "But that isn't what 5 meant *" The man who wrote "AH defects found in the machinery are to be forwarded to the maintenance department" in a procedural manual said: "Of course I didn't mean that they *-botiid *end the defects to the mainte nance department--you know w-hat I meant." W hy do statements like these persistently ..-cup in memoranda, reports, instructional nunuals? Why are instructions misunder- * Why does work have to be done uvrr* Why do assignments have to be ex plained spun and again? Why are feelings iitin - Why do tempers flare ? Much at the answer, I think, lies in the impudent attitude of the man who stud "You know what I meant." What he was really 'iime 'rtt "Why should 1 bother to express my meaning precisely? Why should l bother u* define term#, give `for examples/ support mv statements with verifiable evidence, clari fying detail? Anybody with any sense can figure out what 1 mean." We've just illustrated a few "word" prob lems people have. But`these problem* are really symptoms ot deeper problems. For example, wnat kind of person is this fellow who often finds hunsetf saying "But that 1-n`t what t menu1' ? How do vs recognize him? Actually, he has many identities and mans' aliases. Here are a few of them: Vernon Verbose: the words pour out, and ivho wilt put his finger in the dike? He writes bloated copy. He uses a paragraph to express a sentence idea. He drowns mean ing with a flood of words. Sam Smart: Sam has no respect for hi* reader; his arrogance shows through hi* copy. And we get so up*ef. so angry---and our irritation causes us to lose Ins meaning. Oblique Ollie: He writes as he think*-- obliquely. He bait around the bush and late* to come to the point. To get to hi* objective, he talks like a sailboat hraiimr upwind. And before he gets there, his audi ence is bear--too tired to get his meaning Detail Pan: Dan swamps his audience with detail. He hides his points in word heaps. Hit reader's reaction. "Too much chaff, not enough wheat '* Peter Procrastinator; He just can't get *tartcd. Or once started, he can't finish He's forgotten that operating infomwrinn i* perishable. Disorganized Dave: Dave never plan*, never outlines. He and Rambling Ralph have much m common. His meaning, it am, gets lost in a maze. fearful Freddy: Freddy always sweep* unpleasant things under the rug. He give* the boss only the things he thinks the ho*$ want* to hear. Or he's like Harry, the Hedger: lie habitually hides behind an umbrella of mean ingless generalities, qualification*, and con ditional clauses. He's determined to protect himself at all costs. For example, a utility administrator stdr "It's important that my people keep me in formed. When they tackle a problem, tiicv often run into things that are mighty im portant for me to know. And by giving me such Information, they are taking care of my interests as well as their . One of my biggest problems ts their tendency to shield me from unpleasant things." A trust officer of a bank said essentially the same things, and added; "The result of trying to shield me usually means more un pleasantness for me. I nay make some faulty assumptions or take some faulty action. And if 1 suddenly run into a crisis some three months later, my reaction is, *Why didn't somebody tell me?'" Do you recognize any of these people? If you do, perhaps you'll agree with me 40 Industrial Subjects setxuatf , ,ti a In? ot people have writing problems .uwl ought to do something about them. \<sw---i* this the point at which die shay f reaks down? Or can we reallv do some thing about our communication skills? Can we really avoid having tr admit "But that .-n't what I meant*4 Of course we can. And perhaps the first -top ts to understand the special nature ot '-e problem. As Lewis Carroll, the author -> .it>ee in 11`ondertand, once wrote "One i.i the hanle*t thine* m the world is to eoni.*1 rne.imnjr acruratelv front one mmd to .inther.'' Whv i* thi* tme? Why i* it *o hard to '.'.-mmiuiirate? it,vocally, I think, it's hecau*e cnmrmtm`*1 ion involve* people. We talk nr write to vrnie person with ``fi-joe abiliiie* and attitudes, on a specific - .-.on about definite things which involve n on-ymne x>al. business, government, or <n>itttna( oiuation, amt our message can -t v.-li him rnJv through a filter of his own -slues and nrairmiance*. And this can ere. .we problem* Tlie firt problem, and perhaps the most mi*jrtant one, i* that we too often assume (first effective writing and speaking involves i -'lung more than learning a iewr techniques, i few principle* of rhetoric. Moreover, we S-o assume that if ut read a lot of the - dtt'* bonks, that such reading will almost < 'omatteally make u` good writers. N't**' it * important to know- the conven - 'is of our language, to knew the "rules of toad,** but its even more important to 'cvngnue iluvt there is no easy way, no sim ple formula that will guarantee effective ` 'inmumcntion. So 1 think that if you wish to make *ure' your messages "get through," `"I must not onlv know the "rules of the r-.d/' voit must also recognize that hate `it say something is tied up with what you ire and how vou got that way. That's why I'd like to talk now about three variables that affect communication effi"'leney and effectiveness:* The First Variable-~-Tht Source: MI communicam-n must come from some 1 Adapted, with permission, from * mods! de rived by Profeesor Dsrtd Berio of Mldbinn State University for the National project in Agricultural comirmnlrntlwia. The model vu used in the Proj-ct's McmnurUeatioa training program. source- This source may be one person, a 4roup of persons, or even a corporate or governmental entity. As a source, the wav* a person communicates be determined by four factors; 1, hits communication skills: his ability to think, to speak, to write, to draw*, to gesture. N'ow, whenever we write or talk, we have to make choices. We have to choose one word rather than another; one arrangement of words within a sentence rather than an other; one arrangement of tenlences within a paragraph rather than another; one se quence of paragraphs rather than another. For example, you may clioose the word "hide" in one instance, the word "conceal" in another. You may prefer "We suggest this procedure be used" in one report and "It is suggested that this procedure be used" in another. You may decide to tell your reader "The lineman ignored our safety pro cedure" immediately. Or vou may prefer to withhold this information until the end of the report. So you have to make choice*. The natural thing is to choose the word or group ot words which, from your own point of view, expresses the idea best. But it your choices disregard the reader and his preferences, you will defeat vour own purpose. 2. His attitude/; how he teels about hi* audience, his subject, himself. For example, do we sec things as they really are? Or is what we see mextricahlv tied up with what we are? With our feel ings, our prejudices? Is what we see or hear reality, or what we want to see or hear? Oenerallv we see what we believe--we see and then distort what we *ee to fit our own beliefs. Worried, fearful employees see threats tn everything they hear. If new equipment i being introduced in a department, such em ployees fear the worst Everything they ob serve is interpreted as confirmation that they will suffer. "I saw the supervisor looking at the seniority l*t--they're probably going to lav off half the department after that new machinery' comes in." Suppose a supervisor sees a group of em ployees laughing together. a. If he believes that hard work has to be unpleasant, he decides the employees are wasting lime and should be given more and tougher assignments. 41 Industrial Jsithie.tr Sfiiumt \> If \<r WirMi> tLt fwl wcrk and rherrful attitude-* g- togrtlief, be will deode he i$ * food manager, c. IF he it personally insecure. he mav decide that the employee* ire laughing at him--making jokes about him 3. His knowledge: what he knows about his subject, his audience, himself, and the communication situation. It's pretty hard to write brilliantly about nothing to nobody. A man with nothing to say has no words. 4 HisbctkgrtnmdenJcni-ironm/ni: where lie grew up, where he went to school, where he lives where he works, who his friends are, what groups he belongs to, how he ts used to doing things, his relationship to the receiver of the message (underling, equal, hots, newcomer, old hand). As one illustration of how environment affects the way we communicate, here is a passage from John Steinbeck's new book, Travtit with Charley: "But now for the first time I became aware that each state had also its individual prose style, made sharply evident in its high way signs. Crossing state lines one is aware of this change of language. The New Eng land states use a terse form of instruction, a tight-lipped, laconic style sheet, wasting no words and few letters. New York State *hout* at you the whole time 1*0 this. Do ihat. Squeeze kit. Squeeze right. Every few feet an icnperkw* runmad In Ofeo the Mgns are more benign TJ-* ,Scr ifMkdly advice, and are save like Sesit ;*tes u*w * turgid wht *et wm |*.*t with the grv*icM r+~ TWte are scute* which tell vus wLrf * m** cpert W. tokl >ri tfc>r *** ,ft T"~- anltimnm aiaTWt While /ther let iwi m* *i wrl? ' In *um*iur. le-gms with a tiung* r'lWNE /fee* Uta* knowledge, Iwchgs-j if >ou are igirt to i Have 1 thought theme mwsrtMi* nwngh* What WtjelW Wilt I wm Mwa 1 eHW fw* memo to Hill' How 4w i Ieel abuse ' Abnatt flhtA order? Do I knuw eeeatgfe Jmmat wdtgg te involved K r^iaioi etemrty? Does it make my difference that BtS and I are from different baekgrourv;-` I * understand the order one wav a--'. - likely to understand it another tee-ia-e are used to doing things differrattlv1 Whatever time you *pend in r * * time well spent. It soli protablv :-e!p v. avoid having to spend a kH of time ^vpia:r ing "But that isn't what I meant. Thi* i the hardest sob of ait, hut u where *1! genuine communication must le girt For people do not so much listen t- ii-Aaf we sav as to how we uy it two rr.tr can wnte the same report, and one will be accepted, the other met with m-pitton cr disbelief, : The Second Variable*--The Mesmge: The message is the information. data. idea*, or subject matter the tourer wishes to pre sent, The i*tessagt poses a number of problems for its originator; I. He ha* to select and organue it* eontent--the idea*, the thinking, the interpreta tion, the information he wants to get acres* That is. he has to choose the element (idea*, data, etc.) to be included, seteri an-t test supporting evidence, and then arrange or structure all of this. *. He has to choose a code in which tdeliver his message. The cade he use* migl be a language, such as English, Or might he another kind of language; gesture(sign language), art (blueprints, drawing*. graph*), mathematics (tables). ^mre we're talking today about word* *<'* kick for a moment at some of Ute barivf* s-i* rMifront us when we encode t~w trwwvages in the Anglo-American languagt u-une \ngk--American word*. a I | | I I 1 1 1 H inr dr ere make the tangua-je ckaiee ur make * Or WAir-c, our language may be slovenly tuieawiMi our thinking is slovenly. At the Mine tune, of course, slovenly language mokes it easier for us to have sloven l> riniuughts. Basically, I think, those who use akwcnfy language know better. They resen: aria language when they have to Listen t. a or read it- Essrouves often complain to me about the wnung of subordinates. They are shock*, when I tefl them that the reports and letters they have to read are essentially carbon ropw* cf their own reports and tetters. I I | | 1 8 | !,y dees dm nhappy uiuauon exist? v aren't eaeeuBTCS aware of faults in "f own copy when they an so readily . - these same faults m the writing of oth * And why do both executives and ju-n {bates find it so difficult to make the 3 ;hr" choices? Of the many possible rea- I'd like to talk about several I think "roriant. (i> tend tg nmtate tkate see regard at ::esstul. The boss is a successful man; therefore ' ? mut wTite pretty well. This indefensible ,, :"!icr*Jw!ion Traps many a joung man. He < *yi, "The boss write* this wav; I can't go v rong hv writing like he does." Hence; he the language the boss uses, language ' at is often targonish, legalistic, long since -imodeil. He doesn t stop to consider that boss probably did the same thing when was a young fellow on the way up. 'o, the old adage--'`experience i* the best i-.imer '--.tust doesn't work when we apply - to business or industrial communication. We often learn the wrong things front ex;'Ttence. Moreover, we continue to apply language usages we have lamed irons prrience in new situation* which we do ; v recognize as new*, simply because we i;;rme see that these usages do not apply the*e new situations. Too often, there ; business writing consists te-s and less *: words chosen lor precise meaning, and '*e and mere cf phrases tacked l^eether -e the `fcttcm ri a prefabneate-i Hen -:<e. IV f.'f to old kiiiTs tt'e eesiii sinmge V.V rlin? tc these l^aUt* we've karaed .ic-e it's natural to re-M*c chance A.M - etfericorn mifataie acfeaaw riHegtr be- Vn old shoe alwavc ten* better than a -* - o The tM (Uhn are i -o < t don't have e tfaei Thiltmg i* hard -=A--why speod the ed**n t my uiiimw itiniin^ ; \ new way. a atere ep^eopriite, a mmg ,:t wav * i;'s very tao to ductme "Wnk feieeaaca ' our letter ot Jmte * and Ac pmcawal '.asned therns, yletnc M aAnusd Mime it s harder to take we and to mad effort to dtfttte tiweiSy md dSwdy agree with Uur idem a yov peoCQaal t<-ne ' . " But li we resffy wane to communicate, we have to take time and make the effort--we have to work at it la short, if we want to speak and write effectively, e went cape together stripe of words already set in order by other writers. Well avoid the ready-made expressions, the stale figures of speech or mixed metaphors, the hackneyed phrases that choke off mean ing like potato peels clogging a sink. IfV ottume our readers are ehrsvr "tuned in'*: Let's spend a moment on another point. All of us have asked someone tor instruc tions on how to gat tome place in a strange town. Have you ever gotten some like this t I've paraphrased a passage from Steinbeck's Travels With Charley. "You want to get to Highway 3S? Throw those map* away, just turn around, go two traffic iitat'11 bring you to Egg Street. Turn left there And about two hundred >ard$ on Egg turn right at an angle. That's a twisty kind of street and you'll come to an overpass, but don't take it. You turn left there and it will curve around like this-- see? Like this." His hand made a curving motion. "Now, when the curve straightens riit vvxtll come to three branching roads There's a big red house on the left-hand branch so you don't take that, you take the ftglu-rand branch." Such instruction* are almost always fol lowed bv "YOU CANT MTSS IT." Why? The reporter observed from hu point of view, xitx ours. Do we do this when we try to explain things to our superiors and col logues 4 Do we ever wnte like this when we explain some process or technique to our readers? Iwerwcwn^ are a frequent kind of reponsg ea*k. Instructions tike the one Tve matoseed are examples of what Edgar Dafe baa exited the "dear only if known" fallacy; e. the report helps only if vou didn't need a u the ara place. We dom e take time to be concise. fa aa article m This Week magazine. Cart Larsen grumbles about traffic signs that are "often misteadiag, confusing, and poorly grind" He cites a sign on Lake Shore Drive that reads "Disabled Vehicles Are Required To Full Off Roadway" and asks: "Why write `are required to* when *ntust' ureoU do the job?" 43 tW,} Vj/i'm/ Stj;</,v Csnores* Two nwrr illustrations: While driving in Mmnewi, I noticed signs saying "Absolute `^*ced 'Limit," ! also noticed that most evervbodv drove a tt faster than the ".ibsolute Speed Limit." Why "absolute"? If it's a speed fimif, it's a speed limit. Adding the word "absolute" doesn't change the fact that the limit is 60 mites an hour. And "absolute" doesn't make anyone drive more slowly; it limply makes the signs harder to read How often have you read "Armed at the conclusion that ..when "concluded" would do the job? Or "In my opinion it is not an unjustifiable assumption that" when the writer merely means "I think." U't don't take time to be precise. Frequently, either because of lack of com munication skill or because of a "don't-care" attitude, a person may not say what be really means. For example, a member of a com munication workshop in the Traffic Institute tells the *tory of a police officer who ar rested a drunken driver for speeding. The driver was somewhat abusive, and, to cut a long story short, the officer gave him several tickets. Later, the man filed a complaint against the officer. The usual investigation was made, and in the report of the inspector who made the investigation ihis sentence appeared: "Smell ing of liquor, the officer arrested the driver," ,\t the hearing, the defense lawyer used this *etifence at the basis for his motion to dis miss the cae. The officer, however, jumped up and said "Why, that's just not true- l neither smoke nor dnnk." And the inspector said, "Officer Jones is right Everybody knows that he doesn't smoke or drink. That statement doesn't say what I meant." But there it was : "Smelling of liquor, the officer arrested the driver." In grammar, we call that * 'tangling participle. Actually, the statement simply was not true to fact. It was impre cise. I have another example. Here is the last sentence of a London news story about a race won by a horse from the Royal stables: "Sired by the royal stallion, the Queen could not but feel satisfaction at the result." ffV don't take time. Period. Sometimes when we write or dictate, we are pushed for time, so we don't proof-read, Sometime* we just don't bother to take into account what a person will read between the lines. For example, consider the followin'? sentences: This will acknowledge your communica tion addressed to our Mr. Black who is out of town with a carbon copy of your MU* White We are so sorry the toilet seat we vent >tai was unsatisfactory, We know exactly how* you must have felt. | , IfV forget words have iw meaning. (.>' people do. Finally, we too often forget that wurd- are only symbols, that words don't hate meanings--people do. The words >ou ute are not exact replicas of what you m your mind. They are merely "tand-inv`* for your ideas. Actually, a word can mean anything, provided you ami I can agree c. it* meaning. You ean eall your television *v: a "smoogle" if you and I can aaree that we are watching a football game on a "smoogle." Any word can Iiave a wide range ot wear ing*, meanings which vary with it* plave ment in a sentence, the context in which wr use it. and our experience with it, "Framr is a common word, but when we use it we may mean "window frame," "to frame some one," "frame ot mind," r "frame of ref erence." In summary, words do not have mcanimr' in and of themselves--they are ontv svmtw-U, cues which cause us to bring our own mean ings Into play. They never mean exactly the same thing to two people. The mwiiuu of a word is your private property--and mine. Fortunately, we usually find other people with meanings similar to ours; when we don't, we can't communicate--or at lea**, ttot well. 1 9 The third variable: The receiver The final link in (lie communication pr'-cess is the receiver--the person or person* m the other end of the process from the source. Since communication is a two-wav process, it must end with some receiver. This receiver may he one person, or it nu.;. be a group of people. Obviously, the factors that affect the | | | source also affect the receiver: I I, His communication skills: tww wt ' B does he listen or read? 1 Industrial >Vqtvh V.uimi* 2. His attitudes: i* he prejudiced against the sourer, or against the idea? What as sumptions, opinions, or feelings does he have about the situation or the sender ? Doe* he typically reWt change <uf typically welcome change? 3 His knowledge: does he know a lot ..bout the situation, the subject matter of the message? Or nothing at all? 4. His baekground end environment; Where did he grow up* Where did he go to school ? Where does he work ? Who are his friend*? How doe* he do things? What t Ins status: underling, boss, equal, new comer, old hand? is he an innovator? Early adopter of new ideas1 A conservative who subscribes to the axiom so aptly stated by Alexander Pope; "Be not the first by whom ihc new arc tried, nor v the last to lay the old aside"? Or a "foot-dragger" who Nys "We're doing all right. Why change?" In addition to these four factors, we also need to recognize that our readers are nearly always unwilling readers. Thev read out of duty, not from any deep interest in our tne-vaae*. Thev read with half their minds; they rarely make an ail-out effort to get our meaning. And if they read with only half their minds, arc they really reading at all? Reading is tiring; it require* energy. As you read complicated material--technical ex planations, mortgage contracts, government regulations, and the like--you have probably felt this tax upon )our own energy. More- over, a* readers, we find other interest* nig ging at our minds. Far alt of these reason*, we oiten begrudge the effort it takes to read something. Consequently, to present our information and our ideas to nitr readers, we must ci>oa*e words and combinations of words that will require our readers to use the least amount of energy. If we want a reader to under stand our ideas, we must use words he can use without having to translate them. We must make the relationship* between these words easily apparent to him. And if we can save his energy* in these two way*, our reader will have enough energy left to get our meaning--just what we were after in the first place. In summary, when we tell something t somebody, we need to make sure our mes sage "get* through." Once it's "through,'* we need to make sure this "somebody'' un derstands both the content and intent of our message. Once he understands, we need to know* how* he acts or reacts. In short, the measure of our success as communicator* is how well we involve, inform, and motivate other people. Thus, the ultimate tei of all communica tion U whether it produces the desired re suits quickly. There is no other test. Al though both the sender and the receiver have a responsibility, if the sender has to sav "But that isn't what I meant," he has failed For the receiver, like the proverbial cus tomer, is always right. WHY THIS MISSILE IS NEEDED By HOWARD PYLE President, National Safety Council, Chicago, ILL Tli language uf the space age has infil trated our everyday speech with what we might call super-wmie jet speed. Virtually everyone is preparing a count-down, launch ing a campaign, and putting one sort of program or another into orbit. Always in >trp with the times, the .National Safety Council is using the missile a* a metaphor for the very vital woik of programming Misty off the job. It's a guided missile that ive'r* talking ri!* ut, otic guided by American industry. It Ita* n verv specific target, acci dents on our highways, in our homes, and in our public places. They are the enemv, and we won't be happy with anything short of unconditional surrender. In spite of the launching pad lingo being used to describe off-the-job safety, the idea is almost a* old us the safety movement itself. Fifty years ago, at the first Co- 4f> ivc Sahonai Safety T<ngr--1 Kfwive Safety Conurc'.-. a resolution was ia-'-cd to create an ofttaruzatton dedicated tn me prevention of work accidents. Right itter the second Congrc-- in 1913, that iifgamzaticn came into being; it was called the National Congress tor industrial Safety. Hut the dedicated men who formed the or ganization realized almost immediately that they were limiting themwUe* to only part ot the nation's problem and only, part of their own industrial problem. Those are two big reason* whv the name t>i the organization was changed to the Na tional Safety Council; why it ha* remained broad in scop* these many jears, The na tional problem is some 40,000 traffic deaths c-sef' year, the business problem is more than 17.000 workers kilted in off-the-job frame accidents. The national problem is 16,500 public deaths, other than motor ve hicle accidents; the business problem is workers killed in public accidents. The ftaikeul problem is 26300 accidental deaths in the home: the business problem is that mere than 3300 of these death* involved workers off the job. In all, nearly 29,000 working people are tailed by accdents away from work, as compared to 13300 who die from accidents at work. This is indeed a tragic human loss. h* certainly not necessary to recount to you the pain and suffering caused by these needlef accidents. And it'* hardly necessary to remind you that for everv fatal accident that occurs off the job, there are nearly SO accidents that result m disabling injuries to worker*. What does thi* mean, apart imm human agony? It means that off-the-job accidents cost the employers and employees of this nation an estimated seven billion dollars. That's more than $100 for every man and woman employed. It must not be forgotten that even though those staggering costs are for off-the-job accidents, a large portion of the financial burden is borne by the nation's employers. Some oi this i* paid directly, as wages to absent workers and as the cost of hiring and training replacement worker*. But some of the e*t< are hidden. For example, a top-notch salesman who is in jured may not be immediately replaced. His fm, even temporarily, mean* lost sales, de livery troubles and sometimes, even a loss of confidence in the company. Other hidden costs are also vetj real. A rise in accident* in the community means a rise m insurance costs, taxes and welfare contribution*. I might add that even when the worker ab sorbs part of the cost of an accident, it affects the employer. No man can ieave his troubles completely at home, especially finan cial worriev They affect performance on the job; they can even make an employee subject to work accident* because his atten tion is focused elsewhere. Here, then, are the ways you, as emp!o>ers ami representative* of management, pay tor accidents that occur away from work: 1, You pay the direct cost of off-job lost time accident*. 2 You pay ti . indirect cost of off-job lost-time accident*. ' 5. You pay the indirect cost oi off-job non-lost-time accidents. 4, You pay die insurance premiums on policies covering off-the-job accidents, Tlie categories of costs and cost-accounting can be extended, analyzed and broken down into many component parts, but they all add up to a single thought: off the job accidents cost management plenty! We at she National Safety Cowdl have been attempting to gather and correlate the off-job accident experience oi our members. The response we received was limited, of course, to those companies that have in augurated off-the-job safety programs. Therefore, the reports, probably reflect what we might call the best experience in off-the* job safety. During the first six months of 1962 we received reports from more than 300 companies. Those companies employ nearly two million persons, exposed to off the job accidents for threc-and-i-half billion Hour*. This is a small portion of the Coun cil's membership and an ever, smaller portion of the nation's total number oi employees. It Is, nonetheless, a significant report be calm it show* the specific experience of a known group of businesses; it is not amply a statistical estimate. Here is the most upto-date information available. Among those who reported to us this year, the injwy frequency rate ns* 7.41--that is. 7.41 dis abling injuries tr every onc-mtllioa man hours of exposure. The nue was some three timet higher flan the indicated injury rate for the same employees while on the job 46 twHtutnol Subjects 3V.ut<'i Let's take a closer look at some oi the reporting companies. One organization, which emplov* nearly 1,200 workers, experi enced 10 on-the-job injuries, resulting in 4S6 day* lo*, That *me company s workers sustained *6 otf-the-iob injuries which re sulted in 1.900 da>s last. The company's roils totaled $38,000, JjsGG per injury, or ?nJ2 4j tor each and every worker on the staff. A smaller organization, employing just <-,ier 300 workers, experienced no injuries on the job. no lost time. However, the workers sustained 13 injuries off the job, losing 136 days. The cost to the company was $11,463. $881 60 per injury or an aver age of $36 97 for every employee Let's ?av the latter company was operat ing on a margin of five per cent. The SI 1,000 it lost because ot off-the-job acci dents wipes out the profit rm more than $320,000 gross sales! A random sample of the organization* reporting to us show* that 12 companies lost a total of $338,740 from off-the-job accidents. Again, estimating an average margin of five per tent for these companies, those accidents meant that more than six-and-three-quartcr million dollar* ot gross sales went down the drain! W< learned three important thing* fn*m our surveysi L Off-the-job injuries nm much higher than work injuries among the same em ployees, 2. Relatively few companies are doing much, if anything, about off-the-iob safety. 5. There are virtually limitless opportu nities to be seized in the area of off-job safety --- and these opportunities will pay `remencfoixs dividends, not only from a humanitarian viewpoint, but in terms of god business. It would hot, to me that good business require* that American industry undertake 2 crash program to launch this missile of programming few off-the-job safety. The feven-billioa dollar burden that w* carry today is one that will put this nation in an ever-decreasing competitive situation in world trade. Consider what the built-in cost ef doing business means when we price our goods m this new world of international economics. While we applaud the curt-1ruc tion of such edifices as the European Com mon Market, we must recognize that the* a*e eiialienges that must be faced We mu-t seek more and more creative means nr holding our price lines, in order to retain ow share of this vast world market. Reducing the cost of off-the-job accidentcan and will dimmish what we have come to consider "fixed" costs, t tell you that these inti--the costs of accidents away from work--are not fixed. They can be reduced by a* much as one half in the very near future. They can and will be reduced when American industry applies off-the-job j*te<> programs. We recognize, of course, that work safety is the less difficult task. The control of environment and of behaviour within the work situation is impossible--nm to *ae undesirable--in the area* oil the jh. But since the organization of the National 'Utelv Council, we have witnessed tremen dous progress m the non-work areas. Home accidents rates have been cut nearly in halt. Publie accident rates Have declined some 70 per cent. The trend m traffic death* right up to this year has been down, down, down This progress can be attributed in part to the few companies that have instituted fullvale programming to prevent non-work iccidcnt*. Look at the field of motor trans port. Here is exposure to the comparatively uncontrolled environment of our street* and highways; >et some of our largest flee? operators have the lowest frequency and seventy rates of any organizations. There is nothing mysterious about the success ot these large companies in reducing off-the-job accident*. The ways and mean* are known to virtually everyone in industry. They rest on the same fundamentals of ac cident prevention now in practice toe 56 year*. There are no secrets to safety on the highway, in the home, and in public place*. The knowledge, the methods, and the science have all been set down and documented. They exist in manuals, in action program*, and in the day-to-day reporting ot those organizations now actively promoting and harvesting the benefits oi off-the-job safety. Xnl\otuii Safety Congrw GETTING OFF THE LAUNCHING PAD By V. J. MEYERS Assistant Superintendent, Medical Service* dr Safety, Western Electric Company New York, N. Y. I'm luippy to *y that Western Electric, recognized long ago tlie need for an effective off-the-job safety program in 1959, vie tarted to ecmpiie statistic* mu oti-ihe-job injuries as a part of our regular ab-enct lata program. The resuit* were a retd eve* opener. The question once we recognized the magnitude oi the problem was "What can we do about it In retrospect, our .ftMcr, and tile action c took was bv iar the mo*t important step m our program. We at-ked ami received the enthusiastic `up(*irt of our management At our first company.wide safety center' mre in May, 1961, our president, Mr. Romnes, voiced his concern with anti inter est in this problem. So did our vice presi dent t charge of personnel ami public relations, our personnel director, our director fit public relations, and our company medical director. All were convinced of the im parlance of doing something about it. AU promised total support; and more important, they have alt fulfilled this promise. Without their help and interest our program could well have stepped into oblivion. We set our sight?, then, in May 196L Assured of top-level support, we set those eights high. We proposed incorporation of otf-the-job safety into our regular, formal company safety directive; we laid the groundwork for a company-wide auto scatbelt program: off-the-job safety functions were added to existing committee responsi bilities and new committees to further the project were planned. We began to strengthen lines of communication, by distributing book let? and reports emphasizing the all-impor tant subject. AU of these projects have come to fruition in the past 18 months. The planning and enthusiasm have paid dividends. Off-the-job safety is pretty much a creed at Western Electric, in terms of improved communi cations, i would like to dare with you -(<me details of a specific program we !tlu|Kcd m January this vesr, called "Work ing Togetltcr for Safe Living/' 2*d like to srli >,u why it was developed, how it works. tlw icicpti'-ii it iu* ii-id so tar, amt what -'ft or n,Mili it has brought about, hit.i mi all, why -uoh a program? You might ui u-e program came about becau*e Western Electric iia< an outstanding safety record In tact, the National Safety Council has honored W*tern Electric with its Award mi Men:--'He ?erond highe-t award m <ndu.-try, This mean? that Western Elec tric is one of ihe tate-t places in the country in which to work. But a I indicated earlier, in studying accident report*, management discovered that wiulc Western Electric em ployees have few accident* on the job, they have an alarming number at home and on the highway. In fad. tor ever*' job accident in 1961. there were nine off-the-job accident?. Ot course, most companies report similar ratio*. During 1961, because of off-the-job acci dents, 77.000 man-day* were tost at Western Electric. That's enough lost labor to run one of our typical distribution center? em ploying 229 people, for over a year. During 1961, Western Electric paid nearly two million dollars in disability benefits fur off-the-job accidents. It it impossible to estimate hidden expenses, such a* om* or training replacements, inefficiency due to absenteeism, visiting nurse work, am! Ad ministrative labor. Most important, we were concerned with the pain and hardship that off-the-job acci dents caused our employees. All of these factors made us realize that the need for an off-the-job safety program was very real. What was die best way to go about it? Western Electric decided to use a tried* and-proved method. It's called integrated employee communication--lEC for short. Basically, 1EC is a planned, coordinated program of communication that focuses every available media upon the problem be ing tackled. It reaches its target, the em ployee, through the written word (booklets, magazine and newspaper articles, letters), the spoken word (lectures, speeches}, visual aids (posters, photo-bulletins, displays), and tmtujtriai Sahiteis bTsjii'fti what could be called the "dared word" of group discussion?. good IEC program has four elements. Thev are; 1. Motivation--telling the employee about the problem and giving him a sense or shar ing it 2, Guidance-showing him what can be done about it. A Recognition--indicating the reward m success. 4, Repetition--a constant flow of infor mation on the problem. Industry has successfully used 1EC pro grams in many areas. For example, one company used it to bring about additional freight tonnage. Another company has used it to get more cooperation and teampiay. Ulher 1 EC programs have resulted irt a greater awareness of delivery problem?, fewer foreign materials in products, im proved competitive spirit, and a drop in petty grievances. So Western Electric de veloped an IEC program aimed at getting better off-the-job safety, Ml live media employed work together on common problem?, month by month. The heart oi the program is the monthly group discussion meeting of the wpervwor with his employee?. It is given on company time, i'or the 'upervtsof, there are leader's guide?. The guide contains a review of techniques <.<i leading group meetings. It also contains the material to he covered in the meeting, in both outline and note form. A li?t of suggested questions and cues on when to u* flip charts ts provided with the guide. Correctly used, the leader's guide can be very effective in drawing out employees, and gemng'true audience participation. Supporting the group discussions are sev eral other media. Photo-bulletins appear on ail company bulletin boards at two week intervals. Posters are put up on the alter nate two-week periods to complement the photo-bulletin* Letters from the plant man ager* are ueL W. . Magazine, the Com pany'? bi-monthly employee publication, fea ture* safety articles. "News for W, , Editors," a news syndicate providing material for plant news ier*. supports the safety campaign. Our {7 plant newspapers run stones on safety, j-pectal booklets are distributed to all cm- ptvvce*. and >utci> film* are also available. Supervisors are turther urged to use svn> other materia! they wuh Western Electnc's off-the-iob safety pro gram wai *tarted m January 1962. and will tonrmue indefinitely. By the end of the fir*t year, headquarters will have distributed some 23.000 leader's guide?, 17,000 bulletin board photo?, 6,300 posters, and 1,800 dip charts. Here i our audience: *evt matintaciurinjr locations with about 29,1:00 people: Headquarters, 7.000 people; Defense Activi ties 13,000 people. This come? to a total audience of about )6,000 people. The monthly schedule for the fir>t *e:,r'mceting* looks like this: 1 Ianuary--introduction. 2 February--what a major accident c,m mean. 3. March---why accident v occur. 4. April--seat belts and traffic sateU 5. May--poisons and poisonings. 6. June--vacation safety. ", July--sports safety, 8. August--community safety. 9. September--dips and fails. 10. October--fire prevention. 11. November--do-it-yourself safety ,un; home work tools, 12. December--Christmas safety. \ou will notice that wherever possible, the safety theme is tied in with the time oi the sent. In April when the open road beckon.*, we stress driving safety. June and July feature vacation and sports safety. Oc tober's fire prevention work coincides with National Fire Prevention Week, and, t course. December sees Christmas safety. Each of these month!?* sessions on off-thejob safety has been designed to incorporate the IEC elements I mentioned before. Me trust the employee will be motivated o take action. We provide the guidance to help him. And we repeat the message in ever? way possible. And what about recognition, the reward for taking action? That come* as the employee finds himself and his family safer, notices how few of his fellow worker* axe absent became of off-the-job accident*, and fees the plant and company accident figures substantially reduced. A? of right now, ii is still too early to tell just how well the program is succeeding. 40 IvoJ National Safety Congress All we ran go w. je statistics from the iir$t six month*. These siiow tint the pro gram i* bring extremely well received Lo cations u^ing the technique are most favor ably impressed with tt. Of those locations uuig 1EC, several show a significant drop in off-the-job accident*. The other results are inconclusive--some steady, some up. However, no improvement wv* shown by any- plant not using IEC. Before concluding, there .ire two points i d like to emphasise: I. While we are vnailv concerned with the problem of off-the-job accidents, and have spent a lot of time, effort and money tn this realm, we have not, at any time, reduced our efforts to prevent all work injuries! On the contrary, we have recently devoted considerable attention to this phase ci safety, Not only have we strived to maintain our good record with respect to disabling injuries, we have also intensified < ur efforts to reduce tlvc number of non disabling injuries. 1 could go on at great length on this subject, but for now it should ultiee to say: Off-the-job safety is just as important to Western Electric, as On-ihejob safety, L The program l have discussed is an extremely .mportant phase m our over-all off-the-job safety program. However, it is t*v no mean* the sum total of our efforts. This year, lor example, several of our loca tions conducted rather elaborate pre-vacation safety1 fairs for employees and families. More than 10,000 people including local government officials, attended, and the inter est shown was very gratifying. Two other location* cooperated with the National Ve hicle Safety Check Program, setting up free inspection lanes adjacent to the plants. Close to t.MO employee car* were thus given a mechanical seat of approval, prior to vaca tion. We are very pleaded with the progress we've made in stimulating personal safety consciousness beyond the company premises and after work hour*. However, we are not rcimplctelv satisfied. l*d like to quote Presi dent Romnfi' word* when we were launch ing our program last May. It seems to me they characterize our work to date and show the direction and attitude oi our mis sile in die future. As long u there art any eases in which employee* or their families are "`A*ed vuftertng. we wilt coatlau* to intensify efforts . , , t think the goat* or a safe, sound Western deetrie population, and a contribution to th* reduction of our netJo pal accident till are worth ur very beat effort*. ORBIT CONTROL PROBLEMS By STANLEY F. SPENCE Director, Safety & Loss-Prevention, American Cyanamid Co.. Wayne, N. J. Industrial management, tvi'h the guidance qualified safety specialist*, ha* done much i trough the years in improv ing it* work injury experience, and during the past 50 .ears occupational safety has developed into .i well identified science. Experience and rea-onmg also demonstrated during the year* that management's program lor safety nun extend outside the plant or place of bxiiness. it must extend between that place of business and the heme, and it must encompass the home and the places where people travel, enjoy themselves, and carry i-rt their private tasks. Let ut take a brief look at the nation wide accident problem. There are over 180 million people tn the L- S. Only 3$ per cent oi these are in the working force and the direct effort* of Safety Engineers in '>imnv?rce and mdury reach but a smalt proportion oi this 3$ per cent. The 196! accident toll in the t,\ S- it further indica tion that the total accident problem extends way beyond the "work injury** category'. Note the National Safety Council "Accident Facts" of 1962. The disabling injuries result ing from work accidents accounted for only 402 per cent of the total. All of the death* which resulted from accidents in 1961 had only 14.3 per cent of their source in work accidents. feel that a safety engineer is not truly a .50 Industrial Subjects safety engineer in the fullest sense if he restricts his functional and professional intcre*is to the area defined by hi* immediate job. In order to be a complete safety en gineer and, therefore, to fulfill his respon sibilities to the profession and to society, Ik must extend his aggressive interest and best capabilities to the solution of the acci dent problem* that affect the safety of his family, fellow employers and neighbors in the home and In public areas. In designing the off-the-job safety program one must recognize the family as the unit which must be reached, rather than the employee himself, and the mother of the family as the individual who must be motivated. Figuratively speaking, this must be done by "going out and ringing doorboils." Of course, it is not literally done that wav, but is carried to ihe home through ihe employee, the local schools, the local PTA, direct mailings to (he home, and all the other available or invented media. When a company decides to undertake off- the-job safety as part of its over-all safety program it must recognize certain facts. 1. It must be prepared to conduct it with ^ood planning and full rigor. There must be no let-down. 2. All concerned -- management, safety committees and others--must fully under stand the purpose of the project, the method cf conducting it, and the details of accident interpretation and classification. 3. Definite and dependable procedures must be established for the collection ot accident data and report*. 4 Once the procedure for the collection of accident data is established, it must be under vonstant surveillance to guard against error, over*.silts, misinterpretations. It will not run iorever automatically. 5, If the company has multiple operations, it must realize that the effectiveness of the program will depend upon what is treated and produced at each individual location. The central office can only provide the foundation, the machinery, and some of the basic raw materials. The local plant must turn out the product 6. All areas of management must be con vinced that the off-ihe-job safety program is tr< only "nice," but is a necessary ad junct to the overall safety program. Certain questions can be anticipated, and answers to them should be prepared in advance. The National Safety Council has the answers-- consult them. Here are a lew typical ques tions: a. Won't the employees consider this an intrusion upon their private lives? b Arent we busy enough m job safety? Are we presently doing a perfect job on that? If not, why divert an im portant portion of our time and effort? This procedure ot reporting and com piling data will stack more paperwork detail on a mass that already seem* intolerable. d. What is it going to cost? Will the eronomie benefit to employee and em ployer justify the cost*? I mentioned that before a program is activated, there must be complete under standing a* to what constitutes an "off-thejob accident," ami the basis of classification. The subject is worth some discussion. We shall talk about the definition of an off-thcjob accident, loss of time applied to off-thejob injuries, and the method of determining frequency. Off-thc-job injuries are all in juries, except work-connected casts, experi enced by our employees and result m the loss of one of more full working day*, whether scheduled or not Fatalities and per manent partial disabilities are included. The lost time applied to off-the-job tnjuncs include* total calendar day-* lost from work, plus all intervening holiday*, vaca tions, and other scheduled time during which the employee is unable to work. There is no schedule of time charges against permanent partial disabilities or fatalities. Only ihe actual loss o time is counted. Thus, there ran be off-the-job injuries in the record with no loss or time applied against them. The basis for determining frequency is 313 exposure hours per employee per month. ITits I* arrived at by considering eight hours per day for five days per week plus 16 hours each Saturday and Sunday, multiplied by 41,* weeks per month. There are certain situations which deserve special comment. For example: 1. If an employee is injured in our plant parking lot and the case is not admissible a* a work injury under American Standard Z16-1, it is an off-the-job injury. 3.If he is hurt on a "moonlighting' job. 'f,' Suiuutj.- sti'ffy Contir?'* ' (< .n utt.the.ji.l* injury for us ** his prin. ip.d employer .* it he is injured while cm vacation and d-led for a couple of days, even though > c 14 fully recovered before reporting back (he 10b, it is an utf-the-job iniurv. V it an employee is injured in an off-tbet -h accident and dies of hi* injuries the 'ante dnv, a fatality i* Jilted but no loss of tune h applied. If an etnpiovee u-mg a sickle rm the t.ce U m hi* yard cut* the tendon of a 'inzrr, and a practical toss of use of the iimrer result*. an off-the-job injur>` i* i liarged. even though he actually low* no t-me From the loregirtg. it can be readily ren that the question of just what an "off* tlie-job accident" u must be thoroughly understood by all reporting sources and mat there must be frequent checking of >hi understanding to ensure validity of the t, \perience. The monthly summaries of off-the-job undent experiences for individual units are <**mpiicd by the supervisors of saiety m my unpans's plants and laboratories. In the hrnncii offices and warehouses they are f reparerl under ihe supervision of the branch rtanatrer; in tiie sates organizations, by a i icmkr of the staff of the regional sales < 'fin.icer. It must be kept m mind that such rtt utullv are prepared by clerks, fol[.wim* instrucfion from their supervisors, v fencnl people, as others, are changed, and 'umeumes die replacement it not correctly r adequately briefed and errors occur. Therefore, the managers responsible for 'iqriim? .md submitting these reports should !> mure than mechanically sign their names. `I hey should review the reports and make -ure they are correct. The monthly unit summaries of off-thei<ii accidents are prepared from the in dividual case reports. While the designation mi responsibility for getting the case re* poets through is not complicated, there is difficulty sometimes in ensuring that superi iMjrs yet proper information from their subordinate!. This can happen m the case of off-job accidents sustained by scattered salesmen operating out of their homes, and technical and service specialists in the field. The manager responsible must carefully check all of his subordinates' time records' for the occurrence of time-losing injuries. Incidentally, one must be careful to see that the time teports used in sales and technical service organizations make a clear distinc tion between off-lhe-job injuries and illness, as clarification* de'ignating abcnee from work. The problrm* of checking individual cases and preparing case reports on Them appear to be simplest in the line organization of the plant. Here the employee's immediate superior obtains the details, completes and signs the report, and transmits it to the piant supervisor of safety. As stated before, this individual prepares the monthly sum maries for his operating unit and sends it to our headquarters. The question sometimes is asked, how does a department supervisor in an operating unit know when one of his people is injured tn an off-the*job accident? Indeed, this question was posed by one of our larger plants when we were contemplating initia tion of our company-wide program ui 1955. They considered if a serious stumbling block. This ha* not proved to be a problem, for practical reasons. It is a moral, if not necessarily a contractual, responsibility nr an employee to notify the plant when he i.< not coming to work. If employees are not required to make such notification on the first day of absence, then management is to blame for not requir ing or otherwise investigating the cause of absence! Far from being a stumbling block in our experience, the requirement of prompt notification of the supervisor, or the supervisor's prompt check of the cause of absenteeism at the beginning of the day's work, has established a rapport between supervisor* and employees which did not exist before. We also find a better accept ance of responsibility on the part of each. In/tlKln.tt W't',v/J u SAFETY ADMINISTRATION IN MULTIPLANT OPERATIONS B, ROBERT M. GILMORE General Safety Supervisor, Rayotuer Incorporated Ravonicr Inccri-orated is one of the world*# leading producer* of chemical cellulo-c. sup plying foreign and domestic industries with l<a*ic material which goes into more than f,0QQ product?. From cellulose made in our plants others manufacture rayon fabrics, 1 vrex tire cord, certain plastic*, cellophane, paper prrvfuet*, acetate film*, and many other products. Our mills draw their supply from over 1.000,000 acres of forest land*, carefully managed to insure a perpetual tree crop > icld. The firm it owned by more than 2,000 stockholders and employs over 6,000 people. Raycmier i more than mills and forests; the name i* vnonymous with research. Three separate but highly coordinated re search centers are engaged in basic and applied natural resources chemistry. The manufacture of wood pulp requires complicated and masire equipment. Over the years, however, our industry has <uccesstully minimized the risk of personal iniurv to the individual worker. Kayomer has been a leader in this effort and has maintained an outstanding safety record through the dose cooperation ot employees and management. Our program i* not one of sporadic drives -md spurts, but it is a fully organized conunuous day-te-dav effort woven at all times into all phases of operations. As a result ot this coordinated effort the Average frequency rate for all company op erations has been reduced steadily in the past 17 years. In the same period our manufac turing divisions achieved an 88 per cent reduction in the number of disabling injuries per million employee hours worked, but per haps what is truly remarkable is the drop in seventy rates over the years. This lowering of severity rates lias been followed by lower costs to the company in the form of premium charges for workmen's compensation coverage, but of greater im portance it the fact that this successful safety program has resulted in avoidance of suffering and personal losses to employees who were ii*it injured i* a direct result of the con-tant improvement made m safety ex p--rmcr W r bx.L* at accident prevention a* ,\n important factor tn tml reduction. Motivation ni the cniptovce* m afe prac tice* * maintained with a thumb" pret-ure that never let* up. The worker i* mdfvtrtnated with safety principle* and shown how* to do hi* work without injury through *uch method* as <afrtv contacts on the job by supervisor*, demonstrations, mov ing pictures, afc practice handbooks, bulle tin* and porter*. "Saiety Rav," our safety symbol, plays an important part in the visual aid* ti*cd throughout the company to em phasize **fetv to employees. The company makes available protective equipment that applies to the job, such as 5peci*I e>e protection, ma*k, safety shoes and hard hats. Operating equipment in the mills, the ni-mds and the laboratories i* continually inspected to eliminate or protect danger spots. Well equipped first aid facilities are maintained at every operating division. Some of the main point* of the organiza tion approach to accident prevention which comprise our overall effort are; l A clearly stated outline of policies and vafetv procedures with a good system of communication to reach all employees. In thi* we mean the implementation of the aicty policy contained in the Industrial Relations Manual of our company. A copy of this policy Ha* been given to every su pervisor and periodically it i* re-interpretcd by the managers and department heads jo there will be no misunderstanding a* to it* application. Beyond the establishment of a written poiicv, a system of conuinieation* through supervision is maintained to reach all employees. , Top management control and active participation is evident in the dav-to-day personal attention to accident prevention given by the division manager and his im mediate staff of department heads. We mean the strict observance of posted safety 19A* Xolionat Safety Congress rule*. This includes the example aad !ead-* 'hip which management people set is order to foster the proper climate i'or safety at a division. S. Xatwithstanding all of the work done hy stall people, the major responsibility for iiccsdent control and safety in a department is at alt times placed squarely cm the shouf* tiers of the line supervisor. Our program is geared to carry this practice out to us fullest extent. i Statistics and factual ia tormatoao iv available through effective acddcsS m>ctigallcn, reporting and analysis jvo- redures. We start this with the use of the iiasic form entitled Supervisors Report of Occident. Good results have been obtained m getting supervisors to report at all ia-> lunes. We feel that a good reporting sys tem is the very foundation block on which an effective safety program is built. All or the final statistical information drawn tf from the records hinges cm the quality >if the first report winch ss made by the toremen and supervisors. Annually we com pletely break down and analyze all medical treatment cases as to type and probable cause of Injury, 5. Each new employee gets a careful in doctrination in safety commencing in the personnel ofhce with his initial talk with ihe safety supervisor. Visual aids are omsS Sere to give impact to this talk. This is continued out in the department where his foreman and others talk to him regarding <he specific safety key-points of hts job. Every effort is nude to get the sew man `'farted right from the very beginning. At otir mills we give a complete hearing test .'md an eye test in connection with the physi41 examination. t.<. Direction and application of the details ft the program are handled by safety supervisurs at each division. U`e have been iortunaic m having capable, well qualified mil time safety specialists working in the field of accident prevention at each division. 7. Direct participation or involvement of employees is accomplished through displays, *atety letters from the manager, certificates of safety achievement, educational meetings and through safety committee work. The usual format of safety committees at a dau*ien of our company is to have a Centra] Safety Committee composed of equal num bers representing labor aad management rhis overall cocnaittec is further backed up by a safety oonsisttee at each of the jinnoptl operating the plant. .All of this results m a healthy involve- men* of employees m safety activities. The rotation feature of these ocesmirtees makes it possible to ohaam&ely &ke In a large number of employees at soy one division. We use to good advaacage pocket-size bookins, General Safety kales, and another tohiee iMiiliiil "Yoo As Safety Committee -run." Anorfiier invaivemeg feature of invrat as the hagii iliiiiiuiii hale ceraaony which held whenever a eenifirare of safety t leevetseog is presented to a department <a hid* exceeds 1000. 3000, or J000 days nfee a ^eibftng mjtsy. 1 Bade reference to the eompaay policy on rodent prevention, in this policy' this l*nmge appors: "The management of Kayoeser Incorporated consider* no phase of operation er iAminiiwr>wB as being of greater ****> than iMridiwnr prevention." Wc neapseg ties literally to mean that afety aad aceithatia peemesoQ are equal in importance to any ether duty or responsililHy which a wqwrvuoe race carry our. We require that it be gives a place of equal im portance to aaythmg else in the normal murse of the operating program. In this regard, then have been many incidents in kayonier where good production records and exeidta* saftfy performance have been achieved daring the same period of time. This is inevitable, as we see u. smee oc-thcjob injuries to people are always accom panied by ddays and mterruptKxw to the normal production schedule. The policy safety comiBJat a l.u of items which we consider to be die direct responsibility of snpervisnrs for accident prevention. 1 would bke to give you the first two of these kerne as they are consid ered in order of unpcetaace on tb* list: 1. The fnmcn of cwnptog safety m- ^ructsQQ to csnpSoyees prior to assignment to ilutki, Thao is very wMBmnUuat because a man who **doem't lawnr" is diungerou^ l>> himjdf and so others. Keep jofe-wi'ety list of noyourtamt heyyiainta which should be covered with the new m Instruct your men to work safely, as yott wootd guide and cotmtti yoor fanily at borne--.with per sistence aad patience. industrial Subjects Seoi'nt 2, Enforce all rules of safety which have been adopted, Follow up your instructions constantly. See to it that employees make use of the persona! protective devices and safeguards provided them. If necessarj. en force safety rules by disciplinary action. As a staff member of management, the general safety supervisor (in the person of myself) is charged with advising the execu tive offices through the industrial relations manager on the development and adminis tration of safety policies and plans designed to safeguard employees and to promote in terest in accident prevention He recommends for appr \aJ proposals for safety policies throughout the company. He establishes safety programs and pro cedures implementing approved company 'iifety policies, and coordinates the interpre tation and administration of thexr programs in the operating divisions. He maintain* reports of injuries, inspec tions, and other records that are necessary rer study in connection with revision and development of corporate safety policies. He circulates a safety projrre-* report iiiomhh to show the cumulative industrial injury- rates of ail divisions. He guides ami assists the manager* of the ilnisions and their staffs in the administra tion of safety programs and serve* a* advisor to them in matters pertaining to industrial insurance and workmen's compensation He interviews and recommends personnel :ir placcnent in safety activities in the ^penning divisions, and assists m training personnel to the degree necessary for the ulnllment of their responsibilities. He prepares the necessary safety educa tional aids' and publicity materials, and con ducts management safely meetings when re quested. He establishes liaison contact with local, >ate. and federal agencies and legislative bodies in matters pertaining to safety. Much >A this work is done through membership on subcommittees of the employers* associations. He establishes and maintains contact with association* in the pulp and paper industry ..fsd the logging industry* to the end that these groups arc assisted in the development of procedures and plans for greater safety in these industries. He represents the company in local, state and national safety activities, and cooperates m assisting these groups in the development of plans and procedures for greater indus trial and public safety. He maintains those professional contacts that are necessary m the fulfillment ot the*e responsibilities. The division safety supervi*or functions primarily in an advisory nr staff capacity; however, under the broad policy on safety endorsed bv our executive management it is understood that his recommendations and suggestions for accident prevention shall be given careful attention by all line supervisors. A safety supervisor should know satetv ,ind should be sympathetic and understanding in hr* approach. He should be able to inspire oniidence in the work and must believe that improvement can be made in the safety record of the division through constant ap plication of basic fundamentals of the nrvraruxed program. The Job involves two prin cipal problems: First, he must initiate proper .iction to remove physical hazards from the plant or operation; secondly, he must find the means of substituting safe practices for the unsafe practice* of employee*. In thi A-irk he must exercise good judgment to a \cry considerable degree. Here are the major responsibilities and duties of a division safety supervisor ranked in order of their importance: 1. Establish satisfactory relations with all supervisors and coordinate all accident pre vention activities ot all departments so that xhjectives and purposes will dovetail. 2. Establish sai* practices--work with Migrating department executives and with -upervisors in developing safe oj>eraiing methods, safety rules, and departmental safe practice regulations. The safety rules of the division should be under constant review to 1* sure that inev are kept current. Keeommendations should be made for safety <m all installations oi new equipment, new processes or chemicals prior to use. The afety supervisor should act in an advisory capacity on all matters pertaining to safety ai required for the guidance of the division manager and all supervisory personnel. J. Study accident causes---determine the Louies ot accidents and fires and suggest measures to obviate accidents in the future. \n>* pattern of predominant accident causes jt the division should be promptly brought t the attention of the division manager and A <i/i.<m/ "mjtfty C.wrjrrtf ,!n -twuld I** tji-<*u**el with tl Central try association, company, and division require, Mfety Committee, merits, This involves the safety committee l Investigate accident*--receive a detailed report of ci err accident. Investigate all dis;Minc injuries and serious accident* whether ih tahility renuits or not. I'roper accident uiirrigation it an exacting science and each ,*frt> supervisor should become drilled in tiii' work. The investigation should be made primarily for the purpose of determining the dttcei cause of the accident and seeing that pr<-mpf eurreetive anion i recenti.iended to prevent a recurrence. x A`tut in training supervisors in acci dent prevention techniques. Work closely with the General Safety Supervisor oo this |ir<nram. minutes, reports of any disabling industrial injuries, the monthly industrial injury report and the reports required by industry a**ncttions. 11. Schedule safety meetings. Assist in orsanizing safety committees in departments .n<i prepare material foe consideration of accident prevention committee*. Act as wretary of these meetings. 12. Handle the details of compensation cases, the report of accident which must be tiled with the insurance company or the Department of Labor and Industries, and contacts with the doctors, b Initiate corrective action to prevent ac* 'i.|enu, This should be done through close ..iperation with the department supervisor iiiM/tved. 93. Assist in indoctrination of new tm-ployees in broad policy- matters relating to accident prevention. )4 Confer with engineering personnel on 7. Inpect for Lizards--Carry m con the design of machine guards. stant plant inspection: study the report* of |3. Arrange special educational activities, m*p*ctien, discuss them with deportment poster displays, or visual aid materials to he f ir,-id* ami supervisors to see that prompt used in the promotion of the safety program follow-tip action is taken on hazard* which at the division. Effective advertising of the >fu*w up on the inspection report. positive aspects of the safety program should ft, Assist in developing safety rules. 8e- l<e carried otf constantly. <r-.me familiar with ail applicable state codes ]&, Assist in standardization of first aid and standard* governing safety, standards and personal protective equipment. pertaining to mechanical guards and operat- 1/. Assist In arranging for first aid classes mer procedures. and training. fi. initiate safety publicity at the local di ll,inn level Constant effort should b made to properly advertise the positive aspects of ihc safety program. 10, Keep accident records necessary to -atiiy state. N'atrmnl Safety Council ind`- We believe that we have an effective acci dent prevention program. We believe that we arc adequately geared to the problem of anticipating and meeting the future in dustrial safety and health problems which i i,iv ,irt*r at r ur plant*. I SHOT AN ARROW INTO TH6 AIR By W. C. BREMNER 3upt of Safety, Commonwealth Edison, Chicago \li*u> >ear* ago Ifcnrv Wadsworth Long fellow wrote Ins now famous poem begin ning, "I shot an armw into the air. It fell to earth, I know not where." The thought l*rhmd this delightful verse was that once -<q arrow is released, where it goes, what it tine*, and what effect it has, may be unknown i<. the archer. I Mine that the arrows in our safely K"vnius ate tike ttio*e of Longfellow's 1*1*111: is liar they accomplish, whom Uiey influence, and how* effective they are, are i.tlen an enigma to the man who mate* the program, r.r who instigates it* adoption, or who pays tor it. when I tell you wliat we have done at Industrial Su>'it\'ts ivssi nt . .ditnoitweatih Edison, don't ask me how t recti*'* any particular activity ha* been, 1 .ijn't know -- any more than a preacher know; which sermon kept someone from *m>ing, or a parent knows what action was Ht helpful in bringing up a child, or a sr.rfncr knows which lesson was most heip- safety supervisors late tunctioful supervi sion over H safety advisors assigned to our seven divisions. This makes a total of 16 people, or about one safety man for evert 700 emplovees in the company, which. 1 believe, s about a>crge for the industry, ('ur budget amounts tn about $1 per month tul m molding a mind toward understanding per employee. .7 a subject. I do know that the overall Policies are determined bv the Satet* , rci ha* been a ratisiytcg frequency rate - faction m the last eight year?. .Your don t misunderstand me. U> don't ,-rctend to have all the answers, and we're i.* up in the clouds wearing a halo. What .ire doing tim't necessarily right, and ;i.iv not hi > our situation at all, But I hope ; at some oi the ideas, schemes, and gadgets 1 -hall describe will help you in your alli;:ijv>riant work or preventing accidents, miiines, and i.nuhtit* First of all. let's lrv.de at our problem. ' mmonwealth Edison generates electricity U generating stations, one of which ts :.tora powered, and delivers it through 5.600 tide* wi cable and 31.000 miles oi overhead lines to 4000,000 customers located in an 11,000 square mile territory ranging irom the Miwsuppi nver to Lake Michigan, and trnm the Wisconsin Ime southward about II* miles. To accomplish this job, we have 13,000 employees; about a fourth of them work in iur generating stations, about one third are in offices or shops, and the rest are scattered - ver the system tn small crews consisting of ne to ten mea We drive about 30 million miles a year in LKO passenger ears, 1,000 trticks, and jG trailer*, crane* and assorted .clitclcf. Policy Committee, composed of the man agers m charge of construction, power pro duction. engineering, operating, and indus trial relations; the personnel director; ami myself. This high-level group meet.* every three week* and not only sees lo it that when a decision is made, the idea will be carried out, but al*o helps me by providing guidance Mid leadership. There are eight subcommit tee? of this mam committee which study the details oi vanou* proposals and recommend action to be taken. Our thirteen generating stations have a safety connect consisting of (he superinten dent oi all stations as chairman, and Statf peryonnei and the assistant chief of each station at members. In addition, evert sta tion has its own safety committee to handle problems within that station. In several of the divisions, each district fa* a safety committee. In some, the mem bers are selected by the superintendent; in other?, they are voted into office by their fellow employees. Several of our present safety advisors became interested in saiety work when they became committee member* years ago. We also have tool committees and other groups who keep safety in mind when making decisions on tools and equipment. And a representative from the safety section is a number oi each oi the committee? We operate eduipmenc ranging from smalt meter calibrating devices on work bench, t boilers almost as large as our 20 story, quarter of a block square main office build ing. which bum 150 tons ot coal an hour. mentioned. But no safety program cm succeed with out the backing oi top management One oi the indications of our top management's attitude on the importance of accident pre The responsibility tor doing this job vention is (he fact that the annual report .tfely is the responsibility of everyone, from (mailed to ail employee* a* well a* to stock he president on down, but the safety section holders) contains a statement of our safety is eliarged with the specific job of accident progress. And each tall, at our allufay I prevention; so let's look at the organization management conference; where the president, t the safety section, which is part of the vice presidents and other executives discuss dustriai relations department Reporting to past results and future activities, the subject .e superintendent are a safety engineer and of saiety u prominent. One of the highlights ` ,v> safety supervisors, n the presentation of the president's med.nl Tti safety engineer fia* a safety advisor, to those employees who have saved someone's 'tenograt^er and a statistician; the two life, either on or off the job. 57 1V62 Xaltanai Safety Congress Another tradition at this annual meeting it the awarding of prizes tor the tint, jecond, and third best suggestions, and for the most suggestions accepted- Suggestions on safety lead all other classifications and account for about one seventh of all those received. Now*. let us discuss some of the many pro grams ideas and innovations wc have in itiated or have perpetuated to make our employees safety conscious. First, of course, is that old reliable activity, the safety meet ing. It it is a large meeting, we increase its effectiveness by inviting a top official to attend, ft as not unusual for a division vice president to appear and speak. There ts nothing more effective than for the men to hear, right from a top executive, what the company's attitude it toward safety. If it is a small meeting, we may make a game out of it. fit "Tic Tac Toe--What Do Vou Know," the men are split into two trams. A man from one team chooses a category, selects one question from a group of 10, and if he answers it correctly within a two minute period, places his "X" or "O" in the proper space. The other side then gets x turn. The members of the winning team get an inexpensive prise--such as a cigar or candy bar for each man--and the partici pants, as well as the onlookers, have learned a safety lesson, while enjoying It. If it is inconvenient to bring the men into a meeting, we go to them by means of a slide projector, altered so it can be operated un 6 volts as well as 120 volts. The leads f.m be connected to a truck or car battery, and the cover has a built-in screen. With this, we can hold small safety meetings right in the held; or by changing the t> volt bulb to a 120 volt bulb, we can use it in a meeting room and describe recent accidents, demon urate the correct or incorrect ways of work ing, and describe pictortally all the other information whici safety people constantly bring to employe*. Where applicable, we use a working mode! for demonstrations. If there is an are* which has an especially peer accident record, we may invite the fore men to a series of evening dinner meetings. We choose a well-known restaurant, bring in about SO foremen at a time, and have a company official, such as a vice president, discuss the company's position and attitude on safety. At one such senes we asked the foremen for their comments; and no matter what each foreman said, no matter how impractical his idea, or unwarranted his gripe, we made no attempt to argue, or to justify the company's position or policy. We mereh noted their comments, thanked them, an: assured them that we would make whatever changes we could as scon as practicable. After the series ot meetings was ecneluded, we summarized all the comment*, and analyzed the ideas and suggestions t* determine which ones were most often mentioned or were giving the most trouble Then we set out to change or correct thee items--with the result that in those area* involved, we had the greatest decrease in the number of accidents in the next few years. In our construction areas, foremen are furnished material for use in a weekly tailbeard conference--so-called because it take* place at the "tailboard'' of the truck. Seme of the topics are discussions or editorials, and serve as a basis for the foreman !wulyze the action*, attitudes or habits c; people, or the hazards of the iob. Other topics are pictorial, and illustrate unsafe practices. In handling the pictorial topics, the fore man gives each member of the crew a copy of a picture, where the lineman hat dropped a wrench; then asks leading questions sue' a*, "What is the safe way to raise or lower tools to or from a lineman on a pole? I4 there anything in our safety rule book re garding this practice! Why should everyone wear a hard hat .*" etc. We also discuss recent accidents, vising cartoon drawings, which, with the descriptive material, explain what happened. These tail board topics can also be used in a shop* area, and can be issued monthly or quarter!' --depending on how often you believe they will be most effective. A moment ago, I mentioned a safety rule book. ! believe that most large companies liave one, and all companies have policies or practices which could be regarded as rules. We have a "general" book which applies to all employes, and special sections which are added to the general book that contain the rotes for a particular type of work, such as stores, meter, shops, underground, generating stations, overhead, etc. We also have a series |j || n |{ 58 fndiutna! Subjects Sessions work practice manuals. These show the ^proved ways or methods of doing the work and differ from the safety rules m that > -ey go into detail as to how a particular ..iV should be done For example, a safety -i,; might state that a transformer must be ,-,ted before it is connected, but how it ould be tested t described in these -vnuats. However, no matter how many rules or - > bocks we have, oo matter iiow many .-irk practices have been tried and approved, i matter how many tools have been safely >vigned. we still must sell every employee until a man is fully sold on safety, he .. not a 100 per cent safe worker. Now there > * lot of wav* to sell, and a lot of ways advertise--which if a preliminary step in 1 telling process. *''ne of these ways is to use signs. I'm sure , i f you use them in some form or other i i to some extent. Since first impressions - important, every applicant coming into -e oi our employment offices sees the state - -*m, "Safety is a MUST in our Company ! helps make it a good place to work. ; take sure of safety first." From the time an employe sign* on with , until he signs oil many > ears later, he ,, besieged with signs. They may hang on e wall of a district garage and carry a --*s?age for operating personnel, or be large - ivloor affairs, so located that both em- and the public can see it. It may p>raphra*e the well-known G. I, slogan, ' K.lroy was here--and worked safely," and i-z pasted on the side ci a transformer so will be discovered by the next crew ,,-viqned to this location; or it may be a c-vtchy message cemented to the aisle of our t'.-jp, where mechanics, carpenters and I aimers can see it--if they watch their step. For bulletin boards, we buy posters from Edison Electric Institute or National -afety Council, or we originate our own. To Nitrate the importance of using protective '`quipment. we conceived 12 posters using (.ports professional a* the theme. The **'i;d Fro* *; The other eight are e field, but still the game must wait: Cntil he dons h*< safety gear, he won't go "xr that piai* " Each month a different -.ft t< depicted: Basketball in the spring, - ball m rbw fall, hockey in the winter, etc. ,cfc c? or creistruction crews is fur nished a card even- month. These are hung m the crew compartment of the trucks where the men will see 'hem as they ride from job to job. Some ot the cards are aimed at a specific season oi the >ear, others at a specific date- When we have our annual drive or campaign, which I'll describe Inter, we design a card to augment whatever other publicity is used. For many year*, our construction crew toremen and their supervisors were issued cards. Each lour week period, a star was pasted in the proper space to indicate a perfect record, if a lost time accident oc curred, it was recorded n the second period. Similarly, two non-disabling or nolost time accident* are shown m the fourth period. We discontinued their use several years ago, not because tlx* idea wasn't effec tive for awhile, but because many years of use had dulled their impact. We believe that in safety salesmanship, you have to keep using different and novel techniques to maintain interest. Every four weeks we issue an Accident Experience Report showing the total num ber of accident* occurring during the four week*, and year-to-date; the number oi dis abling injuries; and the frequency rate, compared with the previou* year. We also describe the disabling injuries during that period. The seven divisions are listed with the one having the best record on top, the poorest on the bottom; the generating sta tions are similarly arranged, a* well a* the miscellaneous departments. This give* an in ventive to each group to get their name on top. Similarly, a monthly motor vehicle acci dent report list* the number oi car and truck accidents and the rate per hundred vehicles. We use this comparison rather than accidents-per-mile basis because of the differ ence in traffic condition* between our rural a revs and Chicago. Both the injury and vehicle report* have company-wide circula tion, so that everyone has access to the figures. Transportation Memo*, varying in color and carrying a different message each month, are pasted on the dash or other con spicuous place inside our cars to remind the driver that he should be a "better than average driver." Also, we issue from time-to-time bulletins hazards that come to out attention which 39 /Po7 Xalional Safety Longretx might ft i*. obvious to the avenge person. Thermal insulating underwear, for example, ie wonderful for outdoor work or play. Cut when hrt sold, if a spark from a t-isuretir or campfire set it on fire, the syn thetic n was mode of would melt and create a hot, iticky lava which could flow down a man'* body and bum him from chest to feet 'Mmit.ir bulletin* have warned against trying u. bum latlenes with the trash, flammable cleaning solvents, dangerous toys for child* ten, and hazards encountered when working near plants which use radioactive materials. For example, wSien we make arrangement* with the window display manager to dev me one of die windows in our main office build ing to safety equipment, Bea Safe is there to be seen by the public passing by as well as by our employees. Whenever we have an open bouse, such as upon the completion of a new building like our Technical Center, a new generating station, or district office, we try to homswoggle space somewhere f. preaeh the safety message. If families are invited, we may show Mickey Mouse movies to the kids. or distribute an inexpensive In indoor areas like generating stations prize to each child. And many times after imi shops, accident charts show the progress manu has seen what protective equipment ><eing made. The top red line indicates our paps is supposed to wear, she makes sun 10.54 experience; blue, 1955; green. 1956; he uses it. (.range. 1957; etc. These can be placed near Since pencils are pretty universally usok bulletin boards, tn locker or assembly rooms, we requested our purchasing department to m hallways, or near dispensing machines-- buy them with safety mottoes imprinted. ,.u>where they will be seen by a large ma turity os the employes. In many locations, the number of days There is no charge on Urge order*, and the manufacturer has been furnished with sev eral dozen slogans. which have elapsed since the last lost-time accident is recorded daily, and woe unto him who breaks a long-standing record. 1 saw a cartoon some time ago, in which the inlured man says, "Oh, the arm happened on Everyone drinks water sometime during the day, so what is better than a drinking cup slogan, calling attention to safety at a time when an employee is maxed and ha mind receptive to a safety message? the job and my co-workers did the rest-- Another gimmick we used for awhile * -cm* i ruined a five year safety record." >ome divisions issue a monthly bulletin to all supervisors which shows the date of the fast disabling injury', the number of accidenttree days, and the number oi manhours completed for each district within the division. Of course, we wouldn't pass up the oppor tunity to use our monthly magazine, and we try to report safety news items of sufficient interest to be printed. When an event of unusual significance occurs, we ask for the from or bark cover, and the editor has been very gracious and accommodating. Now let's discuss some of the gadgets, ctnimickt and glamorous, glittering, graphic guile we have used to remind employes that the company has a *afey program. Many of you, I know, are served by electric utilities which use Reddy Kilowatt a vvtnbol of electric service. Our com* patty uses "Little Bill," Shortly after he was introduced to our customers, the Safety Section created "Bea Safe" to represent our many wiety activities. We think she is very attractive and a fim-elass attention-getter. a telephone message device. Once a week cr oftener, we dictated a message *xt vaiety io a recording machine. It wax connected to our main switchboard, and at any boor or the day or night, any employee, any place on the system could dial and hear a brief safety message, ft can be rented from the telephone company for about 23 a month, and should be connected to an easily remembered num ber such as 7235, which spells SAFE on the telephone dial. The message might give advice on accident prevention, report the details of a serious injury', or be a reminder of (he season's traffic hazards. During World's Series time, we reported the score at the end of each inning. Another gadget available is an automatic slide projecting machine This holds 16 2 x 2 slides In a revolving disc inside the box. Each of the slides is projected automaticallv for six seconds onto the built-in screen. A minute and a half is required for the cycle to be completed before the first slide appears again. The device can be placed in a building lobby, near a water fountain, coffee dispen sing machine, or any other location where employe traffic warrants it Vou can load it 60 Industrial Subfectt with slides tor linemen one day, for boiler ahead, for the saving of the indirect ex mechanics the next, then direct it toward penses and the reduction in the number of toreroom hazards, or shift it to the girl's minor accidents are plus values which com lounge and warn the gals against slippery pletely offset the price of the dinner. floors, high heels, open file drawers, super Many time*, individual awards are made visors who pinch, and other harards en to each member of the group, with suitable countered by office girls. engraving which serves as a constant re Our 10.000 and 20.000 volt rubber gloves are turned m for testing every i months. First, they are washed and sterilized, then minder of the occasion. In addition to the items shown here, there are many others available--key chains, ash trays, ue clasps, carefully inspected, electrically tested, and nail clippers, small too! kits, steel rules, etc. ea!cd in boxes for re-use. lust before seal We encourage the awarding ot these gifts, ing. a card is inserted to remind the linemen l*cau*e other employes see the item or hear and others who use them that a glove on the about them, and strive a little harder to win hand is worth two on the track. The cards u,meriting themselves. It is a peculiar trait are varied, bringing a new menace every' quarter. Another effective tool is the u*e of Safety Achievement awards. When a small group-- ji the average employe that hell work all >er for $3,000, but for 3,000 plus "coffee and," or breakfast, or dinner, and a souvenir, he'll work safety all year! half a dozen men--has worked one. two, When a group is getting near an award three, or more '.ears wititout a disabling date, cards or certificates are sometimes injury, this award is presented by the divi sion safety advisor. For larger groups, who accumulate 50,000 or more manhours, a issued several weeks In advance to stimulate further interest in reaching the goaL borne people are superstitious, saying, "Let's not irimed certificate is awarded, signed by my talk about it until the day it happens"; but self and the president m the companv. When wc feel that the more publicity there is the 250,000 manhours are completed, a red certi more safety romciuusness is created. ficate is presented. To increase pride tn the wearing of hard These are all dated one year, two tears, tut#, wc designed and issued Scoichbte em three years, etc since the tan disabling in blems, f.-tnbolic of the department or type jury. And on those important occasion* when *.t work involved. Whenever a man lias been a department achieves one million manhours, spared a severe injury, or perhaps death, by an impressive golden plaque serves to re wearing a hard hat when struck by a falling mind all employees involved that they have object, we present him with a special hat, accomplished an outstanding satety achieve emblematic <A his membership in the Turtle ment. The Edison Electric institute a happy to give national recognition to groups who have worked 1,000,000 or more manhours wititout a disabling injury, and a similar plaque is Club. The hat becomes fus personal property and the ceremony usually occurs at a safety meeting. We average about one presentation a month- What an easy way to recognize the saving ot twelve injuries a year! available from the Greater Chicago Safety Similarly, a Wise Owl Club certificate, Council for firms in the Chicago area. jvetented to a man whose eye lias been Usually "coffee and" is provided when the first award is presented; after several years a breakfast may be served; and when a million manhours is celebrated, a full course dinner mark# the occasion. We realize that saved, stimulates interest in the wearing ot safety glasses and goggles. Both the Turtle and Wise Owl clubs are glad to furmdi the equipment and accompanying certificates either free or tor a small charge. a $4 dinner for 250 employes U $1,000; but Some of these selling Ideas apply only to we also know that an analysis made in our certain departments. We try to reach every company several years ago, showed that the employee. One year I mailed a letter to average cost of a disabling injury- (exclu everyone's home, announcing the decrease in sive ot fatalities was $442. Thus, if wc the number of difabling injuries in the previ eliminate just one lost-tune accident in each ous year. The next spring, a simitar letter of the two years it takes a group this size was prepared and our advertising department 10 reach a million manhours, we are money helped me "pep it up" a little in format. I 61 I9( J Sahonal Safety Congrtu jKo wrote a personaI tetter to every departTrent head congratulating him en the imf%rer\-emem in hts disabling injury frequency 'ate; or, if hi* group hadn't done so well, i ftfotiraging him to do better. I know these tetters were effective from the answers 3 teemed. Sometimes the department head used my letter as a basis for one of his own which he issued to the employes in hts area. Here is a very effective tool for pinpoint* mg those areas which need speciat attention. At the end of the year, we analyze all acci dents occurring in a division or generating nation. First, we itst the accidents accordant to the foreman whose men were involved. >ond, we record the classifications of the workmen injured, and their age groups. Then we list the injuries by type: falls, burns, electric shock, etc. Next we show the ro'cns; improper tool*, tack of adequate mnraction, omission of protective equipment, violation of rules, etc. Then we go over every item with the superintendent and his assistant so that they get a complete and accurate picture of their accident problem and can take steps to correct their de ficiencies. About once a year, we pm on a special drive or campaign. In 1955. we had Safety Week. A letter was mailed by the manager of industrial relations to the home of every' employee. The goal was to have the entire company work one week without a disabling injury. Buttons were issued, to be worn by rvtrycoe during the drive. They were made if celluloid and, much to my embarrass ment, a welder in one of the shops set ha cm Are and we almost had an accident! The bock cover of our monthly magazine cirned the theme, "Let's dwarf the number of accidents with the safe seven--and keep the record clean." Crew cab cards for men using trucks, and posters on bulletin boards for if,op and office workers reminded every one they should be extra careful from March JDth to 26th. The week was a suc re's, and with almost 16.000 employes work ing 40 hours apiece, the entire company reached 600.000 manhours without a dis abling injury for the first time in history. In September. 1955, we tried to double the figure: this campaign was called. '"Shooting for a Million." Our shops built a rocket, we picked a pretty girl to touch it off, and arranged with the editor to use both the front and back cover ot the Edison kuw Newt. Again a tetter was mailed to ail em ployees, and pins worn by everyone during the two weeks. This time, we had them made of cardboard. Each day was sponsored by a company official, And a daily bulletin was issued. These bulletins had a picture of the official, and a little corny verse to add interest- Each successive day showed the rocket moving farther from earth and closer to our goal of 1,000.000 manhours. In spite of all this publicity, however, "Sputnik" turned out to be "Sputtemik." But we feel our effort* were not m vain, tor several areas determined they would get * million manhours themselves. Two of our generating stations made it, and a third reached 870,000 manhours before an injun* broke the record. Our campaign tn 1956 was a slogan con test, with cash prizes ranging from $200, down to $5, for the 25 best slogans. In addition to the publicity in our magazine, we put posters on all bulletin boards and used our telephone message device to en courage participation. Included with mv letter to every employee was a set of rules And an entry blank, tt hen the contest closed, we had received over 6.000 entries, indicating the Interest shown by employees all over the `'stem The 1957 program utilized the very power ful Mtety movie of the L\ S Steel corpora tion, "Knowing's Not Enough." Publicity included cards in elevators and on lunch room tables, posters on bulletin boards, Hags at each headquarters, crew cab cards, and (he back page of nur magazine. Everyone veing the film was given a small K N* E fiag to wear on cap, blouse, or lapel, and our safety advisors wore specialty made ties with >eltow Hags showing against a blue back ground. Our campaign in 1958 was called. "Oct Safety into Orbit around the Edison $vstrm." Division vice presidents, station st intendents, department heads and sat. personnel wore handkerchief and neckties specifically made to illustrate the theme. Fore men wore arm bonds during the two weeks of the campaign. In addition to magazine and poster publicity, each employe was sent a letter, and specially designed match books were distributed by an attractive "Be* Safe" 62 fuJnsiria/ Subjects Seuiotti in various stations, division offices and reporting headquarters. We also arranged to t-ave a message irom "Bea Safe" imprinted vri every employee's pay check envelope. In 1959, when we adopted Moulh-toMntnh resuscitation as the preierred method it artificial respsraiwi. we showed the film, `"Rescue Breathing' to every employe* on the vv smn. We also distributed wallet cards to replace those formerly issued on the Backt'ressure Arm-Lift technique. The I960 campaign was based on a movie vCich was written, directed aM produced bv -<ir own personnel, u'ing pr ..esstonal help i-uiy for the recording and editing. "Take Wither Look" is a 16 millimeter, sound. K.if motion picture which portray* six 'indents typical of tho* which might oc.ir on any electric utility system. t`?ing a golf outing at a background, this ,'7 minute movie uses "flashback*" to dlua- ;mc each accident. We followed it up with ;ier* on every- washroom mirror We have ild about two dozen copse* of the film to .,iher companies at SI50 each; if you are interested, contact me; there i* no charge r.rfi preview. hi 1960. we held an ***ay rawest in con nection with company-wide showing m the National Safety Council movie, 'Safety Everywhere --All The Tune." Employees .si-re urged to send in essay* of 100 word* nr !es* cm the theme. "I should practice >iiv Everywhere - All The Time because -------- .** Entry blanks were mailed to homes. 'mi 5625 in pmes were offered- Award check* were presented to the 26 winners at neu>n dinner, with suitable pictures and publicity. This year, we adopted "Cardiac Ceenpresion" or "Heart Massage" as a UxVsavtcg technique to be u*ea in conjunction with Mouth-to-Mouth or Mouth-to-N'o** respira tion on victims whose hearts have stopped Iterance of eleetnc shock, heart attack, drowning, gas inhalation, or other cause. Utr medical director trained a group of -racialist*, who in turn trained other cmplovees in the proper technique. We try throughout our contacts to tell ;itely rather than force it, to convince people they ought to work safely rather than penalize them when they don't, to remind *upervi*ors and foremen that accident oresemioo is their responsibility and that we Ate there to Mf them, not to dictate to them. We a1*o stress the tact that we are available 24 Ikhu* a day. If a night shut wonts to hold a safety meeting at 11 p.mor i a.m., or 7 a.m., we'll be there to handle iur part of the program. In spite ot all these activities, however, accidents k> occur, ami when they are serious, a textual investigation ts made, A committee of high-level supervisors ts selected by the safety policy commute* to investigate all aspects of the accident. The investigation has a two-fold purpose: First, to leam exactly what happened *o that recommenda tions can be niaic to avoid similar mishaps m the future: second, to impress upon the group and others, titat the company really mean* bu*ine* when it comes to accident prevention. A union representative is always invited to attend to sec tliat his men get a square deal ami. Inter on, when the report of our findings is published, to stop any rumors or incorrect statement* by saving. "JJow wmt a minute: I vra* there at the investigation, and tlie report is correct." The reports are normally three or four pages long and arc addressed to the safety policy committee tor appropriate action on the recommendations. Copie* are distributed to that everyone know* the taels. Usually a picture or drawing i* included to aid the reader in visualizing the job conditions. If the accident less serious, but could have liecn bad. an informal investigation is con ducted in the wine manner, except lowerlevel supervisor* are on the committee. Whenever an employee itas had three or more accidents in a sitort period of time, I write a letter to the station superintendent, or division vice president *o that appropriate action can be taken, if necessary. The em ployee may be careless, have poor eyesight, not enough training, the wrong attitude, or -ome other characteristic which adversely Affects his work. But the backbone of our safety program is the work done by our safety advisors out in the field, shop, or generating station, con tacting men day after dav, counseling with foremen, inspecting job conditions, and participating in safety meetings. Now, perhaps you are wondering how well we are doing. In 1934, we had 569 disabling intunes--an average of 11 per week. In 1961, we had 100 disabling injuries---slightly less 65 >W..* Xotitmat Sett!y C\>n<7/v two per neck. In 1954, we were !8th ,,ijt ot 20 large electric utilities (those hav ing ?.OT0 or more rmpkivcs). Last year we were better than tlie atcrage, and while we still need to improie, we have cut our h-ahling injuries 82 |ier cent and all injuries 4* j*er cent in the last seven >ears, I want to empiuisuc that ail these gim micks gadgets and idea* I've described arc merely the advertising which calls attention tu the fact that we have a product--safely-- i" sell to our employes. The actual accident (retention work i done by competent engtr.rermv: .idtijuutc i-.tmiiin> and iniininc; strict. but fair emorctrmem; and ly*t enthusiasm. .ill, In rinsing, let me quote the motto that is on the wall of my office--a statement that was written hv one oi our supervisor* lack m 1922; "And ihe end is that the workman shall live to enjoy the fruit oi his tabor; that lus mother shall have the comfort of Ids arm in her age; that his wife shall not be un timely a widow; that his children shall itave a father, and that cripples and helples* wrecks who were once strong men, shall no longer If ; by-product of tndtwry " HOW TO START A TRAINING PROGRAM By J. G. CULLEN Manager for Plant Training, Johns- ManvtUe Corp., New York, N. Y, M..ny a training eiVu*t has produced di*,tpl<.iminc results because ut inadequate {reparation. Tlie importance of intelligent, tltoughtful preparation tit place os hasty, ill-advised starts cannot l*e oterrmpltasixed. If you haven't the time to prepare for train* ins, then you had best not do it at all; you might well be attempting a solution without knowing what the problem is. The subjects I will cover are: 1 Fundamental considerations lluit shaj* tlie preparation of training, and J, The preparation of training a. Management policy b. Analysis of training needs c- Program design Two separate but related fundamental eon-idrratkxts shape the preparation of training. The first concerns a definition of training it-rif. If we're going to prepare something, we ought first to know what that something i-i then our preparation is more assured of following the right directions. There are many definitions of training. For our pur;*se let us define it not in terms of what it is. but what it does. Training causes change. This change can fall into one or all of three areas: knowl edge, skill or attitude. To use an over Amplified example, suppose this paper gives y<-u new knowledge about training and *uppoe turther, you arc then more rkdlful the next lime you (dan a training program. If this <ome training ha,> taken place S*cdu>* you have received knowledge and have used it. This might even cause you to have a different attitude about training better attitude, I hope. Training, then, creates change and this is our first fundamental consideration. When we undertake a {raining program, we at tempt to bring about change in knowledge, in skill or in attitude. This line of thought leads to our second consideration. Our prep aration should do all possible tu create an environment in which the change can suc cessfully take place--an environment which will support the change. Imagine that a certain line represents the performance of a group of supervisors before, during and after a training period. Performance is low in the subject areas beforehand, during the training period it rises, after tlie training period it slips back to the same or to a lower level. Often, but not always, this is not due to a deficiency in the training itself, but to environmental influences that negate the effects of train ing. The change was accomplished but not held. Here is a more concrete example. Sup '-A /ndiu/rfrf ,uojc.-fr pose that a group of supervisors are trained in nc fundamentals of accident preven tion. However, is their daily working situ ation. no performance goals are set. nor is ;>ny emphasis placed on their results either in ' the day-to-day contacts with their su perior or in more formal periodic appraisals. In this situation the maintenance oi any improvement would be highly doubtful To summarize the second fundamental in a sen tence; In preparairon tor training, create an environment that will support the desired changes. .\`ow vou may ask; "How do you create this environment ?" This leads us to die next major are* of consideration--the prep aration of training Vou recall that the preparation requirements fall into three cate gories of activity: (l) Management policy, (21 Aralyszt of training needs, and (3) Program design. Continuing with the need for creating an environment that will sup port the derired changes, we ought to con- rider the manage merit policy aspect of prep aration. [ All worthwhile training efforts stem from managements recognition of a need and the genuine desire to do omcthing about it. If this carat* be a*d of a training en deavor. w should be skeptical about its validity. The most successful training ei- forts are those where line management takes the responshifity to obtain the results which onlv trainaar can help them to achieve. An appropriate example follows: One of our muio-pfant division* once decided to bring aboot drastic improvements in accident prrveftDOB performance. The development, implementation and follow-through of this effort embraced the following elements: l. They set goals for their plants to meet. 2 The top manager personally followed up on every disabling injury occurrence. 3, The top manager required written ac tion plans for each plant. 4. Results < accident prevention became a major consideration in performance ap praisal of an lewis of supervision. f>,, .Assistance was given each plant man agement group ta the form of Training In principles and techniques. In examining this pattern of approach we see h>r training was one oi a number of elements of a tout effort. The effort was successful. t.*<b were met and held and largely because it was a line effort, suplotted by training, from the start To put it succinctly, in preparation ior training, establish the training a* an integral part ot line management* policy. Analysis of training n-rd* i* the neve aspect of preparation. Obvi-xisly, analysis i* indispensable. To treat the subject thor oughly, however, would be too lenjtkr. Lit me. instead, sugge.-t some thought starter Training needs rarely exist in isolation with out other related problems. A study ot the overall, total situation out of which the training need has grown will provide insight into separate but pertinent problems in tlie organization unit. Tlu* insight serve* -ei eral purposes. First, it senes to specify and weight jhc effect of each problem in the total situation, rt makes possible a separation of tho-e tilings that training can help, from the things training can do little about. Management then has a realistic view of what result* can be expected from training and wh.it other problems need tn he acted upon n full results are to be achieved. A few examples, in the form of question-, will clarify the concept oi related problems. In the area where training will take place- 1. Are supervisor* overloaded or spend ing their time in such a way as to prevent adequate implementation and followup .-! the training? 2. Are work method* and facilities liavitivr a bigger effect on the problem than lack of {raining? 3. .Are there *enous. uncontrolled liaxard exposures in the environment in which the trainees are required to work? The?e arc only a few questions that analysts will an swer. You can no doubt think of mans more. Second, anatvsis is necessary to define even1 major knowledge, skill and attitude element in the training area. This is an absolute necessity because line management will sometimes make a vague request for "some training for these boys." A good analysis will convert tins request u.'o a specification of the knowledge, skill or atti tude requirements of the training program. From this specification, a formulation ot concrete training objectives or goat* is pos sible. Basically, if you can't state your objectives, you can't communicate diem. 'A Vtrtionat Safety Congests Program design is the third and final point '' preparation. Program design is the put* (.(iff together of a usable, efficient training Kogram that will satisfy the needs your tnalysi* has indicated. There are three main wtivities related to program design, t Structure 2. Controls ` Follow-through met, it is obviously necessary to determine why and to decide what can be done about it. An example will illustrate the function i'i( control*. Suppose that accident frequency i* run ning at a level of 100 and your goal it to reduce it to 5.0 in a given time. This would he one factor of control and there would probably be more. The program is launched, Since design, too, is a lengthy subject I will only touch on the necessary considers* ' .m and decisions. Structure deals with: 1 The creitent of training hut your control information shows that fre quency' is the same or gets worse. Some pretty serious investigating should he done to find out whv, D the program deficient or ate there other disturbing influences ran* currently at work in the situation5 What subjects should the program embrace to obtain the desired changes ? 2 The sequence of training Another quick example of a type of con trol over a lei tangible aspect might be the study or spot-eheck of equipment proposals How are the subjects related ? What nectssardy comes first? How will knowledge, skill and attitude be built up in a systematic way ? .* Time allocations What is the value of each subject? How much time will He devoted to it? i Training techniques What methods will be used * Lecture, conference, project assignments, cases, films, are a few possibilities, r.^itrol* over training are necessary sim* j-tv to tell you if your objectives are being net nnd to what extent. To establish con trast I would suggest this pattern: 1. Decide upon the factors that training -I'rnld affect. to see if engineers who receive training in principles actually use the principles m equipment design and planning Quizre>, tests, study of data trends are all examples of control information. To summarize' In preparation for training, plan your controls. The third and final point of design deals with planning for follow-through. Prepan* lion should always include plans for follow* through. A Plant Manager once said to me, upon completion of an extensive training pro gram covering accident prevention principles, "These are good principles, but what are we supposed to do now?** We then realized that our planning had missed a point, and we went back and modified that portion of the program. We built in a series of quite 2. Find ways to obtain information to tell specific recommendations on how the plant '-u what is happening to these factors. organization could reallv implement and con *, Interpret what the information means. i Decide what action to take if the in formation indicates that desired changes are o`-t happening, 5. Art, f. Review the results. Although controls are used during the implementation of training, it is alio neces sary to build them in during preparation of (He program. If cbjective* are not being tinue to use the principles outlined in the program. Stating the final point briefly, in preparation for training, plan your followthrough. t liave suggested a number of comidentions fundamental to starting a training pro gram. Experience shows that if any of thee basic requirement* are minimized or over looked. the total effort will fall short of the desired goals and people will be disillusioned and disappointed with training results. intiuilrtol ^ uhjeets 'iesmm.t FACE-TO-FACE CONTACTS IN SAFETY By EARLE S. HANNAFORD, Pb.D. Safety Engineer, Long Lines Dept., American Telephone & Telegraph Co., New York, N. Y. .Ml of our skills and teaming in the field of communication have been pointed at bridging tune and space barriers between participants. Two-way communication, such as the telephone, gives an immediacy, inter change and feeling of contact that one way chicles, such as books, newspapers, motion pictures, radio and TV, lack. Yet in terms of the added emotional dimension of faceto-face contact, the telephone doemt quite make it either. My dicusion will focus on the *uil ir replaceable factors that give face-to-tace contacts their power and the way to use them succcsstully. Although tnv applications wilt be tn the safety field, the fundamentals hold true for all human communication in the person-to-person area- Mv paper is divided into three parts: First it behooves us to check over the key psychological factors upon which the power peculiar to face-to-face communication is based. But / am not going to Hood and Mterwhelm you with protc**tonal and tech nical terms--welt keep it in layman's lan guage. Secondly we will review the practical siep-by*step procedures in face-to-iace com munication and how to make sure thev are working effectively and Third and tost, oar workshop will consist of several brief role-playing demonstrations illustrating and applying the step-by-step procedure* we have developed. Volunteers from the group will be used in the role* piaring. The emotional dimensions which only facelo-tace communfcatJon* have are actually achieved by overcoming certain emotional blocks. This is what makes it such as ab sorbing and interesting challenge. Unless we know- and recognise the symptoms of these emotional blocks our success is largely a matter of chance with the odds being stacked against os. Of coarse I tan just go ahead and name these emotional barriers for you, but 1 am not going to do so. Why? Because that would not be a realistic approach. $o, l am going io describe some actual cases m which these symptoms appear, for that'* the wav we run up against them in real life situations. After 1 describe each case, we will draw from it the pnmxrv symptom or symptoms of emotional blocks to face-to-face cwnmifliication and then we will decide what to do about it. The eases are all accident cases; however, they could just as well be chosen from other face-toface communications situations for, as. I said, the fundamentals apply and hold true for all such communications endeavors. Care t--Description; Twenty-two year ol-l Carl's right hand was badly mangled in a large forming press; his sixth serious dis abling injury to his hands or arms in sit year* of employment. His job had been rHanged several times attempting to get the right one and hit various bosses had given him continuous personal attention and train ing on a facc-to-face basts. The surgeon was very doubtful about sav ing any of his fingers. When hi* boss in sisted on trying to save them, Carl broke in, saying bitterly, `They are no good to me and never will be--take 'em all ofl," As the result of exceptional, persistent work by the surgeon, all but his index finger were saved. Investigation disclosed the following . I. Car! had had to leave school at 16 to help support his widowed mother and sev eral brothers and sisters. He was a good golfer and caddied week ends to earn more .1 He passionately wanted to be a pro fessional golfer but couldn't because oi hav ing to help support the family from pay day to pay day. 4, With his fine coordination and quick reflexes he could easily have avoided the injury to his hand. Emotional Block--Symptom l People tend to "listen'* to themselves, i e their own thoughts and desires--not what you are saying. Block--Symptom It Sn individual's .icreptance, happiness and ni.<rale wem lo depend more on wliat he ex- ' the suture than on the pleasantness i.r unpleasantness of hit present situation. f motional Stock--Symptom Iff A (rerson responding with or showing emo tion, i e, anxietv, tear or tension, does not ku'iw precisely what to do. One who knows what to do and has the skill responds ra ti* 'iialU'. t'motiemol Block--Symptom it' The commonest ot all emotional blocks e the instinctive drive to resist coercion, w'ether it l-e from a frustrating and seemi: i-h me-cajot-le life situation, or what app-v-< rs. fr. le prefttr from some individual * <h\Kuly, I do** this raw because it is (riplex rrw-uyh to rive nx to four key rather than use four -rparate cave*. Ot course all cases are not ilu.r n-mple.v, hut all tour symptoms are so interrelated that the recognition of any one *nd its treatment could Have insured effec tive tiwc-to-tace ct-nummieation. So let's dis til** wliat to do when our diagnosis reveals cun symptom* ft emotional block. In ilie interest oi simplicity and saving t"*e. J am go mg to designate each symptom f`* a word or two. Thu* in our discussion fmreTKf t<- them will be easy and direct. : Jtl.sul flier* ' ysnft.m; l n in IV Recoil Sickname ."wif-Listening Future Expectations Anxiety Response Resisting Coercion ('i-rcing the human barriers to facr-tof.tce coHimunu'tiluMr We hunum identify and relate most readily n< wirselve* and our own desires, sTM we have our own goals and persist in irving to achieve than. Thu* "self-listening" *> natural and automatic Our piercing this emotional barrier calls for; 1. i<kncif)ing cutwelves and our goal or jt**aU with the other person and their goals. 1. Giving them help in selling themselves ' our goal so it becomes theirs rather than our*. "Build cupola's** when indicated. (I'll explain this ui a moment.) 3. When they won't identify our goals with theirs, we must create enough positive tension so they will substitute our goals for theirs. Store we are intent on selling our own goals, sincerity in helping people fell them selves is vital. They have to sense vour desires. This calls tor "empathy," not jum "sympathy.** Empathy is the ability to put yourself emotionally in their situation. Through our unconscious we sense such tilings. Because they have generated so much tension tor their goals we must create positive tension. I said ponlizv from their Mtidpainz, tor our goals. A moment ago I mentioned "building cu polas." Let me illustrate. An engineer brought hts supervisor a beautifully done set of plans for a small building to hou*e a substation m a residential neighborhood The supervisor said "The plans are perieci hut ! want you to put a cupola on the building." "It will rtsn it." said the engineer. How ever, he did as he was told. The supervisor knew from long expe rience that the chief engineer always had to leave hi* personal identification mark on everything by changing or adding something to it. So he built a cupola on a perfect plan he didn't want clanged. Sure enough, the plan came back with big. slashing marks striking out the cupola and the note. "Take off that damn cupola! It spoils an otherwise excellent job.** Ves, sometimes wc may have to "build cupolas" so as to locus tension where we want it Particularly where empathy paths may be blocked or not working at the time. Symptom If, "future expectation*," deal* with probably the most baffling of *1! human emotional block*, one that is often cruelly and consistently exploited. Why is it that "pie in sky'1 can override "meat on the table today"? George Bernard Shaw once said, "Remem ber, our conduct is influenced not by our experience but by our expectations." It shocks us to And that a person's atti tude, acceptance, happiness and morale de pend more on what he expect* oi the future than on what is happening to him right now. And yet without hope we cannot sur vive and may even seek death or injury as in Carl's case. Induftruii Subjects t.tt ['..tituinn* aren't the only one* who ex ploit this "future expectations" symptom mth colorfully contrived word picture* based ,.n obvious fallacies. Let's face it, we use it .u each other and also on ourselves. In ,.,fefy. a* in all sane motivation for reward ing living, we must use ethical means in the true imrrr*t* of the individual. And this -m be done. Actually it involves seeing loud V* in it* real true colors so we face <p to ttwbv`% problems realistically. Here's me treatment for this symptom. 1, In-ight into the true nature of anyning come* with knowing and perceivmg tut: inferrelation*hip between event* and kins* in terms of their togetherness, not , ,->>!.ited events. 2. True inight is based upon orgamring -he tacts and information given, not ing ..ifse amount* and frequency ol exposure to ivrwkcim reason and play upon the emo- G,aK and incentive* must be personal* itcl by identifying them with die individual ,<r;<l things already known and accepted by mm This is a two-edged sword for it can 1-e u*ed just as effectively in convincing that .r'.medung is true even though it is false. 4 \ person passively agree* or disagrees mat "insight" take* place, then he acts, UI. "anxiety response'* is one \ie te-t tor carl* in any face-to-face com"-tiiuc:tM<n Mugle episode or sequence. We >*? n<>t do alt the talking or selling. Early > r .-(intact we must elicit a response to >.r pt'-'h If it gets an emotional one, i.e., tf the individual'* response show* far, anxi,'iv or temion. %ou can be sure he does not know t'ffctselv what to do. Moreover he is "ttnemng to himself." not you. He has not t-rc the "insight" we discussed in connection with the "future expectations" symptom. Listening at the right time U indispensable to finding out who he is listening to. Unless he is comprehending and accepting, you are worse than wasting your time ior he un consciously construes it u opposition to his goal and he resent* such pressure or co ercion. Remember the old teachlag-leaming axiom, "(t comes nut of the head just the wray it went in." If it Isn't gening Into the head your way it can't come out that way. The only check is a listening check keyed by the proper quejtioft. Moreover a key, pivotal item is frndmq out whether we need to drain oS existing anxiety or fear (tension) before we can build tension tor our own goal or goals, lit this connection it is very important to re member that "anxiety response" is ambtvaf it Bv that I mean it can result in cither u two directly opposite symptoms depending upon the person s personality. In one. the individual may be violently and aggressively outspoken--in the other he may be quiet, unresponsive, withdrawn and non-commumcative. Here's a ca*e which aptlv illustrate* the "anxiety response" symptom and <e of its treatments. Cose it; Marv is a restaurant worker. She Isa* had 12 injuries in IS years, eight of which were serious. disabling ones. A check showed that each of the eight occurred shortly after she had had to be disciplined. Mary w-a* the type that needed frequent attention ami retraining because she consistently and rcfieatedly violated instructions and safety rules, Tust ailer her most recent "face-to-face" session wih her bos*. Mary was making sandwiches in the cafeteria line when she looked up and saw the safety engineer wait ing ior a sandwich. "Hello, Mary," he said. "Mr. Joe, we have the lousiest safety program in the world," shouted Mary, wav ing live sandwich knife. Alt activity in the cafeteria stopped and all eye* and ears were focused on Mr, Joe and Marv, Some .obviously were thinking, here's where Joe gets hi* lumps. "That covers a lot ot territory, Mary,'* said Mr. Joe. "Do you lave anything in particular in mind!" "Ves, see this bottle opener on the front of this counter? We don't open bottles here any more. 3 just know it's going to make me have a bad accident--I just know it will/* said Marv vigorously and viciously slicing a sandwich in half. Mr. Joe stopped around and checked the opener. It was round and projected very little and just wasn't a hazard. "Mary," he said. 'Tit have some one up here in a few minutes and remove it" "Well--OK," said Mary. .Vattiffiai Safety tow-nv*; Mr toe got In* sandwich without a gar nish ot Angers but when he was 30 feet awav down the hue, Maty gut in a last punt It, "Mr. Joe," she shouted. Milt waling the Unite, "don't you forget it. now. vqu hear?*' The opener was removed ami Mary has not had her usual follow up accident and three years have come and gone. Also, Mary tt being given opportunities to talk it out, jot then *he yi'ro* tu ivtiuw rule* `he used to ignore. Now let's review briefly the tilings we can do to overcome the "anxiety response" symptom 1, .\*k a question or questions to see if the "anxiety response" barrier is present 2, If the response show'* emotion, bleed it off by helping them tatk it out Then and only then can we build tension to get action on our goals. 3, Remember, good listening is needed in face-to-face communication. Silence some* times is really golden. 4, Check on bow it is cuniing out of the head, not just how it's going m. Our fourth and final symptom, "resisting coercion," is best overcome when the other three have been disposed of. That's because tlirre t an element ot rr*i.*tmg coercion present in all of them. If "self-listening." "future expectations'' ami "anxiety response" have been properly compensated for, the re* minder falls easy eaptive. Here's how, 1. We learn best by seeing, and seeing tilings in their proper perspective cancels out for of coercion. 2. Words alone are just symbols and are not convincing. Ttw> mu'l produce images in the "mind's eye." Kighty-rive per cent of what we team come* through "seeing." Wards are a tool to arouse pictures based upon previous experience Actually we do not see with our eyes. They transmit im pulses to our brains where images arc cre ated. The sounds we hear are also trans mitted to our brains where they, too, create images or pictures in tbe same way. This is the "seeing" 1 am referring to. 3. Use words selectively so that their images or pictures are in terms of the person's desires, experience? and background, wt ours. Became, and only because we have ex plored the emotional barriers to face-to-face communications and know how to detect and handle their symptoms, we can now devise a simple stev-bv-step procedure. The practical step-by-step procedure jor faes-to-face communication* m safety.' Motivation is one of the word symbol* at our day and times. Psoduct motivation unceasingly assails our ears and eyes, in fact most ot our five senses. Thus it would behoove us to relate our step-by-step pro cedure to sound motivational principles even if it were not essential: however, it is vital to our objectives. Persuasion and motivation arc identical twins that practically defy sep arate identities, in fact our step-by-step procedure is in many ways an extension and amplification of the three fundamental steps m sound motivation so let's look at thtm first Steps in Motivation I-- Identify yourself and your goal or product with the "buyer." II-- Remove any emotional blocks to action so as to insure "insight." Ilf--Set vour goal for him and create enough positive tension so he will achieve it. These three steps or factors In motivation are true for dealing with both individuals and groups. But before we begin our actual pitch we must know just what our goal and objective is and how it is to be achieved. Any type of communication fails if we are not dear on where wc are going oursdve*. So we must decide which of these is our purpose: The three possible purposes of face-to-face communications; 1--To direct, order or instruct. If--To get their ideas or opinions and then direct or order. III--To help them decide for themselves. We are certain to create or entrench emo tional blocks if we fail to make it clear which of the three is our purpose. Sure, sometimes the situation defines the purpose or it is or can be implied, but both we and our co-partners must be aware of the pur* pose for our get together. Unless you have decided upon your pur pose and specific goal or goals before--I said, before the actual face-to-face contact --don't have it. You will just be riding off Industrial Subnet* 4.. 1 in all directions at once. So decide- In living situations which arise quickly, it doesn't take tong to fix on our purpose and goal. We can do it m a few seconds if we have to and do so constantly all our lives, is your purpose to direct, order or instruct? if so on what, and what is the goal? somelimes you want to "sense them out" wd get their ideas and reaction before you direct, order or m-truct Thi relieve- ten sions and keeps the line `'clear,'* Finally we may want to have them develop what they want or should do and then help than to vet a goal and how to achieve iL Having set our purpose and goal we are ready tor the contact. 'slept in fece-to-foee communications: I--Identify, define purpose and goat (Get responses.! II--Check for and renvA* any emotional blocks. III--.Achieve insight and create action tension. IV--Get a "playback" and "patch in" a* reeded, (If emotional Mocks develop or reappear start over with step II.) V-- Reaffirm goal and have them initiate action as soon as possible. When using the step-by-step procedure, it ts important that it is done naturally and is not stilted or rigidly routine. It is best to learn the steps and know them and How to recognize the symptoms of emotional blocks and what to do to overcome them. Once in nund. go ahead and do it without outlines or check sheets. Missing an item here or there is not as important as giving the feeling of naturalness, sincerity and achieving empathy. Based upon our discussion prior to setting up our practical steps m the face-to-face communication process, the steps and their use are self-evident. 0 we come to the third and final part of our own discussion, that of illustrating them by using a few brief rote playing sequences. Role playing is a powerful communications tool for we achieve identification through the individual's unconscious and con-cions projection of himself into the roles being played. Croup procedure AH persons in the group observing the role playing are to be given copies ox the "Faee-to-Face Communications Performance Chedc Sheet," Attachment A, and complete one after eacn of the role playing cases checking the items according to his own appraisal. Following the role playing the check sheets form the basis for a question jjid answer discussion period. Rote playing--Cate A: Selling and orientation A supervisor who had observed an cmptoyce servicing large, open type storage i-attend the day before without wearing lux eye shield, rontucts him to sell him on <wng the ey e shield- The company provides die eye shield and has safety rules requiring its use at alt tunes on that job. The super visor, John, contacts the employee, Bill, in. the battery room where Bill is working. \upur, -"Got a minute, Bill ? I want to talk to you. Bill--OK. Shoot 'tupvr,~"-I noticed you weren't using an eye shield on that battery job yesterday. ff//--Ye?h J--*0 what else is new* (Starts to walk a- .1 Supvr --Hold it. Bill. Come back here. I'm not through yet. Bill--Aw, I got work to do, John--you should know that--you gave it to me. Sttpvr.--I've got work to do, too, and talking to you is it. Bill--1Gabbing doesn't service batteries. I wa working nn them long before y-iu started here. Remember? I broke you in. Rid. Supvr.--Yeah--I lived through it. Now what you got against wearing the eye shield? This isn't your first miss, BilL Bill--When I get to be,.......... I mean it 1 was boss. I'd change plenty around here. ;upvr.--Well you're not See* Get with it and tell why you won t wear it Bill--I've told you before. Not having to wear glasses, the shield annoys me. It fogs up and it's uncomfortable and I've nevcf splashed arid jet. I know my job--anyway they're my eyes. Su/'tr.--They won't be worth much to vgu with a toad of acid in them. Where's your shield? You should have it on for this job now. Bill--Here in my pocket. Supvr. (angrily 1--Put it on and keep it IQfi* Xattcnal iovfy l i'IIJWJ on. unl< you w*n? a couple dive off with out |ay to think it over. Cot it? fti//_0K. Boss OK. if >ou say so- (Bill takes shield out of his hip pock and puts it or) I do uv so. (Pauses.) Look, Bill I'm dome this tor tour own good-- you know tnat. fti/T--Yeah, you sure are Boss--l know that. Two da\s later a syringe broke under pressure when Bill wasn't wearing hi* rye shield. Hi* eyes got a load of acid und are tar tront being as good as they U'rd to be. Bill was aJooc at the time. He jnmeked when he couldn't see. Washing them out was delayed as well as getting him t<> a liopitaL /iWr flaying--Case ft: netting end orientation When revolving doors are folded back so a* 10 line up in the center of the opening and give clear passage, metal screw plugs are removed from the floor sockets, so {seating rods holding the doors can drop into them- If these plugs are not replaced when the doors are put hack into use as revolving doors, the open holes are a hazard for women with spike heels, if heels get caueht in them while doors are revolving yenno* injuries result. Slim, the maintenance man, had not re placed the plugs and At his supervisor had m-med a number of complaints. The supervt*or. A3, had asked Slim to come to his other. Case B--Dialogue: s`,i/rr--Come in and sit down. Slim, I want to talk, with you. Slim--OK. Boss, Something wrong? S'liftr.--N'ot wrong. Slim. It's something it' up to us to watch out for to protect other folks. /T/iw--Yeah? What? SttfnT.--It's lho*e floor plugs in the revolv ing doors. They weren't put back yesterday and a couple of women caught their heels in them. 5ffm--Oh, that. You know, Al, some days ! fee! I can't suit you no how. Maybe you nusrht to get another boy! I'm not getting anywhere around here any how. Sufir.--Sow, Slim, I like your work OK generally. Something in particular bothering vou on the job? .S7,--Yeah and I'm fed up. u.u hear? Fed up to here, see? (Puts hand under chin ) Sttpvr.--bet, I didn't know. Spill it. Sttm--[ been here going on two years as mechanic and all I'm doing is odd jobs and you give Pete, who has six months less time, a machine maintenance job--not me. Looks like you are piavtng favorites, Al--and me working my heart out for you. SuftT,--Didn't you know----- - S/rt--(breaking ml Know what? What I want to know it how come? That's all, see? How come? Sufir.--Pete had ihrec year* machine maintenance bctorc he came here and I had to have a man quick--no time to tram wimeone. 57im--*C1t yeah, f see! Looks like as I 'aid I'm getting no wiiere here. Super.--Look, Slim, I've already made arrangements for you to get five hours training a week so when the next opentng comes you'll be ready--if you cut the buck, that is. Slim--'You have! Gee, thanks, Al. Sufrr.- -Tiiat's OK, Slim. Now about those floor plugs- l know you and the other hoys don't skip them deliberately. They are small and get lost or misplaced. Slim--But, AL no one's been hurt yeL SuftT.--Not yet, here. But at Block's store a customer caught her heel in an un plugged hole, the revolving door was mov ing fast and hit her before she got loose and she broke her ankle. Slim--l liadn't heard, AL Suptr,--Welt, the store heard plenty. A big suit is being filed, (pauses) t wish I knew the answer. Slim. It's got me stumped. Slim-- I been thinking, Al. Suppose we take a piece of aide adhesive tape and tape the two plugs to the door. They're only H" thick and H' diameter. Suftr.~-l think you've hit it, SUm. May not look too good on those bronze doors, but it will work. Slim--Yeah, it wouldn't look too hot, and some kid might peel it off. too. Here. 1'%% got it row! A small matching metal box fndtuiriai Subjects Sessions t .^ii up on the door with a spring cover. iu high for kids to reach. >MpiT.--Now you've got . boy. That's it! Good work! Wish they were on now! Here nake me a sketch of what you have in mind, (hands Slim pencil and paper) Slim--OK (makes sketch). See, I put on ne dimensions. Super. -Which side up is it mounted? Slim--'With the spring down, see ? Suf%r.--OK. Sfiwi--I'm jure the shop can make up the box** or buy them and 111 get them on m a <ia>. Supir.--OK, Slim, you see the shop fore man. I'll tell him to get you what you want and give him your sketch. >hm--Al, we can tape the plugs on until t get the boxes installed. The doors are folded open to-day so 111 do it now. /Hpt-r.--Good idea! Thanks, Slim. Concluding remarks -- Note: These re marks follow the question and answer period based upon the role play ing. Of course, as previously mentioned the rote playing served the purpose of identify ing what we have developed as the "practical itep-by-step procedure for face-to-face com munications" with each one of us and our Min personal problems in taec-to-iace communications. More particularly though, the role playing brought before u* the intangible, yet vital, interchange factors that come to life only when person-toperton contact takes place. A imie-wom simile is the tuning of a radio or TV receiver to the transmitter on the same frequency. In our discussion today, we luve oiled it empathy, the ability to put or pro tect oneself emotionally into the other person's situation. It it something we can not achieve through "'willing it." It must be based upon a sincere desire to help and serve in the interests of the other person and, when we feiueve it, it is transmitted and sensed un-unsctously. However, we must retain our ''bjectivencss and goals and not lose sight of Gem. We must keep ourselves in command. In live limned time auilable to us today, it would not be possible in cover all aspects of our intriguing annd manv faceted sub ject This is particularly true of the addi tions to the fundamentals which are helplut when dealing with more than one or two conference or meeting groups of ID or 20 and targe audiences al*o, However, we have, I believe, explored together the more sual and significant practical concepts tor day-to day use in living situations and their appli cations in saietv, Attachment A FACE-TO-FACE COMMUNICATIONS PERFORMANCE CHECK SHEET PURPOSE T direct Yn order To instruct To get opinions, than drtel. order or instruct To hav* than* develop own CHECK ONE VtsnoT*rNO Was purpose mad* clear* _ Did contact appear to show advance planning ____... ,, _ STEP I Identification achieved* Goal defined? _____ . _ ______ _______ Were emotional blocks pres- Self listening future Expectations Anxiety Response Resisting Coercion STEP HJ Insight achieved* Positive Tension Created? STEP IV Was there a "playback"? Was there e "patching in"? Did emotional blocks re appear? If yes. did contact revert to Step It? STEP V Goals reaffirmed Action provided for as in dicated? GENERAL, Was contact successful* Was empathy aehi' If contact unsucct ofe any comments ur sug gestions n.,(nt<riiji S'u/>crfr ' \n(te>iu}l Safety Congress ,ause of motivation. The motivation i? not iion, and use. Other gratifier* here are THE PSYCHOLOGY OF MOTIVATION By GEORGE O. BAEHR, Pb.D. Clinical Psychologist, Industrial Relations Center, The University of Chicago ' ; `Aliy ilui kamikaze pilois dive their planes into the warships or rhetr enemj ? Why did Kdmund Hillary take the ultimate risk and climb Mt, Everest? Why did Florence Nightingale expose herself to the danger, disease, and dirt of the Crimea to minister to sick and wounded British troops? Why do people again and again go over Niagara Fails in a barrel? Why do men dare any thing that involves considerable immediate risk to their health or life? The answer lies in motivation. It has been said that self-preservation is m primary instinct of man. If this means phys ical self-preservation, then the task of safety engineers ought to be comparatively easy, for the instinctual drives are Ihc most powerful motivational factors we know, if safety engineers have such a strong ally, then they need to concern themselves only with preventing equipment failure and elimi nating ignorance about dangerous situations. However. 1 think we must abandon this approach. The (act of the matter is that safety engineers do not have any such strong ally. 1 am not forgetting that equip ment failure is often responsible for acci dents, but our considered belief today is that in almost 90 per cent of all accidents, the human factor it predominant. This means primarily, hum:,n behavior, and that, brings us to motivation. To put the situation boldly: the safety engineer does not liave as strong an ally in ^elf-preservation as may have been thought. Instead he has a cunning enemy in the self concept. "Self-concept" is an abbreviated ex pression we use in referring to what a person conceives himself to be like. The ^elf-concept is usually favorable m regard to oneself and manifests strong tendencies toward internal consistency. Aspects of be havior which are inconsistent or unfavor able tend either to be rationalized until they Appear eonitcnt or to be rejected as not true. Consequently, we see intelligent people en gaging in acts in which a supposedly intelli gent perron would obviously not engage. Once we accept the principle that it is our selr-concept r.ui-cr than our physical ?e that cadi of it* -trues to preserve, then much oi tlte unsafe behavior that we sec around us becomes more understandable. On lamnrv .tnl, idol, the first (and t-. late anlv> accident involving a nuclear re actor occurred at the Idaho Falls, Idaho, testing station. An explosion killed ihree people. The result* of the investigation, which was begun immediately, were released tn September of this year. Equipment failury was ruled out. Tlte immediate cause oi tl:c accident was removal, by human hand, ot the central control from the fissionable ma terial, which accelerated its activity to the point at explosion. The' investigating board suggested four possible reasons why the control blade ' pulled out too far by the maintenance per sonnel working on the reactor : t. Inadequate training of personnel. (Tlte hoard added, however, that this was net likely.) 2. Human error, such as "incorrect ma nipulation of the hlade owing to preoccupa tion of the manipulator with extraneou* matters." ,3. "Involuntary performance of the in dividual manipulating the blade as a result of unusual or unexpected stimulus." 4, '`Deliberate rruiperformance. motivated for example, by emotional stress or in stability." * Such seemingly preventable industrial ac cidents are not uncommon today m spite of the fact that widespread and elaborate safety programs are now well-established. Many groups have become interested In the safety problem: safety engineers, top management, workers themselves, sociologists, psycholo gists, and many others. One reason that the number of interested groups has grown large is that everytiroe one of the big safety problems of earlier days has been cleared away, another just as big has been found hidden behind it. However, it should be noted that there, too, factors of motivation are involved. Fat group, etch individual, has become involve4. t j i I1 I 74 c same from group to group or from /'yin io person. And, to make the matter - more complicated, any <,ne group's or -ifson's motivation does not need to remain c same over time. It changes in accordance dh the need or needs that require gratifiv^.'on both immediately and in the long run. \t this point, we should euabltsh a precise -ewing for the term "motivation.'' define motivation as the dynamic rela ->mlup between the need of an individual .id its possible sources of gratification Inch, tf attained, reduce* the tension that :'-iracterizes the need. The most basic needs are those we call Miicostatie needs. For example, the com* '..Miion and temperature of the blood stream j>t be within tolerance limits if we are i survive. Also included in this nceds-amgory is the need for an optimal balance bsetitmwueelantiosne.nTsohrey,neinetdesllefcotruarel,staandfteermaocttiiovnitayl sad for activity after rest belong here as We gratify seme of these needs by iking is water and food, by clothing ourrives appropriately, by eliminating waste >;<xiucts, etc. Others are gratified by look hearing, studying, etc. ''he next level of needs can be identified * the need for security, current and future, irattfiers of the security need are protection mastery, competence, reputation, respect from others, and self-esteem, {vote that healthy self-esteem u based on deserved respect of others, not on external fame or celebrity, unwarranted adulation or mmcere praise. The pinnacle of needs, the fifth level, is the need for self-actualization, for realizing one's potential, tor expressive-emergent creativity. In operation, this means that the person must do what he can do. Otherwise he becomes restless and inefficient The musician must make music. The artist must paint, and the poet must write if he is to be at peace with himself in any ultimate sense. To gratify the need* involved at this level, one strives to become everything that one ts capable of becoming, even at the ex pense of not gratifying certain lower-level needs. In general, cadi level of needs must be at least minimally gratified before the next higher level needs become activated. How ever, this is not a hard and fast rule. For example, a person who Is starving and dy ing of thirt wtU endanger his life, his acceptance bv the group, and his reputation in order to obtain food and water. To put tt another way, until his homeostatic needs are gratified, he will have no interest in his needs for long-term security, for belonging, for esteem, and so forth. On the other hand, poets and artists and others have been known to eat minimally, socialize very little, throw the opinions of others to the wind, all for the sake of actualizing themselves through self expression. For each level of needs there is a broad range of gratifiers both on and off the job. There ts no one-to-one relationship between needs and gratifiers. Furthermore, the gntlifier that one person finds adequate another person, for any number of reasons, may not For example, consider praise, money, and haring done a good job. All three, and many more, can serve to gratify the need for esteem and may be equally affective m the case of a particular individual. There are persons, however, to whom it means much more to have done a good job according to their own evaluation titan to receive praise. Some people prefer praise and recognition over money. n emergencies and catastrophic!, a ;ertonally meaningful religion or philosophy >i life, and the ability to appreciate science as a source of personal comfort. On the job `its need is gratified by seniority, the feeling 'hat one's skills and knowledge will con* mue to be needed, that one will continue to le adequately rewarded financially for one's * .rk, etc. The third level of need* lias been labeled t'ie need to belong. This includes the need to identify with family and other formal and informal groups, and the need for love aad direction. On the job, a person can become highly frustrated if he is rejected by some tt'iup to which he wishes to belong or if ' * cannot identify himself with the goats of c e organization. The next higher level of needs is the need ' t esteem, in other words tor achievement s.i'l reputation. An important gratifier of (-it need ts money, since it represents power t--.l achievement in its acquisition, posses- Wi Xalumat Safety Coperas i shall be referring to this theory n motivation again it kc proceed. Most im* portant tor us is how these needs are gratified and the emotional and on-the-job ptoblems that arise when they arc fnisirated or thwarted Sow that we have outlined our theory of motivation, let us look at safety and motiva tion n historical perspective. Both directly and indirectly, the work men's compensation laws have been the most important factors in motivating management in business and industry to organize and maintain safety programs. But, we might ast, unat was the motivation behind the original workmen's compensation legislation? Before the advent of workmen's compen sation laws, the only legal recourse, available to a person who was injured on the job was to sue hts employer for damages m a court ot law and to prove that the injury was due to negligence on the part of the employer. The court remedy was slow, costly, uncer tain, and, until the upsurge of public opinion, was almost certainly against the worker. The survivor* of a fatality, the widow and orphans, had no legal recourse at all. Many workers sought to be indemnified for in juries and disablement suffered on the job. But it was much more difficult for the worker to prove that the emplover was neg ligent than for the employer to take success ful recourse to one of the following three common law defences: t. Contributory negligence. The worker could not collect damages if he himself had been negligent in any degree, regardless of the extent of the employer's negligence. 2. The fellow-sen-ant doctrine. The em ployee could not collect damages if it could be shown that the injury had resulted from the negligence of a tellow worker. .1 Assumption of risk. The injured man could not collect damages if injury was due to an inherent hazard of the job of which he liad. or should have had, advance knowl edge. \t that time compensation for injury, dis ablement, death, etc- as a result of the job was not conceived of as an expense of run ning a business rand industrial managements, welt as mans* of our courts, were moti- -.atetf by the fear that establishing prece dents for such compensation would erode jirorti*- Tlms, the safety problem grew to a formidable sice toward the end ot the gm< ttenth century. The industrial death and accident rates became an aiartruag pebi.-c liability. The bereft and the injured and their families had to be supported throat;h private charity and public fund*, and the courts were clogged with costly personal injury suits. Compasses were beset by work stoppages because of aeodects and dissatisfaction over working coodtuoas. As ttme went on, the problems of work safety became increasingly burdensome and serious to ail the parties involved. The history of the emergence o work men's compensation taws u tortuous and complex. Different vested interest groups took first one position and then another and then reversed themselves again. This is me of labor unions as well a* of industrial, man agements. The doctrine of occupational nth gradually took over. This doctrine states that the risk of economic loss through personal -injury on the job should b* borne by industry. It states that the economic !c*s which results irom such disablement is to be considered a cost of production, and should b incorporated tn the price of pro duction in accord with the current price V>stem. The major incentives which motivated legislators to enact workmen's compensation laws can be grouped under five headings; L To provide certain, prompt, and reasonable compensation to victims of work acridents and their dependents. 2. To tree the courts ot delays, costs, ami the excessive work toad associated with personal injury litigation. 3. To relieve the financial drain on public and private charities. 4. To eliminate economic waste on fees to lawyers and witnesses. $ To replace concealment of fault (die other party, not !, was negligent) by an objective study of the causes of accidents with an eye toward their reduction or elimination. The workman's compensation taws de veloped in an attempt to reconcile the in terests, needs, and motivation of. alt those concerned. Almost every industry now has safety de vices peculiar to the needs of its plants. Industrial Sub/ecls Si-sumt '.i*v tire doors, grtddcd stair treads, -vci-t-ed *.hoe. helmets, goggles, and so tMth. Manufacturers of capital equipment -i*rh as punch presses, lathes, cranes, and ~r on (a* a matter of course) engineer aiety devices into the design to avoid accidents. These safety devices are so common now that we tend to forget the time when thev were not, when many managements fought them with the best lawyers they could get. It was m the H90's, during the first attempts to organize the coal mines and steel mills ;*nd improve working conditions, when an owner *d. " Ml they need is a pair of over alls and a lunch bucket." We have come a long way since those days, Tliis attitude is now out of date. It Joes not serve the immediate or long-term needs or motivation of anyone concerned, - fom the individual worker all the way through to the country as a whole Mu-t managements arc acutely aware of be com ot accidents and as a resuit are highly motivated to minimize them and thus keep production costs down. To spread tlir liability for the costs of accidents involving their employee* on the job, most industrial firms now carry casualty insurance in the form ot compulsory Mate insurance, or through private casualty companiw*, or through sdf-tasuranec. Since the premium rates reflect the accident rate, managements can be motivated to support programs tliat help keep accidents to a minimum. Depending on one's point of view, the cost f.t accidents is cither a cost of operating a business or a reduction its profit. In either rase, it represents a loss of money. The cost ot accidents can be broken down as follows: 1. The premiums on compensation insur ance or payments on compensation by self insured companies. 2. The cost of the wages paid workers for the time lost by workers who were injured. 1. The com of the damaged equipment. 4, The overtime made necessary by the accident. i. Possible decreased output of an injured worker when he returns to the job. 6. Expenses attached to hiring and train ing a new worker, To management, loss of money means re duced power, reduced achievement, and lowered csieem. Nowadays the self-concept ot most managements includes a positive altitude towards safety' efforts. Cost factors should be used in any attempt to set up a strengthened safety program. Another strong motivation involved m accident prevention is that of the insurance companies. Obviously, premium* must cover Irenetits paid out A number of costly acci dents in excess of predictions of the actuarial tables could seriously hurt an in surance company's financial status. While the company could compouatr for the loss by increasing its premium rate in the future, such an increase might endanger tu com petitive position. It U no wonder, then, tliat casualty com panies have taken a position of leadership in accident-prevention activities. Insurance company safety engineers assist management bv studung causes of accidents, designing remedial equipment, planning corrective pro grams, and reporting their recommendations tor management to evaluate and apply. Despite an unprecedented increase in industrial employment, (he accident rate in industry lias been maintained at a 2wv level. The credit for this accomplishment belongs largely to the accident-prevention engineers, who have conquered many of the safely problems engendered by new industrial proc esses, by inexperienced help, and by un trained supervision. We have seen how needs motivated the inception of the workmen's compensation laws. We have examined the needs that motivate management and the casualty in surance companies. Let us now look at motivation in direct relation to accidents. In the beginning, the safety problem was <een primarily as a technical one relating to physical circumstances. Thus, tiie safety engineer focused his attention and effort on budding safety into machines, processes, and plant design. In instances where danger could not be contained, the obvious approach was to guard the workers from it by means of more and better protective armor; the pedal helmets, goggles, gloves, shoes, and so forth which we now take so much for a ranted. This land of engineering has not been a complete success, although it certainly seems to be in the interest of everyone concerned 19(>* Aalwnal Safely Con/jrcts Unit it should. It wu and i* >n the interest Oi management to keep production up and insurance costs down. It is in the interest of workers to keep their health and life. And it ts m the interest of the engineers themselves in order to keep their jobs and reputation. 'However," as one engineer ot that period put it. "punch press operators still crush a tinker or a hand in spite ot the fact that the machine is designed with two widely spaced buttons that have to be pushed simul taneously with both hands. Veteran foundry .workers still take off their protective goggles while pouring molten metal and lose an eye because of Hying splashes, although they know that the risk of accident is high. Ship ping clerks still break a leg falling down -tairs because they are m a hurry and neg lect to turn on the stairway light." We may call this approach to accident prevention the mechanistic period. Safety doctors were treating diseases, with patients .'.turned, and achieving respectable hut not spectacular success, Gradually it became evident that about 95 per cent of all accidents were caused pri marily by unsafe acta of persons, and only 10 per cent by faulty physical conditions. The humanistic period came into being, and the safety doctors began to think in terms oi treating patients, with diseases attached. The human failings that result in the .!easc named "accidents" were identified. It became evident that workers lacked education regarding safe methods of oper ating machines. Secondly, operators often lacked the necessary skills to work safely. -\n>l third, such factors as fatigue, boredom. And carelessness were recognized as causes accidents. As a result, enlarged safety program* were developed to educate and influence worker*. The general idea was that mote training and safer and more attractive working conditions would yield better morale, and that this would lead to greater *;itetv. Greater safety it was felt would bring about more efficiency, increased productivity, increased benefit to everyone. ..rid, as a consequence, would be a strong motive for all concerned. Motivation was at tin recognised as the primary force to be considered in dealing with the human s.vctc.r, in treating the patient rather than tl e diease. For a while, the concept oi the personality motivated to be accident-prone looked as if it might represent a major break-through. There was a strong belief that as the con cept was refined through the accumulation of records and the typing of personalities in mean* of various tests, it might develop miu a sure tool for identifying ur predicting problem situations. If we accept this concept, however, we must recognise that there are at least two types of accident-prone personalities. These I would like to distinguish by labeling them "schleimeT* and sehlamoweL" Most of ul Have probably heard of the schlemiel and failed to distinguish him from the sehlamo*- tel. The schlemiel'* actions are quick but erratic, whereas the vehlamoitel has a slow reaction time. The schlemiel causes acci dents; the schtamozxci is the innocent by stander who happen* in suffer the result. For example, the schlemiel U bringing a pitcher oi syrup info the dining-room and trips over the edge of the orpet spilling the syrup into the schtamozael's tap. For the vyrup, you on substitute any number of discomforting or lethal objects: boiling soup, or hot coffee, or molten metal. There are also any number of substitutes for the tripping foot. I am sure your mind's eye can see a thousand variations to this situation. The idea that there b a personality \vndromc which can properly be termed accident-proneness Has not gone unchal lenged. The challengers base their attack on an analysis of the research procedures and experimental designs used by the researchers ho claimed to Have identified the accidentprone personality. Some students Have at tempted to demonstrate the existence of -.rodent-pronenc** by reporting that over, -ay. a two.year period 63 per cent of the accident* were incurred by 15 per cent of the work force. Others have tried to validate the concept by reporting that over a specific period of time certain persons had more accidents than others. The weakness w that in the first kind of .! tidy the 15 per cent group may remain at this rise over a longer period of time, but with a changing composition. Is the second kind of *tudy, if the time period is extended, the number ot accidents people have relative to one another may tend to even up- This type of criticism is valid. ftultutrait Sub<teU .St-rn-.iii (However, I should like jou to consider to >hcm him. This lime also he had difficulty ; -. additional points before we conclude positioning the Mack of paper. He again (sat acctdem-proncncss does not exist. Point applied Ins geniu* to the problem. He stuck lumber one is that the people who argue a pin between the right-liand activator against accident-proneness Have not, u> my button and n< housing. Thu*. Ik Itad (its knowledge, produced a single empirical or right hand free tn keep die Mack ot paper experimental study to demonstrate that there in position- t* no such syndrome. Since this is the case, <> it possible that accident-proneness carries . stigma and that the iengthv argu ment* against it are in reality motivated by * arguer*' sensitivity. Before the t'urcnuti could stop him, the man had pre--c*l the left activator button and clipped off die middle finger to the next joint. Another period n< treatment and con valescence followed, i'erliap* this episode My second point is this: If someone said, comes under lack of safety information. "f have identified a syndrome of character- I have no idea whether this story is true. .-ms by means of which I can predict better But to the extent that uch stories circulate chance which people are likely to have they are an indication <>t the magnitude of ; vicidents and which not," we ought to pay the human problem* mat safety engineer* l attention and look at his evidence Such arc trying to understand and solve. ; . ;; haractertstics have been identified. Such predictions have been corroborated by em ; ifintl evidence, How* does the human engineer design an activator system that i* "fool proof" and cannot be circumvented by the ux of pm*, e My conclusion, therefore, t* that there it tapes, or paper clip* Clearly in the original ` t-Hind scientific evidence for ihe existence accident it was the man's need to do hi* -t the accident-prone syndrome. That the work well that overrode the need for safety. ' :cepi once served as a bandwagon onto But, if we arc to understand the cause of vhtch unqualified people jumped is ir* the accident, mir inquiry should not end ' relevant, there. We tlwuld take a look at the attitude Thus, the present state oi insight into this of management. In its thinking, was quality "implicated connection between motivation of production more important than safety.* ! .nd -afety is that no simple formula can If the answer i* "No," then we might ask express it and no action can be permanently if a worker whose thinking wa as concrete 'rogrammed to motivate people toward safe- as this one's should work on such a machine. *y all the time and for alt time. Our past experience has been that mo** efforts to Now let us took at an accident where motivational factor* were clearly identified. ' achieve safety have worked to tome extent The need tor comfort often overrides the ' and for some period of time. need for safety. In one small foundry, . In dealing with accidents that cause workmen were melting down some aluminum human injury, the tendency i* to be all scrap. It w-a* a new operation, but care had factual, materialistic, and orientated toward been taken tn provide the area with proper explanations which are based on sensory ventilation, and the workers with safety ibfcmtion: sight, hearing, smell, touch, etc. shoes and other per'onai production equip I If they were not so tragic, some ot the ment including g^cric- to keep spark* out reports could be funny. of their evev One unusually hot spring day, when the supervisor returned from lunch, he found the men working without their goggle*. Management was -incereiv safely-consciou*. the supervisor wa* safety-minded. Vet, here were the mm working without goggles. When the supervisor a*ked the men why they were not wearing their satety goggle*, they told him that tlicy could not see with them on. At first he conld hardly believe his ears. But it did not take him long to dis cover tliat lit the heat, bead* of perspiration One story goes as follows: A shear operator had difficulty in positioning the suck of paper he was trimming. In applymg his genius to the problem, fie cut oft the top of his middle finger. After proper treat ment and the necessary convalescent period, e returned to the job. During the course of his first day back at work, his foreman approached him. say ing, "Look we've got every safety device on dun shear. How could you dip >our finger? What did you do?" The worker proceeded \titiunal 'Htjety Ceitgrssj collected in a poof at the t>ottom of the y>*>gglcs, anti they soon steamed over. \bo the salt from the perspiration burnt the men's >ci, Tlie goggles were obviously not designed for the purpose for which they were being used. A* another example, the need for status has also been known to overshadow the need tor safety, A general cnmraewr noticed that the electricians he had lured were not wearing safety helmets as lie had rt uested. Fearing that such behavior might set a pre cedent which would result in the collapse of his entire safety program, he called the electricians together and asked tliem why hey were not wearing helmets- One of them, who turned out to be the informal group's choen lender, explained tltat the helmets were l>ot and totally unnecessary because the electricians worked in areas of tlie building where there was no danger of things falling from overhead. This explanation told the general con* tractor that lie was not getting at the facts. Something else was involved, because the electricians did in fart have to walk through areas where construction was in progress. The contractor then pointed out to the electricians that they were endangering his <.aiety program, and appealed for further information. He discovered that they were .amoved by the fact that when they wore their helmets, people confused them with the menial construction workers, f do not know how the conflict was resolved, but there are several possibilities: 1. The electricians could have yielded to the appeals of the general contractor and returned to wearing the helmets everyone erie wore. * The electricians could be provided with helmets of a different color. .1 The electricians could be provided with helmets of a different shape, eg., with visor vitiy and witliout extended sides. Tlie ration* ait/.tlion for this, if any were needed, would i-e that electricians had to work in close quarters and the sides of the helmet would interfere with iheir work. Let us took at another factor which cast <rau*e accidents. We all know that if need* are frustrated or thwarted on the job this can lead to an explosion between husband and wife at home. Suppose a man who is expecting praise trum his boss for a job well (knit receives instead insulting criticism from an irate boss for something he neglected to do. His need for esteem U thwarted. Immediate* ty, the man becomes angry, but he cannot let out liis hostility on the boss. As the after noon wears on, his simmering disgust comes to a boil. By the time he gets home, he is blind with rage. He almost runs over luntors bicycle which junior left Mag in the driveway. He gets out of the car and throws the bicyde onto the lawn, barely missing the cat. He walks into the kitchen and sees tlie sink stacked high with dirty dishes, not only today's but last night's too. Hu wife not being in sight, he bellows through the liome. Does she think he ts going to wutk tut fingtrs to the bone and come hamt M, a f+g pen? Then he trip# enrr Camellia'* doll house and knocks his head against tlie wall. You ran carry ce from there. Many wives lave learned that thor husbands vent os them the frustrations generated on the joh. Many supervisors and safety engineers know that workers bring to the job the frustra tions generated in the home. Many accidents are to be understood withia this framework. Note also that m our example each incident added insult to injury. The mao's boss had berated him because of neglect. He gets home and what does he encounter? A neg lected bicvclc, neglected dishes, neglected doll house. Neglect, neglect, neglect! AU reminders that he had been accused of neg lect and had his need for esteem frustrated. In the foregoing narrative, the worker watted until he was at home before tripping and bashing his head against a wait The predisposing incident, however, occurred on the job and could easily have precipitated an accident there. In understanding the causes of accident;, we need also to consider work-group morale. Are there personality dashes between tlie host and any oi hi$ men? Are there person ality dashes between any of the men? Does the physical and human environment gratify as broad a range of physical, mental, and emotional needs as possible? Or do the workers experience frustration at every turn? Are the workers friendly with one another and wished with their jobs? Or are there symptoms of anxiety, fear, worry, divided attention, moodiness, disorientation, indifference, confusion, hostility, euphoria, *0 indtftlriai jul'icdf . uf overconfidence, and the like? These ire the backdrop for the human error, lor the human failure, m accident*. I hey generate accidents not only because they- cause in attention to the dangers in the work but also because they may be symptoms of suicidal or homicidal tendencies. As a clinical psychologist I do not ad vocate tltat persons wtio manifest such symptoms be fired for i know verv well that work sustains emotional health. However, it is desirable that such persons be aligned to jobs where the hazards are minimal. With this general background on the causes of accidents, we can now a*k. "Howdo we motivate persons to work safely?" As is true in many other situations, an ounce of prevention is worth a pound of cure Ml causes of accidents except equip ment failure are directly or indirectly trace* able to human error. Even in the case of equipment failure, human error may be in volved. \Vh> does a pile of ingots topple over and crush a man? Because a human being stacked it improperly. Why does a man fall off a collapsing platform and break hts shoulder? Because a human being neg lected to inspect the platform supports for rust, corrosion, and decay. Why i* there too much glaring light ? Why is there insufficient air change? Why is there excessive heat? Because of human error or failure. In accident prevention, it is usually best to build as much safety as possible into the equipment, leaving as little as possible to human decision, error, and failure. If there is an unsafe process nr ingredient, it ts better safety engineering to alter the process or to substitute a safe ingredient than to insist that employees wear persona! protec tive equipment To give you an example, in one plant there was an often-used corridor which led from an otherwise distant section of the plant to the cafeteria. At one point, two six-inch water pipes ran across the floor. People frequently failed to step completely over these and would stumble. This w-as an unsafe condition. Several courses of action are open to us in such a situation. We could permanently lock the doors at each end of the corridor. But this would arouse the ire of the people for whom it is the most con venient passage. We could post a large sign with the words "Pipes, watch your step," This is the cheapest positive step. We could relocate the pipes on the ceiling- But this would be quite expensive. Lastly, we could build an inexpensive slow-rising bridge over the pipe. Note that the last two approaches alt but eliminate ihe possibility of human error. Tlie sign does not. Having built all possible safety into methods, machines, and procedures, we then murt appeal to people's needs to motivate them to safe practices. Lack of safety knowledge and skill can be largely overcome by education and train ing. Such education and training should start the moment the man comes to tlie machine. { am repeatedly appalled by liow few- work ers really appreciate wliat formidable in struments of self-destruction their machines ure. One highly succe*tul satety training program recommend* that the following five steps be followed: 1. The supervisor should describe the safe methods of performing each job opera tion and sequence in simple but adequate detail. 2. He should point up the various las* irds, and describe the relationship between these and the steps in the safe method. 3. In teaching the man, the supervisor should proceed through these steps: --fell him --dmw him --hare him do tt --correct hire until he does it right --supervise him to see that he goes on doing it right 4. The reasons for requiring the wearing of persona] protective equipment should be carefully explained and its proper use and care taught in fun detail. 5. Specific safeguards for the protection of the worker and hi* fellow workers are similarly tauglit. Conceptually allied to mining in sate machine operation and safe production meth ods are devices for warning worker* of specific dangers. Included in these device* are signs, horns, lights, etc., that warn of potential or immediate danger. To be effec tive such devices must he used accurately and consistently, and violations must he taken seriously. So smoking must mean no smoking. Blow liorn must mean blow horn. Si J'-'q* ,Y tli.mal Safet\ t "n-it.`< must mean stop. High v-Hage must iiivan iujilt voltage. Any sins lived should }-e regularly renewed. A *iirrv, tom, cratched sign referring lo a laietv precaui on lias the psychological implication that one really cares about lately A thorough safety program t.ike* advanrage not only of specific training imi specific i Luther indications but also at the general* trJ promotional media. Among these are (v,terf, plant bulletin board.-, the plant news ; 'tper, message# in jay em elopes, slogans, .itety films, the suggestion syuem, and the ivnamics of informal groups. F_sch of these media has its special strength* and weak* S.uety posters as a mean* <>i education md propaganda should accomplidi their in`'led task m informing, warning, or 'ijoling tite viewer into sate practices. In dividual workers may not obey the message "f iny of a number nf rravxi*, hut at least \<-v want to b sure we have -lone everything ye ran to get the message across. Poster* ind cartoons must tell an important story n-tanily. Therefore, the ani.it often uses -vmhohsm. A great deal i known about the impact of symbols on people. Gory, repul sive hideous svmbols may make people recoil with aversion and not, therefore, vhieve their aims. Furthermore, symbols an Ilave the opposite effect from tltat in* ended by the artist or be entirely meaning* e** to the viewer. Let me give you a -pecific illustration or this. La*t year I had the opportunity to go to "uth Africa and learn about some of that luntry's problems in caching safety. The Bantu of South Africa* the indigenous kfrirans, exposed to poster* designed by ;*.}ile with Euro-American background, sneered at one which was seriously meant inform them. It was a picture of a eroco* hie with its toothy jaws wide open. In the background, but seen through the open jaws, a machine with sharp, pointed cog* wheels. The two objects were drawn accord* -nit tr. our own laws of perspective, which ''andlc the problem of representing three* hmcntmnal reality on a iwo-dimentional plane by, among other devices, making a listrutt object smaller than a nearer one Bantu art, however, has not been concerned with perspective. The ilamu interpreted the picture as a crocodile with a machine in its mr*uih. They thought it wa merely ridicu- Ions, because obviously a crocodile doe# not swim about with a machine in its mouth. There were a number of things wrong with this potter besides the technique of representing distance. For example, if the symbols of one culture are to be used to influence a person from another culture, that perwo has to be educated to accept certain symbols as representing certain thing# or concept#. The conventional symbols and the concepts must both be wderstood For in stance. the crocodile obviously symbolized danger to the whites, and they assumed, erroneously, and without experimentation, that it meant the same thing to the Bantu. If danger w not one of the main ideas the Bantu associated with crocodiles, that svmbol was irrelevant to the purpose of the poster, In point of fact* danger was no more the man important thing about the crocodile to the Bantu than it is about an automobile in a showroom window* to u* Of course, it the crocodile had been man gling a man in his jaws and the car were mowing down a pedestrian, that might be a different matter. Or if in the poster, the crocodile had been mangling a nun and the machine also mangling a man, the point of danger might have been made. Machines are still something rather new to the Bantu. We rally do not know what their main associations with the idea of machines and cogwheels are- As 1 said earlier, even our own workers surprise me with their lack of real understanding of the formidable source of self-destruction that modem machinery* is. despite the efforts of their engineer*. These are only some speculation* *ia>ut possible reasons for the medcctivcnes* at the poster. To identify the reasons in a scientific manner would take a team o; qualified researchers a considerable length of tune. If my speculations are correct, then there is still another problem. If we discover what the Bantu symbolic r-esvea* tions are. do we teach him through his con ventions or do we first educate lim to accept ours* Till# problem is not easily resolved. ft ts not likely that many of u m this audience will have to cope with Bantu witty symbolism in the near future. However, we are currently faced with the problem} of understanding the symbolism of the vari* 8 industrial Subftfts m-jii.uh cut cultures that even now constitute the work force of this country. You need only to consider the migrant fanners in the West, especially in the South West, or the Southern Negro who has migrated to the North and finds employment tn heavy mdutry. We also have numerous imigrants from Europe. lust as the sense of humor of the Eng lish. German#, French, and Italians is m each rae quite different from our own, might not also their attitudes toward safety vymhols be different? While we are speak ing ot posters and cartoons, consider also how- different their approach to advertising is from ours, The question that should be uppermost m our minds is; Do our safety symbols motivate people to act safely? Many mdivt Ms, operating as individual*, practice good safety precautions, once in formed. entirely because of enlightened self interest. They know that they do not want to lo*e an arm or leg or suffer injuries of any sort. Different approaches have been de vised and refined to reiniorce this attitude. One important principle is that of active participation. Workers, supervisors, and safe ly experts come together in committees to educate and inform each other through upand-down and lateral communication with the atm of involving wider groups in safety problems and the attempts to solve them. Even Winston Churchill was once insuffi ciently educated in safety in America as op posed to England. On his first trip to the I'nited States, some thirty years ago, he got out of his car on the wrong side m the hart of New York's downtown traffic. Fortu nately, he did live to tell the story. Safety campaigns also came into the pic ture at this point, as part of the educationthrough-mvolvcment theory*, to encourage the cooperative team spirit, and reinforce the idea that both individual and group interests are served by avoiding accidents, injuries, and their unpleasant consequences. Some times. however, these campaign ears get off the track when they involve competition among individuals or groups. Rivalry some times causes cheating, and so-called minor accidents are concealed in order to win, sonoeumes with disastrous results. And the prize itself, whatever it may be, becomes a primary goal, while safety is demoted to a means toward a temporary and trivial end. If safety is presented as a game to win or lose, motivation becomes muddled. Indirectly, the creation ot a cooperative milieu is one nj the most effective source# of motivation and action. Some sears ago, same studies were done at Western Electric on the west tide ot Chicago. Many inter esting things were learned through lhe#c studies- However, the most important dis covery was made much later, when the in vestigators became aware that (heir vcr> pfe>ence and implicit interest, and the evidence of management's interest, cati*ed performance improvement beyond all expec tation The worker* became better friends, developed a t of coherent relationships, and became almost iotvl of management. Manwhile, production increa#cd steadily over the whole time. We do not know what the acci dent rate wns during this period, but it would be interesting to find out. Many individuals me motivated toward Safe or unsate belutvior through identifica tion with intormal groups, and their support or rejection of the program. We are now keenly aware that there arc alwtiv* informal groups whirl) handle and manage important aspects of the worker's job life. These in formal group* evist independently of the for mal managerial hierarchy of an organization and often cur drastically across organiza tional line*. They may be composed of peo ple who eat together, people who take coffee break* together, a car pool, a bowling team, etc The leaders of informal group* are peo ple who have earned their leadership Mai l* they are not leaders by fiat. On the iob informal groups have a code at ethic#, their own rules and regulation*, which may enhance or vitiate the effort* or the formal organization. If safety happen* to be linked to their values, they will es tablish sound practices. In any program o'' safety, these groups are among the most im portant influence# for or agamit the di**erui nation of education, new ideas, and propa ganda. The members of an informal group will bring subtle pressure to bar on a mem ber who deviates from practice* accepted by the group, be we dealing wiihiafetv. house keeping. or amthing else. The natural leaders of these informal groups should be recognized and their sup port unobtm*ively enlisted. Store natural leaders are. a# a rule, rather independent, they must be respected and encouraged i.i <,'j/htrsts (Jcit :<--le#. T-t rr-t t<t the group will genfa >v `end n. -rerpt wh.it the leader advised ivI -u.-ce-i* A natural trader, in turn, rt.f<m- *nd mfvur.st* the members of his k ti-at :l.c> fme confidence in him. { . >erv i-ebkm that a leader rises, with <te i.- 'ip'* a*-ent. who does not enjoy the . ccnridcnce and respect He is soon ii--TtT'-rd if he doe* not live up to thdr ex.errtiTi- n* or neglects them For these rea- ; is imfwtant tor management to Wim.w -*bo the~e leaders are and to try to wt-rk With them. Note that informal groups !< rw-* remain static and that ear* must be tkm vi remain alert to changes in them Is - f*naJ pimps constitute the root and hr,nr1 t,{ in f.rjranizaticrii grapevine, Many *^U<ns to a number ot different int>-t--sTooi-*. Through them information management acttons or plans which vr le.ievcd to affect them and others is r.i;i'{i> d*`*<TPffatei. The motivation ot` in- ,,l crPupt need* to be carefully judged. Ti es fan make a safety program or ruin it. `Ac have seen that motivation enters into ir.-vjfrt causation and prevention at numer al* prints. The historical development of <le safety movement has its roots in moti vation The common law principles that .;utdc>! the legal relationship between master uvj -errant during the cottage industry Kn'l were recognized as no longer meeting the pied# ot the workers in the age of frechumranon The cobbler no longer pricked ht- ringer on the awl Instead, the stitcher mutilated hi* hand when he caught it in the -nvmy machine. Formerly other persons cf-uM come to the coachman's rescue when hr dropped hi* rein* and could not stop the Imr-c- Now the engineer and fireman lose their live* when the locomotive boiler explodr*. Moiivated by the fear of losing control over their member*, some unions were very much opposed to the idea of state compelnation laws. Motivated by fear of increased production corns, managements also fought ueain-t the idea. But the general public, die r.Kfcrr* of public and private charities, news1mj<t editors, the judiciary, and many more, motivated by indignation, a sense of human* iiy. .md also private interests, induced the legislator* of me state after another to pass nnrkmen*# compensation law*. VSV can motivate managements to support variety programs by presenting reduced pro duction costs, reduced shut-down time, higher morale, and a more favorable public image as incentives. Casualty insurance companies are motivated to guide industry to taler working conditions and production methods by their desire to remain solvent, profitable, and competitive. An examination of accidents from the point of view- of motivation can help us un derstand the cause of an accident We said that only about 10 per cent of all accidents are not traceable to humans and 90 per cent of all accidents are due either directly or indirectly to human error or human failure. In recent years, we have come to the con clusion that there are considerably fewer ac cident-prone persons than we once thought. Many accidents occur in situations where the need for personal physical security and safety is overshadowed by some other need, for example ihe need foe comfort, the need for esteem, the need few attention, and the need to reject authority- Many other acci dents are caused by divided attention where the need to give one's all to the job is diluted by non-job-related needs, like those associ ated with wife, children, and home. .Another large number of accidents occur as the result of frustrated needs. In these cates, w-e find the symptoms of indifference, confusion, disorganization, moodiness, hos tility, regression, and the like which cause the worker to be less than fully attentive to his job. Finally, we need to recognise that tome accidents are the result of suicidal and homicidal tendencies. In conclusion, we have considered lion* motivation can assist u* in the promotion of safety attitudes and safe prodiiction meth ods, and examined some of the strengths and dangers associated w-itlr the use of these ap proaches. Signs, posters, and cartoons can vary from positive through neutral to nega tive in their effects. Lastly, we discussed Informal groups, their leaders, and the grapevine as strong allies who can assist or powerful enemies who can thwart our safety programs. In all of this, preservation of the physical self is an ally of the safety engineers only to the extent that this need is represented in the integrated self-concept of the individ ual they are attempting to motivate to sale action. (`niuttriai .>/! WHAT IS THE MATERIAL HANDLING PROBLEM? By L. A. FAULKNER Director, Plant and Elevator Service, Loss Prevention Dept., Liberty Mutual Insurance Co., Boston, Mass, I adAvesrtoisnineg reaamdisarvtaicrlieo#usontradaeieipvubanlicdataiount.o*, indicate* the extent of the problem--manual . mechanical handling, the accident results, mation, one is apt to be lulled into a raise the bg*ic cause*, and suggested accident pre feeling of security, Such literature gives the vention approaches. impression theTe will *y-n be no accident prevention problem involving materials handling. It ha* been estimated that 90 per cent of nil mdu<tnai activity involves some tipe or materials handling, lit the future this pattern will change slightly but onlv to the degree that a smaller percentage will be mechanized materials handling. - In the manual handling ot material* ex* {outre to accident* is somewhat in relation to the weight and size of the object to be moved, the relative dynamic position or positions required, the height it is to be Manufacturers of material-* handling aids arc constantly engineering new devices, de veloping novel applications of material* handling aids, and improving the effective ness and safety of existing products. Within (he last itw- years there have been many new codes or standards developed by manufac turers who have eliminated many expomre* that in the past have been serious problem*. Lighter weight materials such as aluminum alloy* and plastics are being used in the lifted, and the distance it must be trans ported. This i* quite Iwsic and uncompli cated, hut it i not the whole story. The safety engineer must consider these major causes, hut should not overlook the second ary cau-e*. Matt lifting injuries occurring m manual handling result m strains to muscles, ligaments, or internal body parts. These strain exposures result from one or mure of the accident causes listed on the chart. manufacture of many products and the de Accident causes 1 through 3--lack of sign of many material handling aids. handling equipment, devices that are inade The effect has been to minimize the sever quate, and poor work area conditions--are ity of injuries previously attributed to exces engineering problems. sive physical job requirements. An increased application of automation for more efficient materials handling is becoming a major ob The solution to these problems is the selection and provision of the proper tvpe of materials handling aids, the replacement jective tn many plants. Reduced handling >r redesign of those now inadequate for the costs are at present the goal ot industrial j')b and the ever-present problem of main management. Efficient operation requires it Competition demands it. These are but a few* examples of the boiefits of technological advances in industry that will reflect a change in the accident experience and re quire new accident prevention approaches. A If.k of authoritative statistics providing a significant relationship between use of modem materials handling equipment and accident occurrence indicated the necessity for a special all-industry evaluation. A study was completed of 71S high-cost accidents, each of which involved a total taining good housekeeping conditions: The solution to the problems as indicated in accident causes 4 through 9 diould be recognized as being in the areas-uf employee education and supervisory training. New training aids must be developed that conshier, in addition to the continuous manual handling operation, the emergency situation involving heavy lilting during any interrup tion in automated production process. Item 10 emphasizes the need for an effec tive job placement program as indicated to medical and compensation cost exceeding $2,300 per ease. These cases wera selected S3 from a total of more than 3.000 reported materials handling accidents, and represented approximately 70 per rent of the total costs. All accidents occurred within the past year I and were carefully investigated to determine major and/or secondary causes. The ciiart !W' Vu/ikiw/ ACCIDENTS ARISING OUT Of MATERIALS HANDUNG fatat M1 Tot cat Avtrtft cat* tttl Til &3-S4A.M 1 A,f3V ARISING OUT Of MTOCANICAl. HANOUNG onicnoNt A.BBIWO OUT Of MJLMUAL HANDUNO o*Anos ACCIMNT USUltS ACODOft *WlTi ACCtOINt CAUSf NUMia O# tcaoiHn ACCtOlHf UUU ? Drr*n imC ifiaJai|' * l*<an*a 1, KMn t-gWfa-fl M mctl tv Lath ai ********* *> Ma atfaat NUMMC C* ACOSiNn IT Na vnm< m CanAfcaw IOSS PKCVINTION irHOACHiS En*wwwt* m*4 *** toss nsvomm AresoAOUS an* wittnei IM) W assured ilui the cnij'lii>i`v i jUt? lo meet the physical requirement* of tlie job. The safety engineer will always be plagued with the type* wt *ie* indicated in items II and 12. These are perhaps personnel problems but he diouM 1>e sure to explore It an* IT any poetise underlying circumstances th^t warrant reterral to the medical department. Mechanization alone has sometimes been considered the answer to all material han dling problem*, but going back to the acci dent anit1'*'*, it is apparent that this is nut Industrial Subjects Sessxans the case. When mechanized devices arc put to use. strain injuries are minimized but other exposures arc introduced. This is dem onstrated by a significant increase in trau matic injuries due to falling objects, equip ment collisions, improper guarding, and unsafe operatton. Accident causes 1 through p Involve prob lems of inadequate guarding, improper de sign and use ot mechanical handling equip ment, and poor tavout and housekeeping. These are engineering problems that will become more senna* a* electronic hydraulic, and pneumatic equipment replaces manual handling. When purchasing materials handling equip ment, management should not be influenced by price alone. At least two basic design features should be considered in the 'election ot materials handling equipment. First, the equipment should be designed to adequately handle the job for which it is 'circled and second. It must meet minimum standards of safety. The need for preventive maintenance program is indicated by item 7, The com plexities of some modern materials handling equipment require maintenance < ^ntracti with the manufacturer. The user fhould be assured that the maintenance includes all items necessary to safe operation. The use of mechanized materials handling equipment requires effective employee edu cation and supervisory training programs if accidents are to be prevented and damage to equipment minimized. Items 8 through 13 emphasize the need for lift truck driver training programs, safe operating `pccification* for more complicated device*, lock-out programs, and control over unauthorized u*e. The highly specialized handling require ments m this age of space exploration andoperations involving exotic materials have been and will continue to be a challenge. The basic principles of safe materials handling myt be an integral part of anv future in dustrial developments if the well being of ihe workers, however skilled, and the ade quacy and .ifety of handling equipment, however complicated t to be a-'iircd, MUSCLE POWER AND MACHINE POWER HANDLING BY CRANES AND HOISTING EQUIPMENT By LELAND F. STANLEY Head Engineer, Whiting Refinery, American Oil Co. Whiting, ind. Safe use of cranes and hoisting equipment requires fundamental understanding of the equipment, its operation, and its capabilities. 1 hope to clarify vme of these areas largely hv discussing mobile cranes and by present ing data taken from a general course on crane equipment developed for presentation to our operators, mechanics, supervisors, and engineers. These data were assembled a a course in I9SR when investigation of a num ber of crane accidents revealed poor under standing of recently aequi.ed long-boom crones. From our experience I suspect that there is a widespread misunderstanding of safe operation of long-boom cranes with wide stability bases, a* developed in recent year*. Let ts< begin with Figure I and consider *oc"C fundamentals. The h ad radius i< the horizontal ditance from the intersection of the mtrerttne of rotation and the ground to the vertical line of fall of the hook or hook HWk Thi* definition i* correct whether the crane i* ''oped nr level <"nmmonW. but ncerrect'y, load radio* mea*urement* are made from the front of the turntable or from the boom foot ueh errors are highly unsafe a* we hall **e hort!v. N`ot:ce that the boom length i* measured from the boom foot to the centerline of the head thrives at (fee top. Also notice that the boom foot i located both above grade and forward of the centerline of rotation of the crane'* (upcrstructurc. /Pd2 tfationat Safety Congrttt 11 w mix4 j..iy>' ia* The oiYm extension at (he top of the main lo<m iii t.dlett the jib or jib boom. The number* in Figure I are reference numbers <<< brief definition* whkh appear in the Vpl'endix to this presentation. Number 8 is Hie gantry or structural member* to aid in r,ninj and handling long booms. This will i< discussed later. Our 50-ton crawler crane at Whiting, with a 50 foot boom at its minimum radius of 12 fret, can safely lift 100,000 lbs.; with a 100 toot boom at its minimum radius of 20 feet. It can lift only 44,700 lbs. Such a crane iv normally rated when it is equipped with t* normal basic boom at a specified maxi mum capacity in ton* at the minimum load radius of 10 or 12 feet. Basic booms com monly range from 30 to 70 feet, varying with cnuie site. The minimum toad radius t- the closest radius with the boom in the highest position. Ordinarily this radius is controlled by the maximum boom angle of .#vtne 80 to 83* from the.horlaontal, to pro vide the crane with about 15 per cent rear ward stability and to present tipping the txxxn backwards. Safe load limits are given in load capacity charts furnished by the manufacturer. These Are mounted in the crane cab and they arc included in operators manuals. Important rating aspects arc listed m notes at the bot tom of these charts. Typically, one of these notes advises that the crane chart lifting vapadtm do not exceed 75 per cent of the upping load with the machine on firm level ground. This tipping percentage normally varies by type of crane a* tollows: a, Crawler Cranes-- 73 Per Cent of Tipping Load b Wage or Truck Cranes-- S3 Per Cent of Tipping Load c.Locomotive Cranes-- 1? Per Cent Over Chan Capacity Will Tip Notice particularly that the rating is a maximum for lift crane service with the machine on firm level ground. For uneven nr unlirm ground, for rough work sueh as magnet or bucket work, or for traveling, hee rapacities must be reduced substan tially. For rpugh work, capacities are usually reduced to two-thirds of the tipping load instead of to the three-quarters of the tip ping load of the charts. Also the manufac turer normally limits the maximum boom length. Figure 2 shows opacify chart data for our No. 354 crane at Whiting. With a SO foot boom at the minimum radius of 12 fret, the capacity it 100.000 pound*; at a 14 foot radius, it is 78,500 pounds; at a 16 foot radius, it is 4,200 pound*. Thu* a change of 4 feet in load radius has reduced the capacity by one-third. With the 100 foot boom, the change from the minimum radius of 20 feet to 24 feet has dropped the rapacity from 44,700 to 34,400 pounds, or almost onequarter. Therefore, it is imperative for safe operation to know the correct load and radius or to be conservative. Obviously, any operation which causes the load radius to shift alters capacity substan tially. Such factors include settling of soft ground, travel, swinging the load or lowering the boom. The manufacturer's safety factor takes care of normal operations. However, substantial deductions should be made for travel, uneven ground, or soft ground. Contrary to the belief of many, the load capacity charts are not made up for pay load. Figure 3 shows a copy of weight data for accessories for our No. 3M crane. Notice that some items such as the SO ton book Industrial bubirett Virtual LIFTING CAPACITT CHART FOR Set, SS4. SQ-TO.V CRAWLER CRANE BOOM LiGSOTM- 100.000 74500 *4.200 S4.J0O 44,700 41.000 94,400 .13,900 44900 40 SCO 3400O 4S.900 40.300 rts.soo 37,009 34*00 ;4f5fl.s5o0o0 XnI..62o0o0 73.500 39 000 34,400 V> Vfi r.rco 27100 94. *00 22.000 71.300 1*900 34790 1H.S0O 37.600 3X900 19.600 55.500 23.100 21.909 39.100 l*.TOO 71.000 19.300 i? see 14300 IS.*00 14.500 14100 16.900 15.900 IT, #)0 16.100 15.100 14.101 13.300 M.SOO !*.* um 13.300 12.500 12.W0 17.500 *4 tee 11 *00 a 11,500 11,100 10.300 10,900 10.500 5,700 10 400 9 Sit 9,900 9.400 4 900 4 500 4100 4.400 9.000 3.500 U00 t. Above ratings art maximum recommended working loads la pounds and are computed at **% of Upping load with boom working across crawler; machine on firm It| ground Mock and the jibs are quite heavy. Data of this type have been provided for each of our cranes to aid in safe lifts. Deductions from (he chart capacity must be made for each accessory on the crane at the lime ot the lilt. Deductions must also be nude for the slings, the blocking, and the rigging in arriving at a safe maximum lift weight. Another way of saying this is that ihe load in the capacity chart it the iota! weight of (he object lifted, (he rigging arid bl<<kma. and the crane accessories on the crane. In making up the laid capacity cliart, the manufacturer considers many factor*. Five major design criteria are ordinarily used; 1. Stability or upping resistance. 2. Boom strength. Machinery- and frame strength. 4. Rigging (boom suspension! strength. Fig. X ACCESSORIES AND WEIGHTS FOR No. 354. 50-TON CRAWLER CRAKE Accessory XT 31b Boom-- Weight to Ton Capacity....................TSGOlh*. 30' Jib Boom-- i Ton Capacity..... ......... .......... 1600 lbs. Swivel Hook and Two Overhaul Weight*--6,1 T Cap ......... 325 lbs. 3 Sheave Hook Block-- r Turntable strength. Notice that tipping is but one of five criteria. One common, but false belief, is (hat a crane will tip before filling stmc turally. For older cranes with short booms many operators relied on this tipping. Today, most capacities shown for short radii are structural capacities. By widening the $0 Ton Capacity..................... ..1360 Iba. 58,5 Cu. Ft. Heaped Egging Clamshell .................. 3050 Rudomatie 'fagline Winder crawler bases of cranes and by providing lbs.Emepxtytendable outriggers, the manufacturers have increased tipping stability substantially Model 1241 Deduct 4 or ..,. 328lbs, and made structural failure the mode of Rv*fc Grapple ... , .5300 lbs. Empty 24*Single Sheave Hook Block-- 30 Ton Capacity.......................... 690 lbs. failure at close radii. Long booms fnr cranes are a fairly recent 1962 National Safety Congress I'hcnomcna and the lengths are suit increas ing. Prior to 1955 at Whiting, cranes com monly earned SO and 00 foot booms. Since 1953, 80 to 100 foot booms plus jib booms became standard. Today on our 125 ton crawler crane, the 170 foot boom plus the -K) foot jib U quite common. High capacity, long boom cranes provide unique advantage* ,n both horizontal and vertical reach. They > an minimize costly manual handling and rigging. However, they do introduce certain problems which are not so critical on short l-'om cranes. The most critical consideration for long boom crane use is side load. Side loads are hofe which cau*e the hoist cables to pull sideways on the boom. With an offset jib boom, side loads aie even more critical because of the twisting- of the boom by the jib. Unfortunately crane manm.icttiTers do not advise regarding safe side toads, since vraeics are designed for vertical lifts Our practice is to try to keep the maximum side load within five per cent of the maximum rapacity of the crane at all radii. This cor responds to keeping the angle of the hoist cables within three degrees of vertical. All control operations must be slow and smooth wuh tong booms to minimize both side loads .uid impact loads. Making a lift or traveling on uneven ground is hazardous because rocking of the crane will cause the boom, the jib, the hook block and the load to whip around. This also adds impact and causes the load radius and ude toads to increase. The longer (he boom is, the greater the whipping action becomes. This whipping may cause the toad *r the hook block to strike the boom, causing structural damage. For stationary lifts, the firmness of the ground should be tested prior to the lift. We have sloped the crane ior heavy' lifts at high boom angles to insure Hie ability to boom up if the crane should >eltie under load. In traveling, the load should be kept as dose to the ground as possible. Also when traveling unloaded, particularly r<n grades, the boon should not be at the highest boom angle to avoid the whipping < accessories again*! the boom and the possibility of overturning the boom. Since the hoist cable acts somewhat like a spring in absorbing impact loads, the greater the distance between the head sheaves and the hook block the less i* the impact load. For high lifts, we try to allow at least 10 feet clearance. Since many lifts with long booms are made at close radii, precaution must be taken to insure that raising the load to Its highest position will not cause the load to strike the boom. .Normally we try to allow wmt three to live feet clearance between the load and the boom, if it is at all posible. We also employ tag lines to control ihe load to minimize the possibility of -triking the boom. Therefore, to summarize precautions for tong boom work. 1. Provide assistance >o raise the boom. 2. Minimize side puli and impact toads. a. By making vertical lifts only, b By slow speed raising and lowering. c. By slow and careful swinging. d. By operating on firm level ground. e By operating to avoid the toad strik ing the boom. f. By providing maximum clearances between the hook block and head sheaves. lib booms also warrant special considera tion. They are used extensively to provide an offset or reach c r obstacle* which the straight boom would strike. Jibs introduce several elements into load consideration. The load radius is measured to the fall of the hook from the jib. Therefore, the load must meet the chart radius requirement at the top of the jib. fa addition, the manufacturers have imposed a maximum capacity on each jib, often varying with the length of the lib and the angle of the offset. The load must be within the safe limits of both the load radius capacity of the crane and the jib capacity. In computing the load radius capacity, the manufacturer also advises that a substantial deduction must be nude because q the weight of the jib. When using jibs, lifts can be made, utilizing the main hook block on the crane with the jib in position. Since the jib overhangs the load in this instance; we normally make a deduction of 1.3 times the weight of the jib m correcting for the jib in the load capacity rating- When the lift is made on the jib, we deduct the weight ot the fib as furnished by the manufacturer. The clearance between the jib and the obstruction over which the lib or main boom bQ Industrial Sub/eefi Si is projecting mu<t be checked to insure proper clearance. We prater to maintain a clearance ot three to five feet, wherever possible, to insure that the boom will not strike the obstruction in settling under toad nr movement. It is also important that no rough work, such as magnet or bucket work or extensive traveling, be performed with the tib on the crane, since the whipping of the jib is likely to cause damage or to flip the jib backwards if the boom is at a high .ingle nel lend to use makeshift and undersized sling* and rigging*. For major lifts, are is taken to insure that the sling is used within its proper ratine, lhat the load will not be damaged by crushing, that suitable blocking or spiders are used to insure that ihe load is not damaged, that cutting of the shrtg ('able is prevented by suitable comer pro tectors and that able bends are of a reason, able radius. Load rigging could well be the subject of a paper by itself in view of it* rumplexitv. In regard to crane accessories and reeving, it is important to note the following points. Cranes are designed for a specific maximum single line pull. This single line putt cannot -arely be exceeded and it must be used to determine the number ot lines required to reeve all accessories. When selecting crane buckets, hook blocks, and other reeved ac cessories, cable grooves should match the crane cable size and sheaves should be a* large as practical. Cable groove* and Heaves will pinch the cable if the groove* are too smalt and will (fatten it if too large. Doth conditions and small diameter shaves weaken the cable and cause rapid deteriora tion, This point applies to all rigging and hoisting equipment, as well as to crane equip ment. In general rigging work, snatch blocks, hoisting blocks, and drums should be checked ior this condition. Perhaps the most important operational check made upon cranes and hoisting equip ment is the cable inspection. When a number oi strands of cable snap, the able must be replaced. The older, common rigging able The most complex lifts are those which rciuire the use of several cranes on a single lift In this case, it t* imperative to control ihe distribution oi the load between the various cranes throughout the lift. Equalizer beams are used to balance the toads between cranes, and cranes must be matched for rapacity and speed control. Such lifts re quire detailed analysis which should lie dune by engineers. Coordination of two to four cranes is probably the biggest operating problem encountered. We have uulized hand signals, telephone hand *et, and radio communication among the rigger foremen, crane operators, and ihe riggers on such lifts. Prior to making the lifts, all parties involved should understand the nature of the lift in detail and they should feel confident of performing their part. Therefore, we not only cheek the crane and hoisting equipment for condition and proper * up, but we al*e check the attitude and knowledge of the personnel in volved. does not have preformed strands and, there One problem is easily overlooked. In a fore, when the strands snap they would stick plant such as our Whiting refinery' w-e have out clearly from the main cable. Today, many large underground facilities such as however, preformed able is extensively used icwere, drums, and major electric facilities ami the strands, though broken, are tightly Extreme are must be employed when crane* neitled against the main cable. Therefore, make lifts on top of or adjacent to -uch >ery cartful cable inspection is required. facilities to insure that they will not be For maior lifts we normally replace the hoist ilamaged or that the crane will not settle rable on crane equipment. In our plant, under load because of collapsing the struc lioisting and rigging equipment a checked tures. The entire operational area, above '.artfully each time such equipment is re and below grade, must be carefully checked turned to the central toolroom and similar prior to a lift. field checks are made by the operating groups when the equipment is on extensive .<ignment. bilging failures in routine cable Hits contitute the greatest safetv problem. From our personal experience and from observing con tractors working on smalt lifts, field person The most critiral lifts are thte in which a load is lifted from tall structures with the base at a considerable distance abote grade and those which necessitate m> stag the toad over other costly facilities. In these case*, the crane must work within rate limit* or substantial damage will be caused In mak- 91 IVG..* Xitlt.nul Aiifety (.uugrctf all normal lift*, the load -hmihl he main tained at close to the ground ns possible. This will insure minimum chance and amount of damage to the load, to the crane, and to any related facilities. The following * a \t-t "l genera) safety regulations we have issued to our personnel! For safe crane operation, do not: !. Overload the crane or its accessories. 2, Extend the boom or jib he>rnd manu facturer'* rated limits, .1 Use a greater jib offset than manu* iacturer recommends. 4 Work the crane on a slope. 5 Fail to check hazard* in lift area. 6- Rely on tipping crane before expecting a -tructural failure, 7- Fail to decrease loads substantially for uneven or soft ground, fur slope*, for rough wo-fk, or for movement. s* Fail to use gantry or aid m lifting when required. Allow the load to strike the boom or nb boom. 10. Work without reasonable clearance be tween the head or jih sheaves and the hook or block. 11. Permit avuidablc impact or side loads. tJ. Pull on the lead or drag the load so a- tu increase the effective load. tJ Raise tlic toad higher than necessary t*>r reasonable clearances. 14. Make critical lifts without checking ihr operator and the crane. 15. Travel with ihe boom in the highest or so that the load can strike the luum. 16, Allow load* to swing extensively. 17, Travel or perform rough work with excess accessories such as jib* or whip line* *.n the crane. Cranes today are equipped with many 4-afeiy devices, j-ueh aa boom back stops, automatic declutching des*ices, torque con verter control, powered load lowering, and ihe like. We developed a check list for crane huok work to enable those concerned directly with operation and supervision to evaluate "illy all norma) crane lifts. Section A of this check list summarizes the total hook load data as discussed before. It sums up the weights of the load, the slings, harnesses, spreader beams clevises, blocking, and bracing. Section B requires the checking of the hazards to be encountered in the lift and access areas- 'Hus includes checking underground facilities, at grade facilities, and overhead facilities, particularly the location of power lines, tieam lines, process tines, sewers and alt other physical facilities which might affect the lift. Section C summarizes dimensional clearances of the access area, the boom raising area, the lift '`lie, and the crane dimension*. Section D summarizes the pertinent ground conditions. Section determine* the required boom, jib boom, and gantry, by summing up the requirements of the load height and radiu.t the length of the slings and riggings, and the hook block length. In tome cases, detailed sketching i- icquireU far the lift and models are hrlp/u) in analysis. Section F summarize- the crane capacity requirements. The hook toad with pertinent accessories cannot exceed ihe ra pacities of the hook block, the fib. and the crane as applicable. Section G summarize- Hi* crane hail radius capacity by tabulating ihe weight* and deductions for all of the crane acces sories, This section has columns "A,'* "B." and "C" to cover the three type* of lift*; namely, lifts on the jib boom, lifts on the main boom without jib, lifts on the sain boom with jib. By following the procedure outlined in this checklist, our operating per sonnel and supervisors can safely evaluate routine lilts. They also can determine critical lifts which should be reviewed by engineers. In regard to rigger hoists, personnel guards are desirable in the event (hat cable* snap. Hoist areas should be roped off to keep out unnecessary* personnel. In setting up winches and hoists of this type, the toad protection and rigging problems are the ante as for the crane*, However, some additional considerations are important. Care must be taken to impose the tilting and pull ing loads on structures to which snatch blocks and "catheads" are fastened, *n they are not damaged. The Beet angle of the cable leaving the twust drum should be as small as possible. He try not to exceed 3* for angle between tlte cable arm a line perpendicular to the centerline of the hoist drum. A large Beet fi /ndvjtrioi Subjects Sesiicmi angle tesuils m excessive cable abrasion and improper wrapping on the drum. Cable con forming m the equipment manufacturer's 'peetBcations for the specific winch or hoist should always be used. Cable, have specific properties, such as abrasion resistance, cor rosion resistance, and flexibility, which make them suitable to specific services such a* general tagging, extra flexibility, guy cables and the tike. Improper use is very hazardous. In selecting hoisting equipment, we prefer the tvpe with the brake directly on the drum. Some equipment Hat the drum brake acting through multiple shafts and gearing. Failure of shafting or gearing will drop the loud on this type of equipment- Also 4o not apply power to hand wind** indiscrimi nately. Many hand winches do not have suit able construction for either the power or the speed. Cast iron and poorly cut gears, undersized bearings, and poor braking equip ment will cause rapid failure under power even though they are latistaetory tor kw manual speeds and power. With regard to overhead crane equipment, most difficulties are encountered because of overload and side pulls which rau*c the cable to wrap improperly and cutting of the cables. Such equipment is designed for ver tical lifts and it gives little troable, ii prop erly used and maintained. In summary, safety is inherently a major consideration in the selection, operation, ami maintenance o ail cranes and hoisting equip ment- Its highly specialized nature require* competent training in all phases. Compla cency should not be tolerated in personnel Associated with such equipment, and constant efforts must be made to improve the opera tors, the equipment, and work methods. ' AFfqtSDIX COMMON CRANE TERMINOLOGY APPLYING TO rtO. I t mlO9ipn*Timi*tluMmIM*Po, Semecctioonn--ta'Tinwinog pbieocoem- ftoaopteraendd, 2 Soon* /neerlz -- Intermediate boom eclions to extend the tengin at the basic boom, Usually In lengths ot S,, 10 and , 30 feet. % Boom Head -- (Boom Point or Head SHaaveei--Main sheave assembly at top ot main boom. '1 Suit Connected ifoom--Boom section* are connected by bolting through a pad or foot at the lour comers of each section of boom insert. of boom Inserts. S Pendants--Cable Inserts with quick cou pling eyes on the ends to enable quick 7. Jib iloom--Generally. though not always, a removable boom tip extension tor light loads, Normally permit offset lifts to trheeacmh ahinorbizooonmt.ally over obstructions to Gentry--Structural members to aid In raising and handling lone booms. Typ*\ Rigid. Collapsible, Mast. Barkhitch. 9. doom Backstop--Device to limit mazimum boom angle to prevent folding boom bach over cab -ionve are hydraulic hock absorbers to limit motion as well as to sene as backstops. td Lagging--Fixed or removable sheii for winding hoist cables on main drums, It- mpfine or regime Joinder -- Spring loaded tine or device used to prevent twisting of cables in clamshell and mag net work. fFor magnet work, this device Is the electrical take-up reel. > 12. ffeiricods -- Ouide-sheave assembly mounted on front of rotating upper struc ture tor Inhaul cable IR dragline service. 13. Oafripper*--Rigid or telescoping supports to extend the lifting base for greater lability on wagon, truck, and locomo tive cranes. May be powered or manual 14. Seme Jack* and /7<wfs--The adjustable Jack and foot pad at the end of each manual outrigger. *15. Higging--May refer either to the crane or to the load. For cranes, the boom sus pension rabies and acreesones; for loeds. th* slings, harness, equalizer beams, etc. 7C. Hook Block--Mam sheave block with hook for main load. t-*s multiple line reeving. IT, Hook end Overhaul Weight--Light duty hook for single tine operation with weight to putt cable off drum by gravity (commonly called headache ball). 15. PThtp Line--Single linn with hook and overhaul weight for feat operation from either head sheaves or jib tip sheaves- XattsmaJ Safely Cun')rest CONVEYORS By ROLAND JONES Jervis B. Webb Co., Detroit, Mich. Today's material handling ^sterns, to reitve the approval of an astute management, must not only be capable of delivering a pre-determmed volume ot materials faster, more economically and without damage, but must do so with perfect safety for em ployees or other persons approaching the inr-umg conveyor*. Indutrv can no longer afford to overlook the accidents that could le avoided through the use of recognized afety devices and employee education ` Conveyor* are more widely used through industry than any other type of heavy ma chinery, yet less than one per cent of all accident compensation cases involve con veyor equipment," This fact, published by the Conveyor Equipment Manufacturers Asocuition, CEMA, dramatizes two very im- (ortant points about conveyors. !, Conveyors by their nature tend to pre vent accidents. 2. Manufacturers of conveying equipment ,ire successfully designing safety features mio their equipment to make them even more foolproof. Take point number one, for example. What is meant when we ?ay that "conveyors by their very nature tend to prevent acci dents*'? Materials are brought to and taken away from operators; therefore, lifting, carrying, or wheeling is lessened or elim inated- The operator need not leave his nation and walk into trouble elsewhere, nor need he join that unfortunate group who sustain lifting injuries. A survey sev eral years ago showed that manual handling accounted for 2? per cent of the total accidents in the state of lllinoi*, for that year. Handling by convenors helps eliminate the necessity for manual handling. Materia! coming to the operator mechani cally eliminates motneniary inattention to the machine operation. Convevors help good housekeeping because they are installed on definite lines of How*, and their continuous operation cuts down piles of tub-assembly goods in process. Less manual handling re duces fatigue and thereby cuts down In employee mistakes. Working along a eon- tevor at a constant uniform ?pecd, being ted material on an even do** basts, operators develop a rhythm in their work which make? for sureness and fewer mistakes. Compare the modem mechanized coat yards, foundries, paint shops, and chemical processes to their old, unhealthy, back-breaking, dangerous manual counterpart* In addition to the above-mentioned ad vantages brought about by the use of con veyors, there are many jobs that they alone ran perfonn. Carrying parts through heat,, through plating operations, through bad atmosphere, into cutting heads of machines and under water are only a few of the jobs hat would be fatal to men. This is what we mean when we *v that conveyors, by their very nature, help to prevent accidents, and make a better, safer and more enjoyable place of work. ?x> far as point number two is concerned, manufacturers arc constantly striving to build safety devices into their equipment, devices that are designed to take the chances out of conveyors. In addition to safety de signs, manufacturers and users Have com bined under the sponsorship of ASM and written a safety code cm the u*e of con veyors. This code is called the "American Standard Safety Code for Conveyor*. Cable ways, and Related Equipment B 20-1 1957." You mav all be familiar with it It consti tutes a landmark in the analysis of safety problems in the machinery industry*, and the manufacturers of conveyors are watching closely to see that their products will con form to its provisions We cannot discuss all the various phases of the code here; however, we can give a few genera! do's and don't'*, which are covered in greater detail by the Code. Do guard driving machinery . . . Don't load bevond rated capacity ... Do design mount ings in such a way that catching sham edges or possibility of pinching are minimized . . . Do keep lubricating paints piped out to safe locations ... Do have accessible adjust ments to takeups or drives ... Do use .mtt-backups and anti-runaway mechanical Industrial $ub/*ett Sessions jiety stops on slopes as protection in the event of chain breakage or pcr*rr failure , . Do use overload protection ... Do enclose counterweights ... Do ttx guard rail*. Interlock conveyors electncaQy to prevent jamming and the danger which oc cur* when one conveyor shuts down and the one feeding it Is stilt operating , , Do watch design of transfer points from tine conveyor to another; here Uc* the pasability of pinch point and dangerous free materials ... Do make sure supports, par ticularly for portable conveyors are sub stantial. it) chat they will not up under i-xids. toe boards, dust explosions and hotter eonv ruction. The ASME. ASA and AS*TM code numbers arc listed therein. The code suggest* the tnllowing atfetv pruvi-km* for men who mut rule v mppers or belt conveyor*; u-tally enclosed bucket elevators; hand rails; guard plate* along chain conveyors to protect feet ani clothing; stops at open ends of gravity conveyors; climtnatKn of all pinch point* or five roller conveyors; substantial guard* with sides under overhead trolley, power jnJ free conveyor*; and wild rmer* on *crew conveyors when possible. The code cover* clearance and accessibility Leave space for maintenance and tor op erators. Provide visibility so onconosg load* may be seen. Provide guarded catwalks up high. Wherever wall or door opening* ccur, guard well with mils, for these are dangerous points. Provide uupecricn doers and peep holes where conveyors are en closed. Make proper provision for **icr, aisle* and passages. iraving ample clearance and headroom. Define travel *> dearly with paint, signs or Sights. The B2Q code cannot hope to cover every ;**;ble detail concerning conveyor safety. Lwr* and conveyor manufacturers must *' rk together to reach the right balance <-i yutety in conveyor systems. Greater con -tuner >azety consciousness is a must. In liny competitive industry, there are those who skimp an safety features to have the west price. L`**rs must study proposal -peaccanon* and demand that safety tea- be outlined as specifically as the eonveyur itself. Then these provisions must be r.-lhered to. Under inspection and maimemzve, trie code suggests the importance of lubneauus on a regular basis. Keep takeups properly adjusted; periodically examine cvttcred cocticcffoa* and couplings tor weaknesses, fee- t*l-*c worn parti. The code advtses that related structures, such u iuimets, pm. hoppers, chutes, where conveyors are as use should be considered in the overall iaiy design. They should conrider carefully before ri.ev rule out a supplier who includes wtui \ict* might call, "excessive safely fea- ssr- " <kt copies of the Safety Code, and '-'.Ac -urr the provision* are incorporated sti., vou? vuiveyor system. In considering prpo-aI, also consider these points: Has the vvrtem hemmed in worker* too much . . . created fire hazard* . . . allowed wide rrsough tideways . . . left normal exit fa 'xirne good, general safety rules are: to cilities? ft ts also wise to watch wall floor obey rated load signs, mark "itop aad opening* for their erfect cn the safety of start" stations clearly, make them easily employees on both sides of these wall* and accessible, and put them where they provide ceilings. a clear view of the conveyor. Xo riding in conveyors; no stepping on conveyors. Don't service conveyors unless cm regular maintenance crew. While servicing, stop the (`ofivejur and lock out normal starting push Milton station*. In case of overload cutouts, locaie jam and use lockcu' before starting ur attempting to service. . The education of cssployee* is also very important in the overall effort for good safety policy, t a conveyor i* being serv iced and is shut down, as it should be, make sure the work ts not being done too closely to another moving conveyor. Serious accident* have occurred where the service man, absorbed in his work, leaned back into The code refers specifically to its relation another moving conveyor, or a slowly mov to and dependence on other codes, including ing load came along and squeezed or pinched those of mechanical power transmission, him against the slopped conveyor or to a electrical, elevators, dumbwaiters, escalators, wad Opening. cranes, derrick*, hoists, buildings, bridges, Watch loading of conveyors. Be sure the walkway*, door and wall openings, railway*. (lookup is secure if it i* a honking job. If Ot !962 tJatkrrui! Safety Congress material* are piled on the conveyor, make sure they ate not top heavy. Always re member clearances between conveyors and wails. Clearance tor a man to walk through should, where possible, be based on the largest load carried on the conveyor. Au thorize certain persons to operate certain conveyors, just as you would or a machine tool; keep others from starting the system Speed variations in conveyor lines should br entrusted to one who understand* the effect* these changes might have on the system ; a whole. If overload cutouts are continually op erating, or shear pins continually shear, contact the manufacturer of the equipment to find out the cause of jamming. Check as to whether the system is overloaded, by means of a dynamometer. If the design is light, make it heavier before trouble starts. in dosing. I would like to quote some figures taken from a recent survey made by The Conveyor Equipment Manufacturers 'iS&odation, under the dircviiun ot Mr. K. C. ^ollenberger. We surveyed safety officials is all ftfty states Mid two ternton**, to * wbax safety soasurea they had oe their taw booiu aad to see what tattumc* the new safety cod*. * aO-l-lSST. night have. Of the S3 agenda* aurewyed, we found that 47 had a safety reguiatioeia applying specifically to twsveyora. four said that chBveyors werw aaemwt sad dine replied that they applied gwmerwl machinery safety rules- la all. si re ported that they used * 1-136* as their guide. One, Maryland, refers to mo in the state code, thereby givtag it the status of a state law. 1 think thc*e figures indicate the rrmcal need for wider recognition and <li-cmination <.i saretv codes within our industries. Code B20.1-I957 i* made available through the American Standards Association. Also avail able, from the Conveyor Equipment Manu facturer* Association, is a short article, entitled "Plant Safety, Everyone's Job." These are recommended to anyone concerned with live manufacture r.r ti*e of industrial conveyor*. 96 ASSOCIATIONS SECTION WHY? SELLING SAFETY AT THE LOCAL ASSOCIATION LEVEL SHOWING THAT PATIENCE AND HARD WORK PAY OFF By LESLIE J. INCH Director, Accident Reduction Dept. Hotel Association oi New York City. Inc.. New York, N. Y. My remark? will l* 1m-c1 Herh * t; '!* .icliviue* ot the Accident Reduction l*et*urirnent ot the Hotel .Vacation tf Mew York Cttv for it* 160 member hotel? and their Jo,000 emplovces. This department ot the association has been in existence since 194$. There are certain tacts relating to its de velopment and its method of functioning which I am sure will be of interest to those f.d vou who have or are planning to organize ssfety department* within ygtir group. After all, the reason for this session is to stimulate action on the part of association members and to develop and improve safety program* within their assueiaitoti. \ little background will explain what we .ire endeavoring to accomplish. Back m 1932, when many New York City hotels, and in fact Isolds in manv section.- ol the country, were finding it too difficult to meet their interest and taxes, a few tarrighted, safetyminded hocclmen got together and organized what became known a* the Hotel Section of the Greater New York Safety Council. Their aim was lo promote safety measures within hotel* and to develop policies for educating hotel employees in safe practices, is well as stimulate their interest in system atic procedures that would prevent accidents. This Hotel Section continued to grow as the years went on. However, it was not until the late 30s that the informal support of the Hotel Association was sought in furthering the group effort. Unfortunately, however, cooperation wa* chiefly confined to 'hose hotels that had representation actively engaged in the committee1* work within the tireater New York Safecv Council, less than one third the membership of the Hotel A*M^iation of New York City. in J`*44. the H' tel As*.'taiw*n took formal cniti* n ot tne accomplishment of live Hotel Section of the Council and authorized the setting up within the a<*ooatton. as a .landing committee, a safety committee, the membership of which comprised the execu tive committee of the hotel section of the council. This new committee immediately moved toward the development of the idea ui making their work a direct activity of the association whereby ail member* might he given an opportunity to participate without the payment oi any fee other than their reg ular association dues. Studies were made by this committee to ascertain the most practi cal method of expanding their activities. A* a result of these survev*. it was rec ommended to the Board of Directors oi the Hotel Association of New Y'erk City m February. 1945, by the cluiirman of the safety committee that a new- department be ret up within the association for the express purpose of encouraging all the members to tarticipate in accident prevention and m general develop ideas which might tend to bring about greater safety in hotel operation, reduce the number of lost-time accidents and eventually develop mare favorable experi ence ratings for individual members. The hoard of directors, having had an opportu nity to see the result of the safety com mittee's work, authorized the establishment ot such a department to take over and evpand the activities formerly performed by the hotel section of the council. Harry A. Mason, now retired, was appointed the first director of the activities of this committee. Tine of the first steps projected by this department was a survey of member hotels to ascertain their 1944 accident reports, ob- 97 i9A National Safety Congress uiu the names of their insurance carriers s'wr both Workmen's Compensation and pub lic liabilities ami to get authorization to .-eeurc from the rating boards and their in surance companies art)- data which would be beneficial in developing and setting up records- The hotels were, in general, most cooperative and in a *-hort time wt had a raiher rufnprchcnsive ptciure of the cm)ihi\ce accident record of most of our members for 1944. We next made a survey of the experience rate modifications of each member hotel as they affected the hotels' individual Work men's Compensation insurance premiums. These figures once obtained were completed .gainst the standard manual rate and released in a comparative report, each hotel being des ignated by a confidential code number known only to the hold and the association. From this chart we were able to show which hotel* were paying high premiums because of their jaM bad accident records and those which luid been doing a good job in safely and therefore had a reasonably low- premium The data obtained from hotels also furin-died us with a basis for competing and I'Mtnparing the accident ratios per employee hi re-h hotel. From these ratios we could I'u-W r.ui those hotels whose current records nett kid and needed correction For those hotel* wIrose current accident records indi cated they were sorely in need of safety edu cation. we rontavtcd the hotel's insurance rarrier and together with one of it* repre-entatives we met with the manager of the hotel, went over the accident records, disiM-sed Lite causes and arranged, wherever fusible, the adoption of a systematic safety urogram within the hotel. In the initial phase of our activities, we endeavored to impress upon the minds of nr member* the necessity of maintaining a program at all times. We tried to dmw them by facts and figures how their afety records reflect their Workmen's Com pensation premium rate and how a bad recrird can more than double the cost that might ihenvise be possible if a goad record were maintained. We sought to bring home to them the fact that they, themselves, can determine in a Urge degree how much their Workmen's Compensation insurance pre miums will cost by the type of safety record they turn out. We certainly stressed that ins is a long range program. Tlieretorc, to Hive money in future years, it is necessary to begin budding up a good accident record now. As an example of how this worked out and is still working out, in 1944 the manual premium in New York State was $1.65 for each $100 of a Hotel's payroll. It then rose steadily until it reached $2Jj3; then it gradually dropped and in 1961 it was $1,65. the same as it was in 1944. Since 1946, we have been making comparison of all the Imtrls a* to the charges or credits that are applied to the manual rate. In I960 with a taste rale of $1.80 before deductions for discounts or dividends, the hotel with the greatest credit paid $1.13. while the hotel with the highest charge modification paid S2.S9 per $100 of payroll. You can see that the difference is $1.46. Apply these rates to an annual million dollar payroll and you can -e# the dollar saving. The irony of these cwnporisons lies in the fact that both hotels received -the identical insurance coverage, set one paid SI,46 as compared with $2.59 tor the Mine type of coverage. Our next move to get our safety message i* our members in a way that would not bore the management executives was to in augurate in April of 1945 a monthly bulletin known as "Star News"--the word "Star" l*eing the first letters of our slogan "Save Through Accident Reduction." In these re leases we have discussed varied topics relat ing to accident control, along with short news items. We stress the role that manage ment must play in sponsoring a safety pro gram and how, before accident control can become a reality, top management must give its blessing to the activity. We outline meth ods of safety with special attention directed toward instructions to new employees. We prepared and distributed safety posters, safety rules for employees and specific sug gestions for inspectors to follow in spotting danger points. In short we use every known means to keep safety first and foremost in the minds of hotel operators. Believing that competition is an effective means of arousing interest and enthusiasm in any activity, our department instituted on farmary t, 1946 an inter-botel accident re duction competition to determine the hotel that could develop the lowest lost-time acci dent frequency ratio. For the first twelve year*. we ran this on a ten-month basis. The 9? industrial Subjects Sesstans contest now runs for the full twelve inoaths. In the first year, we had 104 hotels partictjuling, with 53,660,745 man hours, 747 lost time accidents-- Frequency ratio ot 13.92. In the last year (1961). 113 hotels, with 67,532, 52 man hours, 615 accidenti--ratio 9 It, Our best year was 1957, 161 Hotels, with 60,024.39$ man hours. 491 lost-nme accident* --ratio 8,18. to this coni<r*i we grim? hu'eit avmrdmg in liter Group A--Large transient F.:ei. B--Large senu-traasient and resident hotel. C--Hotel* with over 30,000 man hours per month. D--Hotels with 20,000 to 30 000 man hours per month. E--Hotels with 10000 to 20.009 mwt hours per month. F--Hotel* with 10,000 cr 1** man hours per month. Each year we award safety plaques to those hotels which are first m the letter grouping. Last year 50 huteU had w> lastlime accidents. These plaque* are awarded at die Hotel Session fidd daring if* Safety Convention and Exposition sponsored by the Greater New York Safety Council each year. This year the session was held on Wednesday, April II, You will recall 1 -aui the contest originally ran for 10 months. When we decided to award the plaques at the Safety Convention and Exposmoe. we extended the contest to a tull year ami ma>le th award as part of our session. In additi*. we maally declare the week of the convent* *t* a Hotel Safety Week and run a cmaevt <* wfixfc all the employee* of member **tei* *t* rigthl* for vash price* Is the ps*e. we Have had > "Limerick Cootest Car&ua Shspm Each year participation is greater ikm '.be pfe*tua* amt the comments iron hotel ruiplctee* and em plovers have bees excef.mt Twice a year, we compile uwnocal -LtU relativ* to the accident* that has happened during the past mx menfiv Three are broken down into the type of accident- fall*, itrains, cuts, burns; kec-omr acodeag* by categories; toss of time by department; Irequaicy of accident by department and aver age day tost per toil-time acodent It might be interesting to note that th six month ending December 31. 1961, we ramr up with the following facts and figure*. r mt LeefTSnte Accidents by Hotels Comparative fre<iueoey er accidents oy categories Comparative freqbuycdnecpyaorttmaecncitdsents irrace E r CT.X Pails Straws and Sprains Micwn and bniU-e Cuts Shims Alt Others rails Strains and Sprains Bumps and Bruises Cut* Bum All Others Housekeeping Kitchen and Steward EDningiinngeeRroinogm All Others Housekeeping Kitchen and Steward Dining Room Engineering Front Seme* Alt Others KoueefceepCng Kitchen and steward Dining Room Engineering xss% at.** 30.6% 10.3% ,* m 16. i* 26.3* IIS* h.o4 11.7* 30.3% 30.3% lt.6* 70S 2*1 167 53.7% 17.7* ill 58 l&H It.** r** 99 1 JPO? X'ational Safety Congrett Industrial StthftcU Srsfums Early >n I9S2. w.tlt the approval of the board of director*, certain member hotel* formed what t* known a* the Hotel Safety Trade Group. It amuillv came into being on june l, 1952, and began with eight members, fhe current membership is 73. Only mem bers of the association are eligible to partici pate in this group- In addition, participation is purely on a voluntary tmri* The purpose of forming the group wa* to promote acci dent prevention and improve claim* handling, thereby obtaining a reduction in insurance premiums. The hotel* currently member* of the group were paying $1,000,000, for Workmen'* Com pensation insurance m 1952 Tin* year niter dividends and discount*, this premium will have been reduced to tinder $500,000. In the number of accidents, these hotels averaged over 2.000 accident* per year prior to the formation ot the group. This last umpteted year there were 1,000 accidents. Individual records are as follows : In Hotel Ar Tlie 1952 premium was $45, 000 on a jayroll of $1,300,000. In 1959 that premium had dropped to $52,000 on a payroll m $2,600,000. These are ail before dividend* have been taken into consideration. These ate premiums paid to the Stare In-urancc tiinii, III Hotel 11. an average sized hold: The premium ui 1952 was $15,750 on a payroll of $580,000, In 1959 tins premium had dropped to $8,600 on a payroll of $768,000 In Hotel C' The 1952 premium was $8,150 >u a payroll of $233,000. The 1959 premium was $jJZ80 on a payroll of $385,000. In order to accomplish all this, certain requirement* have been set up that are rigidly enforced in the group operation. Each hotel is required to have a safety program satis factory to the executive committee and the ^roup manager. They are required to use ^replacement physicals for all new person nel. The State Insurance Fund, which underwrites the group, makes an agreed number of safely inspections dependent upon the size of the hotel, with reports hied in the group manager's office. All claims must be Wed immediately by die hotel with the group manager's office. The claim* receive preliminary action before they are sent to the earner in order to tktermine the facts tit the cae. The subcommittee of the executive com- nutiee meet* once each yew and reviews the individual records ol each hotel. If they are found to be neglecting their duties as a member ot the group, they may be relieved of their membership. This is done to insure the compliance of the rules and regulations The Group Manager maintains an attorney at the Workmens Compensation Board who represents each hotel m ever* action brought against that hotel- in many of the cases wherein the question of the legality of the vase is involved, wv actually assist the claim ant by obtaining a prompt and fair settle ment. In the rare instance where ihe claim made is a false one, it is our fob to see that Hie ease is disallowed. In the 1.009 ease* reported during the last completed group year, there were 36 controverted case* which were not believed to have men out ot employment. Twentytour ot these case* were elr*^4 in favor of the employer. The balance of the cases are still open and have not yet been settled. There were 542 hearings held during the ame group year for member hotels, at which they were represented by legal coun sel. There are many other activities within the sphere of proper claim supervision which are too detailed to go into at this time, Our group represents a venture into ihe active prevention ol accidents, thereby obtaining substantial reduction in insurance premium. In my attempt lo outline briefly the activi ties witch the Hotel Association through the accident reduction department is trying to carry on for its members, I believe that you will see that our particular atm is to install in the minds of each and everyone of our members the conviction that accident preven tion is just as important in dally routine as any other phase of operation. \V are en deavoring lo make them thoroughly safetyminded and constantly on the alert to see that every possible safety precaution is afforded to safeguard guests and employees against accidents, that a systematic plan of safety education is provided and consistently maintained for the training and supervision of employees and that these employees per form their assigned tasks with safety to themselves their lellow employees, and quests. We continually urge the careful and fre quent inspections of physical properties and the constant observance of the safety habits 100 ot the employees. We ask that each unsafe condition or act is promptly reported by ,t*eh employee to his or her supervisor. We also ask that when an accident occurs, the details be fully and promptly recorded on a Standard Report of Acedent Investigation form and that if any employee is injured, regardlei* of how minor it might seem, it immediately be reported to his supervisor. We recommend that an active safety com mittee be maintained in each hotel and that l*us commute*, in ctJfcirdimctcn with manage ment, super*.nr the application ot a safety program adapted to the hotel, being certain that all safety rule* and regulations are strictly obeyed a* are all other orders or directions of management. If we attain this goal, we will have reduced accident* materially. f want, at this tune, to inject a note of warning to those ot you present who may he considering or planning the inauguration of a safety program for group application Don't expect too much m the beginning. Vou will, no doubt, meet with negative re actions from some quarter* and you will probably receive only passive acceptance from others. The viihl results of your efforts may be almost negligible ome time, no matter how steni*e or intensive your endeavor* or how uccnfat they may *eem to he. You stusr always hear in mind that accident control is a long-range project. It may take years to reflect the benefit* achieved today. Education, application and cooperation of all persons concerned are necessary' to achieve positive results. All three of these requeues are not sv or quick to secure, e-peeially if some of the members of the group are speculative owner* with little or no interest in benefit* tluit may accrue in the suture. Begin sour pr-gram with an aiM*cd purpose ot aiding tho-e who want or are willing to accept v*>ue a*-itance. -Mart with a solid foundation upon which iuu can build and expand a* your safety education progress An accident control pro gram well developed and consistently carried nit is bound to win in the end. but it will take perserverance. The period during which safety and acci dent prevention activities have been under the supervision of the Hotel Association of New York City has produced results. The reduction m the number ut accidents over the vears has produced material savings and we hope that it wiU become greater m the sears ahead. We believe that we are offer ing our members a service, the kind oi serv ice which they need and which will reflect u- benefit* manvfotd to those who heed our suggestions and consistently follow our by. word: "Save through accident reduction." WHAT? EXECUTIVE MEMBER ASSISTS ASSOCIATION'S SAFETY ACTIVITY By ROY t,. COFFEE Vice Prcsdcat. Loweoauia C ton Mills. Inc., Anderson, S. C. 1 come from ., ?*,! -tjar.v that be longs to trade - -event >tate*. Some oi the w--e^iats !,av been very helpful in offering iiiqance in developing safety programs: other* have been so busy with Legislative Proposals, tax changes, and proposals on business markets, etc., that they Have failed to push safety! There i* definitely a place for the associ ations to help their members ir hi* im portant held. If one of your members is doing a good *afety job. you certainly liquid pas* on wlut they arc doing to the >ther members and tell A'w they are doing it. Perhaps you feel your members will re sent being told how someone el*e is making out. but this is not so. They are always rcadv and waiting for outside assistance. 1 know, for in our company, we have received much valuable information this way. Your National Association's Accident Prc* v muon Program is one of the mo*t complete outlines for a basic safety program (hat I've ever seen. On Page six of your Baric Guide, 101 /tfd* Salionat Saftiy Congress >uu present a "Simple Basic Outline of Steps to Safely" for member companies to follow within their plants. This is an allinclusive program, going all the way from management responsibility and policy to de termining effectiveness of the program. The National Safety Council's award for the promotion of safety by associations sure ly must be an incentive for every association present to push satety to Its members. The Associated Industries of Georgia won a top award last year, and we are well acquainted viuh the safety activities of this association in our sister state. Many associations are doing such a hne lob. Another good example is in Virginia; the Virginia Manufacturers Association worked with the Commissioner ii Labor in gciung its members to accept a week or mo weeks' training for middle management people This has been most suc cessful all over the state, and they have reduced the accident frequency and losses in Workmen's Compensation and unproved the efficiency of the middle management staff. Another function associations are perform ing down my way--the textile associations in iikmth Carolina, Georgia and Alabama--is to conduct safety contests among their mem bers. They provide awards for industry at the associations' annual meetings. The Geor gia Textile Manufacturers have done an outstanding job us their safety work In addition to the aantaJ safety contest, they are presently raising funds to produce a safety film that is badly needed in alt textile mills They had Ui different plants ester their safety contest last year--a record high! We've looked at a few of the activities of associations, and we know you are already doing a fine job. But let's ask ourselves now: just what can an executive member of an association do to assist Associations' safe ty acrivfry? 1, He will freeiv offer his full coopera tion. He will contribute his time and money. He will be willing to serve on committees, when asked, even if it involves attending meetings I 2. A member will contribute accurate in formation according to A, S. A. code to anv competition his plant is taking part m, for this is the only way that the true picture nf his industry can be obtained- He will assist in any research project lostung out of the commuter* that will Ixmefit his industry. 4. If he is a large member and lias a full staff:, he will offer hU tuff's services, parti cularly those of the saicty department. Thus, he gives the smaller members the beneht of lus experiences. $. He will provide pictures and illustra tions, drawings of machinery and equipment ,md housekeeping trom his plants. 6 He will offer to the association what ever his company does to get safety outside the plant and help the community relations program. m<ofar as off-lhe-job safety is concerned, This includes tiaveling to and from work, recreational, sports, etc. The V irginia Manufacturers Association program Irrady mentioned is a good example. ", Endorse objectives of the association and give his enthusiastic support and public ity to the association's program. 3, He will always try rs exceed the aims if the association. 9. If the association fails to bring it up, a member can bring up in the association meeting the need for a safety program. | am planning to talk to the textile section this afternoon on the subject of "Manage ment Can Create a Safety Atmosphere" and thought that your association leaders might lie interested in some of the key points of this talk. Two factors affect safety: (I) techno logical--machines, materials, processes: (2) human -- operators, foremen, management. Most important are the human factors. Ordinarily, safety is looked on as a set of rules. We believe safety really it not a program as such, but results from a climate or atmosphere generated by management tactics that sometimes seem poles removed from safety topics as such. Look at the executive sitting la his office, making decisions all day loeg. He may feel tlwt he can delegate authority to the safety director and accomplish the desired results, hut this is not so. Safety is something that emerges from the way his decisions are mad* and the way the climate is generated bv the executive. This executive, in creating this climate, demands results but at the -ame time, makes his decisions in such a manner as to create confidence in himself and hts company. 102 /HMS<riA Smci/cLt Sessions A properly oriented supervisor will oper ate a safe department whether or not a program is in effect The nastgtnteai team must understand the bunas side of responsi bilities, failures and accomplishments. This climate is the basic attitude of our people th.u is defined by management's activity and -leeision. How management receives ideas and com munications from Mow m the company iructure ts also very important. Coosexbb* > .(lions lines must work up as well as down. According to Dale Voder of Stanford Coivenity, 84 per cent of employee* agree mo saic i< closely correlated with precordvary .-.nd d? per cent agree that oaptoyees work harder to carry out dedskss vibes it? bdp iviake them. Progressive manaoenseet today trar* d*-- peratcly to motivate the people * tfery fed they are part of the company. wager- visors say safety is dull, the same old story They are fading to look at tne big picture. If they got tetal concept, there wouldn't be enough hours ut the <ja>, Ml of us drive automobiles each day, and we do it nsoactrrely. We do not have a set vi rules on the wmdthieid or in our pocket If a child dans out in front of us, we insunenvely pm nur fc-ct 'Ji the brake and swerve the car r- ms the rfciM We can, by proper training, itc.iit a -titular attitude about safety sa <*ur <?npkee* a* they go .about their daily dune-. If a company can .i?t.*ra the proper climate--ami same already iiave, their cabee turauer will be better, iWene-ra reduced and their safety record greatly magetntd. | -aid earlier that safety to me was really see a as soda (We like to look at program* as being dongs about Christmas. ThMifiniipIiwir. 4th of lulr.j Safety is an j^tsvjty. a tray cf life that is with us forever. i 103 OFFICERS OF THE INDUSTRIAL CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 { j,i i'mid-'nt / " -fir ,u! i ihtirinttn--l i*w. i' >rrin nin, Vice S'rc-U-m, \*v- dent Prevention. Ksiii-Ji-ur* Mutuals oi \Vau<m, \\:io.Mt. Wi. {hiiiriitttu Station* - -I ijrirMk < CliattnuiH-F.lt-^tJ, Manager, i.tcty I in* Pr--tev- non LHv,, E. i. lu P.-nt <Ie NY-m'-ur*. and In, Inc,. 'A ilmington, Fxl. Cluiirwun Causmiiltet--<j, L, (HjkBrj.L, Manager, batvt? L Fire Protection, Miu-ant* Chemical Co.. Si. Lotus. M". '.r.-torr-- Rev Cfijin, IH. p.rvso:*, Manager, Industrial Dept., National Safety Council, Chi- COMMITTEE CHAIRMEK , -- .luitx 0>nvt*y, Employee Relations Division, Nationai Association or Manu- tacturcri, New York. .V. Y, ' Jndi.i I'uNiii .ttd< W K, brufnxa. Director of Safety, Carrier Carp, Syractix. N. V C merest /VcjjriiHi--R. M, AulSSEX, Safety Manager, Merck Si Co,, tne., Kahwav, .\ t. Cfnti'Jts and Ausirdi--R Htmas, Assistant Manager, gaiety Department. Bethlehem Steel Co., Bethlehem. Pa. /:.fiV/rrr--O.V0E F. SciiiXL'Tut 11,\ilth--Asst. KLomra. K= NY P.ibst Brewing Cow Milwaukee, Wk. Imiiutruii Safety Training--S. Ha.njcafomi, Safety Engr, Long Line# iVpt.. American Telephone & Telegraph Co_ New York, N\ Y. i/.v/umiruf Safeguardtap--T. H. Biru-iw\ Safety Cnn*uliant, Willow Grove. Pa .V.iMww/ing--Rov P, Hamilton', Superintendent of Safety, Si. i.ouii-5an Knno*ci R "lwav Civ St. Louis, Mn. .VmW.-nr Energy--D F. Hails, Chief. Safety and Fire Protection Branch. l\ > Energy Cotnmiion, Washington, D. C. Op-Thf.Job Saf.'iy--Jons E. Smith, Safety Director. Spencer Chemw*l Cr., Pitt-.Uirpli. Kan. R, u ,ir,h TmireU--S F. Sw.N'CE, Director, Safety and I-oss Prevention, American C->tu rni<! Co.. New York. X. V. Sttindtirtir--A. L. Cons, Director, Safety & Fire Protection. Eastman Kodak Co.. Kochter, X'. v. T.v/imVrt/ t'lii'licali'int-- R, L. Mooar, Assistant Secretary', Lumbermens Mutual Casualty Cn Jt American Motorists Insurance Co-, Chicago, 111. I <14 OFFICERS OF THE ASSOCIATIONS COMMITTEE NATIONAL SAFETY COUNCIL 1962-63 VioiMnuH-- lulls M t indit-iri,,! Kcl.iii. n- < .-n-ult.uu. .National \-r* t:nnn of Mumiiactwer* w, ?k N Y f *iiv-tVimriiwn K<<fekt 11 \ urt xS-.i-taut Manakcr. Accident Pmriith.ii I r|-t., AfA.iiton t-i i-na*`. -s -*?% `in-line-, \i S-.rk, N V tf/rftivsMI V tf AWwn- jus Sucw. i, ,..r<t i Sal el\ Aciinue-, Fahc Coast Assn, of Pulp & Paper Mfr, FortUn.t fire ; SS M. AiaisOv, Senior gaiety ilirertor, British Columbia Lumber Manuiactttrer- Asr iali<>n, \ ancouver, B. <Canada; Kaal A HksrTOX, JJir. m l*u!11c Retamm-. m1 Plate Fabricators Assn., t linrago, UL; i>. 1., Ritiiaxas, Director, t Utm- tin . i-iti>hurvh gieamsliip Div,, U. S. gleet Corpu Cleve land. ohm, WcmJam M. t ui-wKi.t, \--i Nery., tray (run {`winders' Society, Inc., tevelaml, I'thio; IirrntMt't 1> Kkjtk. ilarwging 1 Jir.. American Metal Slamimig Asn., t.'kveiamL, Ohicr h'ftVNK 1-m<kmfj(. tHr. oi Safely. Nationwide Insurance Co., Colunibu*, Ohio; ,1. Nut. Mookr. Sery., *<rrtier Cliicn^o Hotel A*n, Oiicago, III,: Ok. W, L. Tt aae (ret., Laguna Beach, l. alii. Y.>r/A,-,ui kr>ii.'n-- Yicnat g. Osux. Uir. oi Safely, lahez Burns and Sons Inc, -New Yurie, H, Y.i M tov K. Maktix. Commissioner of I^abor k Industry, Slate nf Maine, Augusta, .Maine; E. H, Rcevt*. *'Vneral Mgr., Lumbermen's osfety iuit, Turontr. Om,, Canada; jotix H. Sirrus, Secy., Pennsylvania Mfrs. Assn., Philadelphia. P.< . Turonoat E. Viltfchtt. Managing tnr.. Copper & Brass Research Assn.. New S ork, K Y, l/irff//,* ,ft/tiNfiV Rifgi'H--Savto f Baica, Asst. Director, Can Manufacturers institute. Inc, Washington. D. C.; .Inserts H. Colquitt, Secy., .National .Assn, ot Refrigerated Warehouses, Washington. D, C,; P, \Y, LoiASt, Dir. of Assn, Activities, Liberty Mu tual Insurance * Co., Atlanta. jAStU P. Low, Manager, Asn. Service Dept., * hamber of Cunwnerce of the L`. Washington, D. C.; .Iuhn Mohay, Asst, Exee. Natirml Independent Meat Packers .Association, Washington, !>. C; ALaEKT koHTACHta, Asst. Gen. Mgr., N.uional \*sn. of Bedding Mfg^ Wavldngton. D. C; IdiSHt'A Smith, Safety 1 Ur_ Eatem Gas A Fuel .Associates, Mount Hope. W, Ya.; R. A. WKXfiOX, Chief, Safety Branch. U. S. Army Engineer Divicion, South At lantic, Atlanta. Cr*. .`vi'rtfF Rffrcsentative-- Part fcL Ahtwam, Director, Associations Division 105 PLAN NOW TO ATTEND THE 1063 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 21-31, 1913 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which start* the second fifty years of the organized safety move ment The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, it* challenges. At the `63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange slews and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who hate safety responsibilities. Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. t 2 Title General Sessions and index to all Volumes Aero-space; Air Transport ! to 9 Copies S 65 65 10 or more $ .55 .55 Stock No. 022.32--1 022.32--2 3 Automotive and Machine Shop; Power Press and Forging 65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates .40 .35 022.32--4 S Chemical and Fertilizer. .65 .55 022.32--5 6 Civic Leadership; Church, Horne, Women Youth. farm .90 .80 022.32--6 7 Coal Mining , .65 .55 022.32--7 3 Construction; Public Employee .65 .55 022.32--8 9 Electrical Equipment .40 .35 022.32--9 (0 Food and Beverage; Meat Packing, Tanning and Leather Products; Trades and Services .65 .55 022.32--10 11 Glass and Ceramics; Rubber .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE) .90 .80 022.32--12 13 Labor , ... . .65 .55 022.32--13 14 Marine .. ............... ................. , .65 .55 022.32--14 15 Meta's . , . , . . , , , .......... .65 .55 022.32--15 16 Mining ... .................... ,, 65 .55 022.32--16 17 Motor Transport; Transit. . .90 .80 022.32--17 18 Occupational Health Nursing ... . .40 .35 022.32--18 19 Petroleum ............................... . , , , ....................... . . . . . . .65 .55 022.32--19 20 Public Utilities............................ .... .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing . ' .65 .55 022.32--21 22 Railroad . .. .............................. .40 .35 022.32--22 23 School and College 24 Traffic . .90 .80 022.32--23 .65 .55 022.32--24 25 Wood Products: and Textile .65 .55 022.32--25 26 Early Morning Sessions--"Communication" 27 Public Safety .65 .55 022.32--26 .65 .55 022.32--27 COMPLETE SETS (27 Volumes) $f 1-00 an/ quantity 022.12 Ail prices shown are subject to a (0 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL m 425 NORTH MICHIGAN AVE. m CHICAGO 11, ILL. 105004<3 502 PltNTCD IN U S A 022.32--12 i 1 9 6 2 Volume ,13 National Safety Congress Transactions LABOR CONFERENCE Beginning the Golden Anniversary Yaar of the NATIONAL SAFETY COUNCIL CHICAGO It, lUJNOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the LABOR CONFERENCE CONTENTS Industrial Hygiene Henry f. Smyihe, Jr. 5 Industrial Health Aspects of Lead Compounds Don G. Fowler 9 The /ear's Progress in Labor Safety Lloyd D. Utter 13 Labor-Management Cooperation for Safety at the Plant Level Management's Viewpoint Don Adair 14 Harry Zwig !9 Labors Viewpoint A1 E. Brown 21 Peter B. Terttck 22 Winners of 1961 Labor Conference Awards Lloyd D. Utter 24 Off-the-Job Safety Enoch Rust 26 Management's Responsibilities and Viewpoints /. $* Queener 27 Labor and Women's Viewpoints Local Safety Council Viewpoints Marcello Beatty 28 William E. Billings 31 Officers of the Labor Conference 1962-63 Other Volumes m 1962 National Safety Congress Transactions 34 Back Cover PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 2.3I, 1SS3 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty vear* of the organized safety move ment. The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the `$3 Congress you will meet other safety people, with the samp problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '03 Congress and bring all the other peo ple in your organisation who have safety responsibilities. INDUSTRIAL HYGIENE By HENRY F SMYTH, JR. Mellon Institute, Pittsburgh. P*. to 'uu often see an iixjn-rml lugit-m-t iti your work place.1 They arr not vert abundant. In the United Stale* iltwrr t* nt tor about 40,000 employed persons ami iherc .ire even fewer m the rest of the world. We have more corporation president* Mian ** have industrial hygienists. An industrial hyKieiw<t need nut be conspicuous when he t at work, there might have been one doing in- job m your shop last week whIkjui your cemg him. flu? whether you've Ken him >.f not, it is likely that you will live longer and be more useful if an industrial livgicm.<t ha* looked over your shop, made r*nnmemfations to management about your work ing conditions, convinced them, and seen that his recommendations were carried out. There it tome disagreement about the name ` industrial hygiene" and the protes-ffin) title "industrial hygienist." On this morning's program Royd Van Att*6* re marks are tilled occupational healtlt, al though his own title is industrial hygienist. My remarks are titled industrial hygiene, 'it the department in which T work i* idc-ulined as chemical hygiene. Don Fowler is V'Hig to talk alnut mdu*tri:il health. ton hi* own lute i* industrial h' ^entst. An -ien wtder vanetv of names "Tight have .ill-eared--environmental hygiene, or environforntat sanitation would be considered appro priate hv some people. Ml f these names mean the same thing. V: pr<motion of efficient useful work with ; *-;bl> harmful materials, without injury `*`-ilt:ns There is some precedent for tlie -ician -{raking of his activities as dit-WHf.| healtli, wlule the engineer f -hemist works at hygiene. it im to me that disability or disease mut hate Keen caused by occupation ever since mankind became sutficiemiy social for the division ot labor, tor specialization. Pus-ibly (lie paleolithic makers of Hint arrow heads suffered from silicosis half :v million vc.<r* age,. \Y know that some industrial diseases were recugnued a long time ago. Writing m die fourth ceniury before Christ, Hippocrates, the father of medicine, dU- the cherts of lead poisoning amon^ iiniicr- unJ metallurgical workers. \n uriy example of the preventive effort* *<? cwll tm|titrial hvgienc can be found in flmys dwriptmii of industrial operation* luring the hr-t century after Christ. Hr relate* tlutl workers refining mercury put bladders over rise face to avoid breathing tlte diiM. Agncola, describing the mining industry of the fifteen hundreds, related that some women in litc Carpathian mountainhad as many as seven husbands during (heir iifeitme, tlie men dying of lung diseasefrom the dust they breathed in the mines."- He described machines winch were some times used for forcing fresh air down inu tile mines to coolrot temperature and humid ity, and lo reduce the breathing of dust Tlie first comprehensive treatise on occu(aiional diseases was written in 1700 l>> iiemnrdim Ranuuzmi, a physician of Mo'lent, m Italy. He paints a rather dark picture uf the health nf workers, a follows; Various and manifold to the harvest of diseases reaped by eertaia workers trom the crafts and trades that they pursue: all the profit that they get la fatal injury to their health. That crop terminate* mostly, t think, from two muses. The first and most potent is the harmful character of the materials that they handle, for thsee emit noxi ous vapors and very fine particles In imical to human beings and induce pertieutor diseases; the second cause t ascribe te certain violent and Irregu lar motions and unnatural postures of the body, by reason of which the nat ural structure of the vital machine to m Impaired that serious diseases grad ually develop therefrom.' Alter discussing earlier trcuttoc* which mcne.im tn>uh!cs of miner*, he writes: We should not assume that miner* In the mines nowadavs are realty (tetter treated, for though they ar<* well protected with elothea and nour ished by suitable food, they come up into the untainted open air looking as ghastly as the retinue of the god of the underworld because ef their stay in titoae foul dark places, Whatever metal they mine, they invite dreadful diseaiso which too oftee mock at everv remedy, even aupposlag that some suitable remedy to duly prescribed, thoukii U Would aeem to be s question whether it can be considered a pious duly te admiaieter medical aid--end thus ^prolong their lives to tlie bitter 1962 .\atioiul Safety Cwwxt Although KatnazzmT* IxxiL i juimartly about the recognition and treatment ol dis ease* caused hy the occupations, scattered through it -ire descriptions of actions taken tr> prevent disease, such as: turning the face iwv trom a source of dust or vapor, wear ing a mask of bladder or glass to reduce intuiation of dust, working ottlv short shift* m hot or irttcubrly dusty location*. provishm of fans to blow cool dean air over die worker*, ami provision of clean clothing to reduce ilte lead exposure ui painter*. It is not dear whether these precaution*, winch are among those now recommended bv in dustrial hvgiemsts, were devised by workers Irving to increase their own comfort and sfely, or by supervisee ttying to obtain greater production. In any event, it ts only recently that industrial hygiene las been the full-time concern of specifically desig nated and trained people. Today the requirements ot industry- bring ,m adult worker for one-fourth of his life into a substantially constant environment, where hour after hour and day after daylie perform* the same task, often with the possibility of contacting and absorbing the chemicals with which he works. He handles not only tiie traditional dangerous material* of the medieval artisan, but also many newly created materials. Some, he uses in quanti ties which would liave been incredible a few centuries ago; the total number of indus trial workers today would have been in credible then. too. It might be tlmught that the industrializa tion of trades would have increased the frequency of injuries from chemicals but *ueh is not the case, largely because of the Uxly of principles and experience known as industrial hygiene. The assembly of worker* mtn factories where large groups handle the unit materials for tong periods can actually ! iwnefieiat to health, compared to condi tions in the shops of the artisan.*. Problems are created hut otiiers are solved. Worker* using potentially dangerous chemicals arc now- accessible to careful medical observation for the detection of adverse response at stages where the effects .are still reversible. Supervision is available for instruction in <aie working methods. Installations are planned for safe operation and, when nu other means will serve, protective equip ment is provided and maintained by experts. T*lny the indiMnaJ worker i* nmch lev- likely to be injured than w-s his ancient tore-runner m similar occupations. But the situation of today does not justify compla cency. Much remains to be done. In par ticular, agricultural workers, maintenanci,uid repair men have not benefited in preportioa to those in factories. Methods ot communicating what ii known haw urn Iweti devised to reach these worker*. Improve ments m the health of workers are almost prnpcmional to the sire of the group* lit winch they labor. The thing wiuJi was not done in Kamaz/,m'. time, or until very recently, is lu identify and measure eaeh possibly injurious contaminant and stress in the working en vironment. With measurement it becomes (otsible to compare exposure* m different -hops doing similar work, ami to maintain useful records of experience. By companion f present measurements with recorded ex perience. or with the conclusions of research i-io new substance* and situation*, the indu*trial hygienist tries tu anticipate and to prevent harmful conditions. He applie* con trol* to potentially injurious situations ui urder to prevent the occurrence ut injury, ur ui discomfort sufficient to reduce working efficiency. The accumulation of experience (record* ,<f measurements of substances and stresses m work places, related to the presence or absence of effects on health) has verified our conviction, that any substance or process can be safely utilized in industry, ti it* use is sufficiently important lo be worth the emt of protecting the workers. This is the basic viewpoint of industrial hygiene, liwt anything can be safely used. The cost in volved may be that of equipment, such as for ventilation, or it may be that of de creased productivity, perhaps because of the inefficiency of operation through remote con trols. or when burdened with protective clothing, mask*, or respirators. The demand for persons trained to l>c industrial hygienist* arose because u die passage of workmen's compensation act*. These laws could never have been written at enforced if people had not begun to lose ilie self-centered attitudes of the jungle, if men of good will had not become mmmoii tu alt walk* of life. It had to become ac cepted that the employer has a responsibility in see that the work he pays for nn he "kmc m reasonable comfort, w-itlmut injury the wurkcr. The new law* implemented The industrial hygienist is one member of he already agreed upon responsibilities. The empfnyrr needed a specialist to help him >tchargc his responsibilities; governmental .lycneies needed specialists to guide some employer* and lo monitor all. Thus arose (he need which the industrial hygienist fills. the group whose joint ellom arc required for the maintenance of occupational health. Oilier* of the group are ihe physician, the nurse and the worker himself. Each ha* hi* unique responsibilities, and one cannot perform the functions of another. The in The name "industrial hygiene'* was suffi dustrial hygienist studies the work opera ciently well-known early in this century ror tions and processes; he knows all of the die American Public Health Association to materials and equipment used, the products **t,itili<h an Industrial Hygiene Section m and byproducts, and their possibilities for IdM, for the t`.S Public Health Service injury- to health. He measures the magnitude i use ii as part of the name of a division of the exposure of worker*, or of the public, in 1915, and for the journal of Industrial to possibly harmful substances or influence*, Hygiene to be founded in 1919. Industrial or to nuisances. He is particularly attentive Hygienists had a sufficient sense of common interest and unique purpose to establish the American Conference of Governmental In dustrial Hygienists m 19J8, and the Amen* ran Industrial Hygiene Association m 19,19 The members of these organisations nowregard themselves as constituting a prole*non. Like the older professions, they- are taking various steps to assert their profes 1. Vapors, gases, mists or dusts in the atmosphere--both those which may be inturious and those which are only unpleasant. 2, Temperature, humidity and air move ment. 3 Xoi*c--both audible and supersonic-- and vibration. sional status. Through technical committee* 4. Radiations tueh a* sltort radio waves, they are collecting, organizing and publish heat, tight, ultra violet, x-rays, and those ing tor themselves the facts which thev from nuclear decay. utilize in their activities Through a certi fying board they are conferring recognition <n colleagues of demonstrated competence, hoping (hereby to discourage the activities ot incompetent pretenders. They are taking -ieps IQ set the standards for the education of their successors. One distinction between a craft or trade and a profession is that the practitioners of a profession feel that their work is devoted in part to some high purpose in the public interest. The lawyer feels that his profes The industrial hygienist likewise considers ihe less measurable conditions of the work itself, such a*: 1. Physiological stresses from physical evertion and abnormal postures. 2. Psychological stresses from monotony or tendon. The industrial hygienist may analyze blood, urine, expired air, fingernails, hair, and like biological materials, when this wilt assist m determining the amounts of substances which sion Works for justice, the journalist for ruth, the physician for individual health. Industrial hygiene ts one of several non medical professions which work together for public health; it concentrates on the not insignificant area ot occupational health, on the control of the industrial environment to allow efficient and healthful work. Industrial hygiene ha* recently been defined as the ",-cicnce and art devoted to the recognition, evaluation, and control of those environmen tal factors or stresses, arising in or from the work place, which may cause sickness, impaired health and well-being, or significant discomfort and inefficiency among workers the worker meets m the working environ ment as an index of the need for control, r of the success of controls already insti tuted. Similar tests which may be done to determine the state of health of the individ ual worker are the responsibility of the jihvsictan. The hygienist interprets the results of his examinations in term* of the ability of the working environment, or of the working methods, to reduce efficiency, to impair health or to create nuisances. The data with which he compares bis results to judge whether tolerable or undesirable conditions exist arc the accumulated and recorded experiences <u industrial hygienists, occupational phyn- among the citizen* of the communiry."`,> tun* and research workers in the medical Xdti'iwl Safety I 'oitar. 't MTWcrt, Figures relating to the ci.iuentra hxis ni substance* tlul may be itttalcd at work without effect are known a* thre-hold limits. atn not certain Mat industrial hygienists have sufficient agreement concerning their `bjeettve* m offer a sound guide to those who deride upon threshold limit values. I .[noted an official definition of industrial Iy-cirne to tlie effect that it is devoted to the mitnd of factor* (Il-ii may cause impaired health among workers. 1 wonder if this the full WHO definition of health as the state m complete physical, mental and w*-ial well-being, not merely the absence of disease nr infirmity? Furthermore; does industrial hygiene aim to protect every single working person, no matter how susceptible be may he? Or 'toes it aim to prevent injury tn df* per cent of the working population, ivi> irg upon pre-emplovmem examination l*> the occupational physician to keep the 5 ;<r cent of most susceptible persons out ni the working area? Until we have agree ment on this (loint, we will have uncertainty .uiKiti* 111<* trying to decide on safe t"uure value. 1 myf think that industrial hygiene aims to control exposure to the extent that almost no workman am suffer discomfort or adicrse effect, and tliat effects in the most -u-cepctblc develop so slowly that they will U detected by the alert occupational physi cian before they are irreversible. The degree me control the rest of the world expects it dlu-tnted by a possibly true story one hears from various sources. The foreign protlueMi.n engineer was being shown through an American storage battery plank It was '`(I, scrupulously clean, without a trace of vi-iUe dust, windows sparkled, and work men were drr-sed in absolutely clean while coveralls caps M<1 gloves. The visitor looked .itant it amazement, He said he had seen mailing like it at home, for after-all, "mak ing lead taueries is not a tea party." The industrial hygienist should report his conclusion* directly to management At times, his recommendations for new installa tions or changes in working procedures to reduce unhealthy stresses will be feasible without undue expense or reduction in pro ductivity. In the most desirable situation, htv alignment has bees the study of blue print- to- the construction of a new work plare. in this instance, he may suggest in.xiihvrftiMiis ut lav out which will allow >'uiiirui of possible tazards to Iiralih more croiKimicaJU thati would ta possible in 4 already constructed shop. Iii regard to toxic substances required in the operation, the recommendation will con sist ot suggesting some way in which the amount of substance reaching the worker can be reduced, without reducing the output of the shop. This might be as simple a* furnishing a cover tor a vat ot volatile coivenf, to reduce vapors m the ait, or pro viding a bland hand cteaner so that the worker can wash without using a tannin! and expensive solvent. It might be as com plex as installation of local exhaust ventila tion to remove vapors or dusts at their source, before they can be breathed. An . last resort, efficiency oi work may have to l* threatened bv recommending respirator,md protective clothing. I have been speaking as if industrial hy giene is practiced by a single matt wlm knows all the answers himself. In some organizations this is the rase. A single person is engaged in the comprehensive practice of industrial hygiene- He may have lieen originally trained as a chemist, a physi cist. an engineer or even as a biologist; bm he is sufficiently experienced in other areas to handle all the parts of most any situation himself--he identifies suspicious substances or stresses; he measures environmental con ditions: lie plans and recommends control injures; he monitors their continued suc cessful operation. At times he encounters conditions which he realizes could be handled better hy others, and then be secures special ized consultation. In other organizations, industrial hygiene is handled by a group. One man, who spe cializes in the acoustical aspects of industrial hygiene. wiU be measuring noise levels, its distributin') tn octave bands, and may be recommending control measures. Another man may practice the air pollution aspects, primarilv concerned with monitoring and controlling the air borne wastes of the plant that reach the surrounding areas. Another may concentrate on the chemical aspects, recognizing and measuring gases, vapors and thists in the environment. An engineering specialist may be primarily concerned with illumination, with heat and with ventilation to control exposure to substances. A man m the radiological area may be concerned 8 Labor Conference with Uic invisible, but harmful, forces of v-ray and the newer nuclear degenerations, tath monitoring and control. Still another hygienist may practice the toxicological as- the effects of foreign substances on the body--ordinarily divided into toxicology, tdtysiology, paihologv, biochemistry and the tike, ' Different organization* may find t: nece*- siry or practical to utilize different combi nations of these specialists within a specialiv, depending oo ih possible huards of tike industrial operations being carried out. The profession regards a man whose experience has been almost entirely confined to one aspect of industrial hygiene as being everv bit a* qualified, as distinguished, as the man whose experience has been m the ernnprt frensive practice of industrial hygiene. The latter m*\ he personally familiar with a wider vanciy of pt,sihl> injurious inrt'-r- in nujustri, but die former lus a more detailed personal knowledge of a narrower range of factors. f have tried to give you some idea of tvhat industrial hygiene is, and what the industrial hygienist does to control the haz ards and tres nf industrial operation*, lake everyone riv m modern civilization, the industrial ingtenist is one of a team, and this (cam's success is related to the degree to which its members work together. Agrtrtda. O. De Re Metallic*. Translated h^.H. C. and L. H. Hoover. Dover, ti. T.. Ramaxilnf. B. Diseases of Workers. Trans- J 3t; *3* (Oct, mat INDUSTRIAL HEALTH ASPECTS OP LEAD COMPOUNDS By DON G. FOWLER Director of Health and Safety. Lead Industries Association, Inc.. New York, N. Y. M:*uy .war* .* and up until the early twenties in tin* country, tlie ue of lead wa c.vtra hazardous in industry and poisonings were the rule. They were v*pccted. Such is no longer the ease. 1 am proud to be a member of the proiession winch tad a great deal to do with the reversal of tins situation. But we indu?ma! hygienbts were not atone in onr effort* at rever-ing the lead jiotsoning trend, for this job was a good example of cooperation by industrial physi cian*, toxicologists and hygienists. Perhaps tlus key effort was that of toxicology, md a* wc proceed further wc will understand better tlie reason for saving so. Due to lime limits, it will not be possible to cover in a complete manner all ot the various lead-using industries and the various control methods required to prevent undue human exposure. Therefore, we will discus* some of our knowledge of the effect of lead on the human system with special reference to industrial exposure, and then proceed t* 4 philosophy (Ji control tor hu man expo-lire in industry which should apply generally, Because lead cvi.ts everv wlicre and in att biological organism* of which we have knowledge, its control in the human y*tnn consists first in the recognition tn quantita tive manner of what is normal or usual and following this, the measurement quantita tively of the additional body 1 arden imposed hy the particular exposure. Generally, toxi cologists work with small experimental sunma*. such as rais, guinea tugs ami rabbi' This is necessary because they mint over expose in order to determine toxic rangefrom harmless to harmful. Ideally, of course, toxicologists should be able to work with human beings since the effect of the material under investigation always must be related to a human and it is well known that no ex perimental animal approximates sufficient!** the human reaction. 0 i'?n* .Sutwwtl Safely Congress i i.v Lead lia>t <>t coure, been subjected to .immal experimentation many Junes in the past but, in addition, 1 want to mention some of the unique human exposure experi ment*. carried on in this country since about 1927, at the Kettering Laboratory in Cin cinnati. Interestingly enough, the main rea son for the initiation of these experiments was to investigate in every way tlie use ut' tetraethyl lead as a gasoline additive and its effect on the health of workers in the industry and on the health of tlte general population As far as a toxic mvesncatioo As liic cvi'criimM'ial -licvi carries on his work at (he laboratory Walton in * small room equipped as an office, which room serves as the exposure chamber, it is a relatively simple matter to determine the amount of lead he inhates during hi* eight-hour working day. What happens dur ing the other sixteen hours ot the day can only be approximated, but has been checked by testing the air in and about the city- of Cincinnati, where all these experiments have taken place. Think, if you will, of the mag nitude of this undertaking. During a sub their data gathered m the Kettering Labora tory and elsewhere, we have a picture of ahat happens to lead when it is taken into ilie- human foody. We know, for instance, that the average adult body contains a total of at least 80 mg. ot lead. We know that the average .iduit ingests about 0J mg. of lead a day tmm hi* food and beverages, 90 per cent ut which is eliminated via titc fecal tract. We know the normal range of variation of E<-nd concentration in the blood and the which to act than for any other maienil Knowing our judgment criteria, we may then examine the situation tJiat w-c w-isii to control, always keeping in mind that the magnitude of the hazard is m almost direct proportion to the amount of fine respirable dust or fume allowed to contaminate the urea. Ventilation, respirators, wetting down of sunaccs and fine powders, complete en closure of processes ;irui so forth, are among tlie engineering tools at rntr dispn<a) (or control of the expo*ure- is concerned then, lead has been the subject ject's eight hours in the laboratory, it ri urine. We know how much lead it rakes Sincc, as we have already pointed out, we <>f jm ideal study continuously since 1927, a relatively simple matter for the tnves-li- ua the inhalation route to tip this balance can never achieve absolute or 100 per cent We may my at this point that no other gators to analyze all his foods and bever cr into an excessive absorption or intoxi control or elimination of any toxic or for material in u*e in the modem world has ages. plus all of his bodily excreta. cation range. eign material, we must have medical super been mure completely and more thoroughly imc-iigatcd from (lie standpoint of human health. Brietly, the Kettering experiments were first involved with the ingestion hazard and were carried out by means of controlled feeding daily of known amounts of lead in fncaf ami beverages to human subjects. These experiments were carried on continuously However, during the sixteen hours that lie i* awav from the job there are a great many eompHcauom, birt a satisfactory pro cedure has been established. If the subject should eat a restaurant moi, he orders a duplicate. The duplicate is placed in a leadfree container and brought back to the labo ratory. If the subject wants a cup of coffee or a coke, he places two orders, and brings The picture then is of a human body winch contains a certain amount of lead diMntmled throughout its organs and tissues m a iairh well lilue-pnnted manner, a body which takes in a certain amount of lead in 3 unit period of time and eliminates a certain amount of trad in a unit of time. From the results of these experiments, and miters tike them, certain standards for lead vision for our employees. The industrial physician periorms several functions which are not neeesswrv to mention m our prevent discussion. However. o prime importance to us and to the physician is his function tn the prevention of excess absorption of he toxic material, in this case lead. He will usually need measures of biological fluids, notably the blood and the urine. tor some eight or ten years until a vast <ie cup bark to the laboratory' for analysis. exposure have been set For instance, there Such measures should be made before am fund of quantitative knowledge was accumu Similarly, all of his exreta are saved and >* a drinking water standard that applies job exposure and at routine intervals during lated. Then, the more complicated inhalation brought back to the laboratory for analysis. throughout the United States. There is an the exposure. Such quantitative measure experiments were started and these are still tiring carried on. Since these researches, as well as those of every other investigator in the held, have shown the most important hazard potential to be from the inhalation of finely divided particles, at least on the industrial scene, we wilt pass over a dis cussion of the ingestion experiments. Suffice it to say, however, that the ingestion experi ments did provide a most important base-line in? die understanding of the metabolism and title of lead in the human body. Tilt* goes on for a year before the experi mental exposure Marts. At the end of this year, the laboratory has a thoroughly docu mented data sheet covering just about every thing that ran be known about this individ ual and his lead body burden. Of courre. clinical and biochemical analyses are con tinuous all during this pre-exposure period, and during the exposure period as well, For instance, a blood sample Is taken once a week, at least, and other examinations in cluding heart, lungs, and so on. are con eight-hour per day industrial exposure stand ard for lead in the air of workrooms. All <<i these standards are based on Svgsc and rtperimee and are susceptible to adjustment either up or dawn, as facts may dictate. May I point out that, although my subject is lead, tnot of what I am saving, about foody burden and known amounts will apply to all other metals and many other sub -lances and materials. In other words. lead i* not alone tn being found a* a normal constituent of the human body. ments are not, in themselves, diagnostic of anything. They are merely aids to assist the phvsician m the periodic clinical evalu ation of the exposed employee. With ade quate engineering control measures, clinical examination of exposed employees will lie negative When these examinations reveal otherwise, (here has been a failure in our control system. Today m the lead-using in dustries, there-aren't many failure, nor hnuid there be. C'fnlroi Measures Knowing that ait humans contain normal (mounts of lead in their bodies, it becomes necessary to ascertain that normal amount heinre any exposure experiments worthy of the name of science can be initiated. In ..frier to make this determination, each cxjMrrimeniaJ subject i followed for an average of one year before the experiment starts. He is followed in' this manner. Alt of liis food is analyzed for lead. All of his beverage consumption is tuial>zed for lead. The air that he breathes (luring his eighthour exposure period is analyzed for lead. \n of his bodily excretions arc analyzed ir tend. tinuously made. I might mention here that ihe subject is followed for at least this long, and usually longer, at the termination of the experiments to make certain that nothing is missed which may be of signifi cance. The thoroughness, accuracy, and precision of these before-described experiments, which 1 believe without precedent in the world of -cimce, have led over the past 30 years to a tremendous fund of knowledge about lead and its effects in the human system, knowl edge which in every case is quantitative and significant. From these experiments and a Thus we may see the tremendous help that the science of toxicology gives those of *ts who arc concerned with prevention and control measures. We see that prevention measures designed for a 100 per cent elimi nation of lead, or anything else for that matter, will be frustrated at the start and impossible of achievement. Adequate em ployee protection requires that standards and goals be set, and that recognition of the facts of a particular situation is absolutely necessarv for control of that exposure. As we have bees discussing, the situation with regard to lead is particularly fortunate in that we have more valid information on \V e have analvzed what seem lo us the various characteristics which appear when increased absorption and poisonings occur in industry. From this analysis we may sav that there appear to be four such character istics which, when present, add up to the undesirable eftcl ot increased absorption in the human system and the unfavorable upset of balance in that system. These four char acteristics, it seems to me, represent a chain which may be broken by the applica tion of proper control measures, any one of which will operate to reduce the effect and eliminate unnecessary absorption am! metal poisonings. (You will notice that I IQ 11 i'Oj ,\ahi iiai .V*i/W,v l ,<xyrv,-,- tm jjieukmg itt general almwt all uu.-uL be cause the Mint principle* that appK to trad protection alo apply to increased absorption md protection against poifomne'- from expowre to other metalO Let u list these four -lwrctcristia-, found tn be in operation in evrry industrial dilation where poisoning Itave occurred: 1 Tlicre i expnnrc to enough ot the HlCtul. There i exposure lo the right kind or lie right form oi metal, A There i inadequate protection for the 4. There is a characteristic that the in dividual is in a physiological state of readi ness to suffer a toxic effect. The first characteristic, that there must be rm exposure to enough of the metal, seems perfectly obvious- Yet many tunes in our -xperience, physicians, managers and others m industry will say that the man has lead poisoning because lie is working with a lead .impound. Since in modem civilized life and in modem industry everyone comes in con tact everyday not only with lead and lead ivmpoundi, but with iron, copper, aluminum, manganese, etc.--all of which lave caused pnionmgi in the human systems, it is rather silly to allege that a mere exposure to a metal rexults tn an imtow-ard affect. If we remember from our discussion of 'he Kettering experiments that the human -Wem contain* a certain amount of lead hi a H-rt oi dynamic equilibrium--daily in-,<k Wing balanced by daily excretion, and that complete elimination of exposure to rod i- an engineering and economic imposihility, we will realize that our concern in < introt of poisonings must lead lo more piecise analysis of situations than is reprerated by tlie mere identification of lead or other metal) in the immediate environ ment. The eeond characteristic of an industrial lrtonmg situation, that there must be ex posure to the right kind os right form of the metal, is again really quite obvious. But o many times the obvious is ignored or forgotten when pressures are brought to l-car and anxiety enters into the situation. Fur instance, in the finishing of automobile Unite*, the lead soldered areas are smoothed ner i*. Himiftale *urfare imperfections be- ture the Painting ration Ultcn nidi tiling and sanding is performed manually, 'hat is without power tools, large amount* '*f lead are used and introduced into the environment but in a form in which the (articulate size i* ** large tluu it cannot l*e tnfialed, There is, therefore, little or no exposure to lead in these situations. We could cite many other examples, such a* the well known fact that galena ore (lead -ulfide) appears to enter into the human system with difficulty and, consequently, poisonings from exposure to this material do not occur. The third characteristic, that protection tor the man is always inadequate in a pois oning situation, is another obvious char acteristic which may be forgotten in practice. 1 give you the example of a weltdesignated ventilation system removing haz ardous amounts of material from the air liefore the employee ever has a chance t< inhale it The exposure potentials exist cer tainly but the man is protected and may work without ill effects even while sur rounded by high conecmration* of material. 'Hit ttiipioytt may be provided with respir atory protective devices for exposures such as metallizing, or he may work in an airconditioned crane cab in a foundry. In all ut these situations he is surrounded by haz ardous amounts of hazardous kind* m material, yet he suffers no ill effects. The fourth characteristic is one (hat I have labeled a physiological stale of readi ness to accept and react adversely to the inetaL This is a characteristic which 1 do not like to introduce because ! can't explain it and because it is difficult to control. 1 think we have all seen examples, however, where one or two men out of a workforce of a dozen will come down with a ease of poisoning in a work situation where the factors are common throughout the are*. There are probably good explanations for Mich occurrences but they vary with the situation and the individual, I suppose it would be ideal if all of us reacted in exactly the same manner to our environment, so a single standard would apply and environ mental controls could be applied as in an exact science. However, it is a rare indus trial situation in which everyone react* in the same manner and to the same extern when a toxic in-mit Mnke*. !. fu I haw itumd that the- use of the above *'*'ir rii.iraclemtict in devising control ?*ira*iires lo aid in ile prevention of excess ah-nrptioo of metals * a handy mental con <-pi and realU- helps to clarify st -ituation which may be confusing at us fir-4 onset. For instance, we find that in most adverse industrial -ituation* where poisonings and excessive absorption* in men exist, all four t the above characteristics are operating. Hemming or controlling any one of the alnvc breaks the toxic chain, and poisoning tm longer remits. Engineering ot ventila<n systems, process changes, introduction I new or substitute compound* or mate rials, improved housekeeping, better mate- rut* handling techniques, systematically i/ntroUed provisions for personal hygiene, and enlisting the cooperation of employees by t rank explanation of die hazard* ami control means pruposed arc among the mn<i nam nit iV.d be *! We lime .nu-mpu-tl n> Miiiinc prix-nt d;n hinting oil ihv tnxiculijgy at Imd and th- way tin* thinking uitiuetN'e* thn-e *l i rnncmicd with pretention and iruard ran rnt function* in indium. I l-clicic we ban diown the necessitv fur -leveloping m in dustria] toxicology quantitive or mensurtd relationships between minvm- and their working environment, ami that Midi quanti tative relationships Itaic been thorough!' e-iablishcd tor lead exposures. This, togeth er with the fact that most of flic adverse lead exposures in industrv today are th re-ilt oi airborne material of rcspiraltk sizes, ha* led to an analysis ot the Hue industrial characteristics to which we mu-i address our control measures in order to succeed. Tlie amount and kind of cxpo-uTc, the protection ot and phv.oological stale <: the man are the important tactor*, cr-ntr-. f which can cumplrie nur equation *i THE YEAR'S PROGRESS IN LABOR SAFETY By LLOYD D, UTTER Director. Health and Safety Dtv,, United Automobile, Aircraft A Agricultural Implement Workers of America. Detroit. Mich.: Vice President for Labor, N.S.C. t'niribr Tln-ri- m:i. one Harry Head Mcnrurud Award o< Honor, one Award oi Merit and three Award- of k'-mmendainxi earned by l.-l-or organization* during tit* [u,i year There were fourteen Public lnterot award* tamed by lafiur publications. Recognition esrtilicntes were enmed by 65 labor organi zations for itieir outstanding efforts during die Labor Day Safety Campaign. A new Labor Awards descriptive brochure and ap plication form arc living developed. t'nMpe/pw Latior unions participated in two major 'li/ety camjatigns during the year: l- Lobar Day Campaign -- Over 3,000 labor member* of the National Safety Coun cil received packets of material*. 2. Chrutmaj Holiday Cjw/wign -- Ap proximately ,500 tabor members of the Na tional Safety Council receive*! packet* of material*. \ new Mum ot inrieying L--utercm> nicmi-vr- to deicnnine which 'tandirix con tuitiev- they ,we mtere>te*( v, t> mitiatvFwttlt -nntifir.-nit success. This yi.ir'- comntittev appointment* slmuld now f< -ult r more effeeme action and re-itlt*. In idd, 'ion, -landing committee* are m.w <.(-r mg with a peeifie written auenda i.r ibvir nivetings and the chairmen arc re|M.n*il-b f**r written minute*. *b,r/nhf/x Safety exhibits were assembled ami Slipped for display at the conventions in' the Auto Workers, Chemical Workers, Kuller Workers, Carpenters, Michigan State APL-CIO, Michigan State Building TradeCouncil, Arkansas Regional Safety Confer ence, Utility Worker*, and the Marine and Ahipbmlding Workers, 1/,-Htbvrzfiip The membership of the ,YfC ladxir di(-.irlnteiu ilecreaed' by apprrmtnoivL t.i H /W >.!,./< hiring (lie year. S\e have now arranged nr a common membership renewal date ot f >ctcbr ! winch would allow u* to be more elective in reducing cancellation*. V new I-ibor union membership solicitation bro chure has been developed, incorporating all <r truest ideas, services, and publications, I'uhlieatumt The hard cover, 240-p.ig* ' Safety Guide iW Union*" manual ha* been completed and i- m (tie did! ready for sale. This culmi nate* a six-year project The "Labor Safety Newvietter" ha* been reviled, incorporating a new masthead, layout and printing pro Allure Trititung Five member* from labor unions attended the Safety Training Institute at the National ,`mkiv Council offices. One hundred and forty union delegate* attended a regional l>l-<r -aferv n tm-reivc in Little Hock, ,~\r- kiiusar, April 15, 1962. Delegates were pri marily from Arkansas and heard presenta tions on the Labor Conference, union safety committee*, joint labor-management eooperiticm. local union safety program*, ott-thcjob safety, etc, Nine union delegates attended a regional ctvie leadership *afetv training conference ut Wilmington, Delaware, to iram what tliev ran do to promote traffic, home, ami public safety. The XSC Labor department manager presented three messages on public safety at the *ame conference. 1 `totart The Labor department manager hosted a group of seven West German labor depart ment and legislative representatives, who i'me to the United States to learn wltat we are doing m industrial aeddeat prevention in the hope of improving their industrial i ideiit trniiunci LABOR-MANAGEMENT COOPERATION FOR SAFETY AT THE PLANT LEVEL MANAGEMENT'S VIEWPOINT By DAN ADAIR Safety Coordinator Pacific Coast Association of Pulp & Paper Manufacturers, Portland, Ore. it i. ,i rcul |,*i-.iRure t. L>e a part of thL >t *!' !; dialing unit labor-management safety i*r-Br;ur.* Certainly -afety is the most imj*riuut wurkinc condition of all Unfortu nately, it i* .iIm. the one that labor, geni-r'ifl* scakmg, ha- dune the least about. L'lbor's awakened interest in safety as IvmunMraied by die growth of die Labor U<.mcrcnce of the National Safety Council nd the stepped-up activity of the AFL-CIO standing Committee on Safety and QccujMtiunal Health should bd gratifying to all member* of management. As Labor increas ingly shoulders its responsibility for safety, we can expect reduced injury rates. The labor-management safety program 1 am connected with u one of the more suece-Miil and better-known joint safety pro- 5ir.nii vii the comment. Perhaps our ex perience and what we have learned working together will assist oiliers in making this type of safety program work. In 1945, the tear befr.rc the Mart of our join: program, mr injury frequency rate was 29; this year to date for 1962 it is 2,9. Expressed another wav, in 1943 one workman out of every 12 working in a member milt incurred a dis abling injury; during 1962 so far, only one workman out of 123 suffered a disabling injury. This is a reduction of 90 per cent since 1945. During 1961, out of 46 operat ing mills, nine operated the full year without a disabling injury'. Some fundamental principle* concerning our safety program, in effect since the start, have had a grot deal to do with its sucre**. 14 Lab'?r cl inference Thv-e 4b pulp and paper mill*, with a work torce of some 22,000 employees, have been organized since 1922 by the International Brotherhood ot Pulp, Sulphite and Paper Mill Worker* and the United Papermakers and Paperworkers. Since 1924 the compa nies and the unions have been parties to a labor agreement under which there has not Item one work stoppage due to failure to elle disagreements. This point is important iierause it shows that the unions and com panies had learned to work out their day-to day problems peacefully. The climate for effective cooperation in a labor-mananement **fetv program already existed. Our joint program did not start as a relit of quarreling about saiety or over -eitltng safety grievances. Rather, m 1946 during negotiations, the unions proposed ihat a series of educational -afetv confercnees be held to help reduce work injuries. Management willingly accepted the union proposal and the details of the conference* were developed by a joint committee. For 16 years now, these labor-management safety conferences have bees held with the result ant reduction in injuries 1 have told you about. These conferences have been educa tional in nature and have helped tram those attending to more effectively participate in the mill safety programs. Let me quote one of our ground rules in effect at every safely conference: The conference !s not intended t be a sounding beard ter the settlement ot local plant disputes or grievances, Such dispute* or grievances should be takes up at the local plant In accord ance with me term* or the Uniform Labor Agreement. Thta conference is latanded t -* bring out ideas and sue- htch may be used by the _ in Improving plant safety programs and making than more effec- Since our safety program revolves around the labor-management safety conferences, a tew words about how they are conducted -liould be appropriate. Each scar since 1946, a two day labor-management safety conference lias been held tit each of the three Pacific Coast states. Representation is as follow**: Each local union in each milt Is committed to send at least one official delegate, but may, at its option, send two. Management is committed to send at least .uj equal number. Traveling and living ex penses of union delegates are paid by the local unions, while management reimburses <.mion delegates inr lost wages for the two day* actually yperu in conference, joint planning committees arrange the conferences *nd co-chairmen from management and labor preside over the sessions. Top leaders of management and labor at tend the conferences. Most mill managers attend every year, as do cnnid<*ruble num ber of company presidents and vice presi dents. International L'nion officers and mem bers of their 'taffs al*o attend Speeches given at the conferences are of the same excellence as those presented at industry technical meetings. Outsiders artending for the first time tien comment that Irom what t` <aid it is impossible to tell a labor speaker from a management speaker. Subject matter cover* the full range of safety subjects: afety inspection*, accident investigation*, safety rules, safety education, human fac tors, discipline, safe procedure* on specific jobs, ASA Code 216-1, chemical hazard* e*c, You arc interested, certainly, in what w* have learned in working together. Local union leaders give much more attention to safety than formerly and recognize safety a* an important activity of a labor union. Our safety program is a real joint effort with management and labor both contribu ting their full share. Local unions now have local union safety leaders to capably repre sent them on plant and departmental safety committees. Union representative* have learned, while ivorking actirely in the milt safety program, that the greatest number of accidents are due to unsafe practices of the workmen themselves, Labor is often properly critical of top management and supervision for not fully carrying out their safety responsibili ties. Labor is more active and more persist ent in getting unsafe conditions corrected promptly. Ai our program ha* developed, manage ment has consistently been doing a better iob. Top company executives devote the lime necessary to give the leadership re quired of them. Companies have instituted training programs lor supervisors m bow to hold safety meetings, how to instruct and train employees, and how to develop and enforce safety rules. More and more, management is really giving safety the same attention that is 15 I'-i,' ,iinii.tr Sii/rty Cangrfrs ,tv>M -tu-iuuK ui'l nualttv ...j production * >n<; milt nun.igcf three year* ago spent an uri-agc oi eight hourv a week on his mill'* *,itctv program, and this mill's safety record -how* u Hr Mate* that he could more h. ce*-udU- delegate details relating to pro duction lct*au*e supervisor* fully understood that management named tit this area. How* mt, m.'itiagemcnl'* |mlic> m regard to ..itrty un* not as accurately understood, so he tmll manager tad to personally direct muiiy of the mill's safety program. During die pat three years, this manager ha* i-ccn making his safety poltdes dear through |H.T:onal leadership and by acting du.t*uiy hen such action was required. -'iii>crvi<rs in hi* mill---and workmen, too --know that saiety is just as important as .my other phase of production. Supervisors know that salary increases and promotions So not g>> to fU|>ervt<or wiwse departments Iimc injury rates out of line with the rest > t the mill. Tills manager is gradually m.iking In* safety policies fully understood, :n .hat miw safety does not require so much of Ins personal time; but he still spends ,djut tuur hour* a week directing the mill itety program. Flow micrrm-ii i tup management in .ilrtv,1 Let me cite just one example. Mr. Krcd Hunt, Pre-ulcnt, Crown Zeilerhach t'nrTMtraiion. has served as executive direc tor for the past two President's Conferences <<n * JfnijciTiounl Safety. When asked to undertake this assignment because of his <i*i|'iiny,s fine safety program and because e ht* iraiW-l>ip m our Pacific Coast labor ; 1 >i, letrmur *afety program, Mr. Hunt < t-hly accvptciL He has cheerfully devoted .oiiiy iUv to this imjiortant task. Mr Hunt if always ready to give of his mw i.. **! ctv, whether it if to speak up ,* .. oni'jfcitts Fudgct <c*siort when an tm* .aft-iv mm i itj* for consideration. * -iw-.tk at ifiie .f .ur laler-managemcnt ,.i'.h- conferences or a incivcntor's Safety i onr.-rmri', or to serve on an association <->mmiiice dealing with increased association -uieiv nrtivhy. An important side effect t Mr. Hunt's broad safety leadership is the : tin t m his company. It is apparent to <ihrr rr.mp;ui> executives that Mr, Hunt dh uic.iu- what he say* about safety or he would not devote so many days of hit ,,.lu.ihle time to important safety activities. Mr Hum i* tvpicnl ot tup executive* in tif member cumpauie*. Discussion of a number ot aspects of our safety program should be of interest. There have been many disagreements as to how the broad safety program applies to specific itiiaiiom. The development of our program has not been easy and there have been manv rough spots to get over It has taken real statesmanship to work out perplexing prob* km*, Although there has been a rule from the beginning that local controversies or griev ances could not be aired at safety confer ences, attempts have been made to do just that and it ha* been necessary to declare delegates out of order. Also, at (he mill level there have been disagreements that have been settled by going through the grievance procedure of the union contract. Honest disagreements between people over a subject tltat they feel strongly about--in this case, safety--have ltd to stronger pro grants in the end, You probably wonder about discipline ?ud enforcement of safety rules in member mill* Local unions now realise that there is a necessary place for discipline in the enforce ment of safety rules. Enforcement, tike taw enforcement in our country, must he u*cd iu connection with a small minority of pro file to try to make them better ptarn citirem Disciplinary methods, to be effective, must be fair and applied to supervisors anti workmen alike. Salaried supervisor* hate been suspended without pay for failure to do an adequate safety job. Another policy or ground rule provide* that mill or departmental safety committees are staff committees only and do n>-t have authority to put their recommendations into effect. They are advisory* in nature rtv. Meetings are a forum for discussing all aspects of the mill safety program and t<> make recommendations to management. Bustnw at safety meetings covers matter* such a* reports of safety inspections, acodent investigation, discussion of unsafe work practice* and methods, safety rales, and safety suggestions. While safely committee recommendations are only advisory, they are usually adopted by management. Whenever a union safety committee member feels a mailer has not been property considered, he can take up the question with the local umuc. 10 f.itbor ( ^u/, r. it. : ' f<r*<.-*mc throuuh the regular grievance , endure. Management ha* learned that null safety v>>^r.tma function iiukIi betler with full M-it.li partioialnin. Matter* that occasionally ,< i lost in regular management channels are V.-ueltt to the attention of nwmgonent by Mu -n safely committee member* and the l MtVtv program Untehu as a result. M ii .vmicnt ha* tiling* brought to it* alien- *i through normal cluumels that require . ti- n without teaming of them through ' in.-f*, ttic umpevine, or by the films ot .-*t* tillltV. Anluut suing further into the day*u-d:iy -Honing ut our joint program, let me * that u ha* been wholly Iwneficiat !< V-t and management in our milt*. The :i* ire betier place* iu which t. work, t jw n^tlion m-urance rale* Itave been r- and tlur entire labor relation* picture > improved. Through workuig together m -i.- -.vKiv program, leaders of bU-r and tMhrmem Iwve teamed to mHlcr*tand each ' 't's problent* lietter 5n that day-io-dav 1 t*irial rebtiou* problem* are haralled *i. *moothly. Mir caieiy program ha* functioned a* 1 --: described for 16 years, functioning "*r each year as our injury statistic* w. tmt functioning within the same for* I r the p.*t tour year*, one or more - >.|nn. .if our state safety conference* - n dtviilcd into *maUer group*, and itunj* otfiducted a< workshop* or aildi ;'*' parnnjation tvq>e meetings. I'coplc in pr.-'.,rvi at the mill level have matured *>vr the >cif* to that these workshop *es- h:vr fevii very successful li-inne the pat several years numerou* ' rn-ai li-eiK-i.m* have lecn held reganl- i-~-ible change* tn mr program that < 'cht improve it. A a result, a motion wn* k- .md iinanmkiU'ly adopted at our lath V-tver-nr* Tri-Slate Safety Conference *d in San l-'rairi*ro during .March. 1961, *-r-vilmg that: J \ hU.r-iuauatremcM study ominmicc < v*ud<h*het. ' ti *tmiy fully whetlier or not our :.Kty cunicrcnce* Miould be continued or .vla-thcr y*ic Alternate or substitute pro* .< im .IkiiiM l cnnidercd. * Th* -..mimllvc Miimtit it* reeiKimieiHb- tion to the Jmemanuiial L'm< ii* ami Maimiscturer* by March l, 19oi. In (he annual negntiatiun* that t*.<U pbc* in May, 1901, management and laL*r a-,;r*-r.! that tch a joint romniittcc *hihl !< e*ta>>'i-lied. The joint study committee agreed to, was made up of 12 people. Managctuvm rejireei!taiivc}. were princqiatly cnrjiorathiii vice prcstdcius. Union reprc*cnt.iliveii wen three international union vice president* and l<A`al union representative*. Thi* comnmicv met and uuthned it* -cupc amt agreed ti|i tlte dvvvbqiment ot *ever;d prnposit* \ tcelnncd *ub-ci,inmilce tu- etabli*hed tn wurk out the detail*. This sub-comiiunn wi# made up of company professional safety engineers international union vice provi dent#, international representatives, and local union safety representative*. Without gome into all ot die dciaii* ot ('mmiticv work, let me Mate that crimmtttcvw.-rk covered *evet or eight months and itmiH-ri-u.'. mo'itni'.i. Tlw committer report wn* n(x*r..v*d in u* rotirety during April, I9t2 neuutiatiun* and in the subsequent referendum vote. You will be uere>td m wluu clianse* we arc making after 16 *ueees*ful year*. Welt, here they arc l Tltat the labor-management *aicty conleretu'e* a< held iu the past lie diwuntinued iVr the contract years starting lime I, 1962. I96., I9tri. and I960, d. In the contract year starting June I, 1965, the labor-management saiety routernice will be livid citiier ou a state bam vr ;i iri-'iate Insis. Representation at future atty cuufcrcnce* will be increasol a* ir.llow*: a. Official union delegate* increased from r4ie official and one optional to two oiiicial delegate*. Local union* with 600 to bOU mcmlicr* may send one addiitnnal official delegate, and local uiitou* with over HOO memlieri mnv send two nrffrinl delegate*. h. Managcmcm <tiall send an equal minil*cr nf oltiriul delegate*. c, Manasvmcnt rcimJ*ur**iiu,iu nf umou ttckgatc* i* tncritiKd. A* in the pa*i. inuciti delegate* will be reimbursed at 1thetr regular <by nite for <tay* actually >cnt m the safety conference*. In addition, iu die tttture union detegate* will l*e rvtmlnirsed at tlicir regular dav 17 * ,tv n<r iiwc-*.irtly .m.l avttully f.,.i inivclm;.' ir. .tmi inrtn llic safety . > ttiVrtttct. Imi m exceed two davsl. <! \ m ilic N't, the local utiinis will ftimhur*c thrir delegate* tor living and In the c'-titmct >ear* Ugimiing .lime l, ami 1966, instead of holding tine -cjMmtc *iate-w*idc safety conference* .,-lt jrar. nr will hold 10 are* vorkshop aiitt conferences. Hr holding the *ntermers rlocr to the mill* and in mill t..wT* wUirv i**ible. we leei that attend- ner will Iv roM-iderablv tncrcaed by nuii* o'it* unodtcial delegate*. Erjictlly as tm; rt-iiti, program* mn Ik; more `pecifiealty nil..ml tit safety problem* of nulls ia that arcs. Se*sioo* wilt lie more than 80 pc? > 4i - t the atidlener participation type. Sc*- Milt l< in charge ot labor-management .. dt-vu-Mcn lender*. tij the planning U enti|<ltte for the nr-t *encs ot area workdtop safety eritermers with the Am one to he Iveld in Ihtlincbam. Washington on November li did l.t, 1962. Conferences will be held at rcvular interval*, with the *erie* ending live first week of March. 1963. This area work, hop safety conference program wU l>e rr|-.itel next rear. Ikvicnlly, we hope t* i <,j**c many more (w-optc to our safety j.n grim through ilu-*c workshop*. I Hiring these two wars a committee will lx- vlrvrlopms nn even more ambitious provram n> expose ami involve more people t Mtir labor-management safely program. An other joint committee made up of top man;igvinmt and lal<cr lemlers is well started m the development of a five-hour safety amr*e which will be given to 20 per rent of plant personnel over a one year period. Thi means that approximately 5,000 people will rereive five hour* or Intense safety training. We have emploveil Glenn Griffin, former training director of the National Safety Council. I help us prepare a pack aged safety course. Instructional tools such i* manual*, flip rhart*. and possibly film* w ill l>r prciarcd a* needed.' Training will be tJooe by tabor and mannterinent leader* at each mill who will have had JO Itours instruction in how to teach the course by Hob Boat, an outstanding West Coast training consultant. For our purposes the trainer* will le vailed viu-tv liusivr- and will work hi pair**-- . iw management man and otic union man, iliiis keeping full lUr-man.igenient direciif<tt and participation throughout this entire ttew program. C*t* of our new program will be paid for by management as follow*; 1. Development of the safety course, invluding all material* u*ed and the tee of our consultant. 2. The fee of the consultant wivo will into the safety discussion leaders. 3. a. Salaries and expense* of management 'liscussion tellers. b. Regular daily wages of ttnion-*clined ih>-cu*<Rin leaders, and wages for time necessarily lost traveling to and from the training sessions, but not to exceed two day*. v. The local unions will reimburse union ili'CtLssion leaders for traveling and living expense* in connection with the training e-skm*. ItK-iilnttally, this whole instructional pro gram will require the training of at least JH10 tiiscusskm lenders. 130 representing man agement and 150 representing the unions, As l stated before, some 5.000 people represent ing both management and labor will receive this Special safety training between June I. 1965 and June t, 1966. Management has agreed that time spent attending the safety educational course will be considered as time worked and individual employees will be tid accordingly. 1 luve explained the essential points our joint safety program for ibe next five years. We have great ltope* that it will have a marked effect in further reducing our injury rat*. I hope >ou have found our plan* of interest and will be further interested in the results obtained. One further point--Delegate* a* our an nual contract negotiation*, both union and management, went on record as recommend ing to cadi local union and each company that they maintain membership in the Na tional Safety Council. AH companies ate how members, as ate numerous local unions. We believe aur own *fiy program will be improved by the taking out of more National Safety Council membership*. By HARRY ZWEIG Safety Director. St. Regis Paper Company. Tacoma. Wash. Mam *-t lie nun who hair *j*>kiii Un-tv tlir I..I- ? Srvtt*>n, at - iiv ' tv t f iLi,. tl.r, lave rtnfn.iitil -orotllnng afoul : mint cilort ly 'nanAiicment ami tmpb.'u- in working toward* safety, The> have .ill mud that } i* ttpe ot organisation eliminates >'vuntlcs grievance?. does not allow jetty jrievwvv* in grow, and makes the wlule labor relation problem concern itself onlv with negotiable item*. I agree, but 1 might Id flat eafrty is not a negotiable item. IWo-re edtine into the description of a Hunt -otetv committee, it would be well to M forth a specific rule that one mu*t keep m mind and follow to make this type of procram successful. In the State of Wash ington it is a legal requirement that there 1< a joint -afety meeting at leat w-e 4 month. ur.d my own cnmpnnv |iolicy al?o this. The rule is as follow*: A fuivxy mevtiag is 4ii|fn-<i i* u cdurwUoasl meeting U Wring out xug- SeetloRS and itfe*n which m*v be used jr all of us to improve sad better the safety conditions, and prevent acci dent* from occurring (a the area of this operation. A safety meeting I* not intended to ho, sad wit) not be, , rounding board tor settlement of any dispute* or any grievances. Such die- elite* or grievances wilt not be at. >wd to com* before thU safety meoting. Thin is not the proper agency to handle Utese complaints. The prob lem of accident prevention I* too im portant for us to consider matters not related to accident prevention. Thee matters must he taken up through other channel* and with agencies that concern themselves with the problems, With a little coopera tion, this one slmpie ru(* van be .-.bxerved by all, \ general safety committee composed of oanaeanent and employee? tfinuld he com* f**ed of equal members. Management's membership should contain people who can nw<ke deriion and are well ver**d in the problem* ot the operation. As fin example, ihe works or mill manager, the plant engi neer, the maintenance engineer, superintend ent* of departments, and other individuals <f like nr similar positions in an organiza tion. l.ould be members of this committee, 'the reasons for this are that these are the people who make an operation go; these .ire the people who can solve your problems at the *afeiy meeting; these are the people wlm have the authority to spend money; ,,..il thi -v .in tin. |<ii|'l< wio ..it net things 'ne. \uu huuld not halt- to uait months '.r ; U:iiir>n on nmc maiitf-. Manage* .Km |r>ple should be tlieru i*. ^ive action. Tl e union'i continpcm m a `atety <cun- rtiiiui- le r.iiiir.H>S *.f i-eoplc who ,r* iiattv intercMed in the compan*, a* si4II r.t the safety .f their union member*. 1 'ftenttmes union* elect their representative- (-> a -.ifetv rommittee. Although tlu- t* democratic, I ilr. not Ulieve it i# the U-t aa>. You do not ahvavs get die lvj< of itwltviiiial who i* dedicated und wants ( ..n }ir>m-*f and Mitcere job. Union repre- < mamn to (fits committee should be indi vidual* wiio, by ihe nature of their job*, f.vtr large areas. For example, we alwn>* have r.nc nr two oiler*, who cover a laruc ,fea, r.n our afety committee. Workir-; with the union, w*e try to get people wb* -Itow an interest in safety and who represent lifferent facet* f.t our union*. The bv-i way to pick the union representatives is t*> diseu*! with the union president ami on* r two management people, those who would lie for the job. Our safety meetings are conducted on a mo*t informal and naturally friendly ba?i>. We trv to di*etis* all the accidents that have rurrcd during the post month and, above all, what corrections have been made. We plan a program of education for oursriw* umi die union. We try not to bring minor <<r petty items into a safety meeting, it a viimmitte* member were m say, "I noticed a broken ladder that should he taken out of service,** it would not belong in a safely meeting. This is every-day maintenance and should be taken care of immediatriv. But a committee member who -ay*, "It *eems to me that there are quite u few ladders that should he inspected." is raising a major problem that docs belong in a safety meeting. Policies of our company, .is well as local management and union policies regarding safety, are discussed, and agreements reached at these meetings. For example, the wearing' of life jackets over water was dicus*cd thoroughly at the safety committee meeting; both management and labor agreed that this was something that *hoidd be observed. Tin. A<3liutwtl Sa/Wy Con^ivr, titiwiii- (M>k it buck to their people ruiii di>cus-cd it at their union meeting*. Vtlxrii the working hie jacket program ai lutti.iied, re-i-tancc w:t- rumor; the union people involved knew tliU wus the wish of their 'uuott and tlic reasons why it wa* nccc-sarv. X ,thine wn being forced on anybody. S have <.tun 1nh a-ked how I find out rthat i* guinu >it in our operation ami what J do aliont it. \*tde from the safety meetm-,,' that are conducted during the month, t team wltat i- being done mainly bv per<*mid. direct contact with people. Other waj> >\ by telephone, meeting*, and the normal "it-in* if cnnuriuiiicnlioiis. 'Hie joint effort m-tcr* a feeling among all the people that >ii-v- them n* commuitk-aic fully with the ~.u'etv director and others. Voder this type t < joint effort, items related to accident pmtiition arc v.mctimc- hmuylit to my atfrnlion M...| often, ;uid tlii* i* as it -lu-tild lx*. l!w> are brought to tiie attention of the im mediate >U]<crvwr. It is surprising, in reviewmg ifw -ear* that l liave spent tti accident i-r* vs*nibet, l"-w much assistance nnion jwo!!. av> Uni hi thi? effort to prevent acci- ti i'" Fir-t Ime supervisors. I>ecnn*c of u-t to knew their men letter h help- tiwm m communicating with their }- pl. In general it build* a belter uml *>f ttn<kr-fan>ltn3; nfeiv, l<ing a jxirt >< hi*. pn|<r* too. After all, it i* tnir siqwr* u.f* out >n the j4* wl really ileterminr i -aiv o{cntirsi i* -ik-cc--fill or r*.i. .Ml lii- make* mj work eai<rr and mure ran U- lorunqdt-iicd I w.<uld l< remi-- if I were to car ile .mpfe--m-m tl*at eventiling i* a 1| of r*i-e*, licit tiling- jdway* rim -nwanldv It i n*K - ! find that mam union- arc tva doing all they possibly can. They should -pend more time educating their member -hip in the values* of accident prevention. 1 Mill find many people who do not believe that safety i a way of life and that every workman should be a safety man. U'e find all too often that union people wilt not clean up their own messe, no matter how -light--for example, picking up discarded nut* iiihI bolts after a job is completed. Wc find that too few union people willingly take fir-t aid training- Ot Uic other liand, wv find n* many management people who k* not always set the pace, tltey do not cun-isinnlv provide nil the tools available. i prove again and apain tint safety a of prime u>i|mrtaiKT and is pan and parcel of production. Wc are must proud of our joint safety effort. Our accident prevention program n* a team effort. Everybody lias a function :uk! a part to piny, In this endeavor we are all Muat and all equally desirous to make this operation the safest one in tlic industry, Because of our joint effort, the gup ijclwccn employees and management l> li-s*enctL lioth sides have learned to work together for die betterment of all. A real feeling ot irusi and understanding prevails. We feci tliat because of this joint effort in safety, all our relationships with our employees are much better. Mon safely problems seem to be a part of production; by treating safety a> a part of production, wc know that this joint effort Ins helped *<ur quality as well a our produaion and certainly towered our accident frequence. In ill thc.-e years not one single item has ever gone *> tar astray as to Ixcome a grievance. < >f tin- vve are all proud. Working under cotiditions like tftevr. -twees* can lie assured l.ub<'r Con/erene? LABOR'S VIEWPOINT By AL E. BROWN Secretary-Treasurer, United Papermakers & Paperworkers, AFL-CIO, Albany, N. V. Today, more than at any time in the jujt employers realize that they need the a-siMince and -upjwirt of their employee*, if their business venture is to produce a salable prod uct at a reasonable profit and Is to enjoy continuity of operation. The evidence of this i apparent when one look. at the effort put forth to encourage their employees to pur chase 'took, to participate in pension pro gram*, and to rend the propaganda issued to acquaint them with the problems rat in dustry. Why net then in the field ot acci dent-prevention? Employee# do deliver proper or < spectcd >iu"a of production ..l c.rr-^tcii levels of luafit*, -imply because most workmen have pftde in their ability to do a good job and . lw cooperative; furthermore, their efforts *"n He determined by supervision---by the use *.i quality and standards controls. If superviH*i can control quality and quantity, then wlu not safety performance? I -uallv. Mij-ervisors don't devote the nec--ary time to departmental safety l-eouse trip rraTtagenKnt hasn't insisted. Tliey de fend upon the older employee to act a* his brniher's keeper. However, when one worker 'alls another's attention to an unsafe work practice, it I- not uncommon for him to receive the following reply: "Who do you think you are--I haven't seen your name ' my pay check lately.** It is true this doesn't always happen; but it does happen often enough to discourage uterferasce or guidance on the part of a -aicty-consdous employee in the absence of 4 formal plan. Therefore^ th-c conclusion tluit policing of the work force by safety -ottsetous employees just won't do as good a ">h a* we might liave hoped for. Libor, in most instances, b desirous ot working In a plant that is safe. If the em ployer has the respect of his workforce on the basis ot being fair and just, their desire `n he cooperative i* practically guaranteed. Cooperation in tlie field of safety must mean from the start of the program, not from nine intermediate point. If the employer sets up a program in tle- 1 dl. and then asks for employee participa- stMi p. nuke me prouram a success, he will nut get the desired cooperation. It is hunum nature to want to be n part of the whole effort, iK>t called in after the program Ita* been formulated. It i general!;, recogiurcd that manage ment should sparkplug the safety program because they have the paid per*<inri h< make the <la*-hy-l.iy follow-up neec*-ary to keep things going. Furthermore, they man age the plant and make the day-hy-day de cisions regarding operations--not the em- ployces. A* a union representative. I feel it is general union agreement that the em ployer has the responsibility of committing himself to a set ot principles which clearly -late his attitude towards safety. The commitment should contain the folbwving: It is our desire to manage and op erate a plant in which our employees, ex ercising normal, safe work-practices, will he tree from the crippling effects of industrial accidents. The safety of our employees is as important to us as quality and quantity of production. Our supervision is charged with the responsibility of maintaining a near acci dent-free department Each supervisor's fu ture with this company i, dependent upon his ability to be effective in maintaining safety, quality and quantity* of production. It is our desire to divorce the safely jirngram from the influence of, or effect of, our other relationships' with our employee*, be cause this is one area in which our objec tives, as employer, ami the employee's ob jectives are identical. `Hie employees of this plant have a great stake in the cffcctivcnc*of our safety program; therefore, they -liould take an active part in the formula tion of (lie program, the investigation *i accidents, and the responsibilities of swim: that the program works. Once management makes this declaration of principle, there is every reason to believe tlut the union, which sjieaks for the em ployees, wilt extern! its cooperation to attain the de-ired results. The union should offer the services of its officers and committeemem to draft a plant program and to carry* Natiamil Safety Congress 11 out (trough education ot in membership. There are no excuses for failure, t Mm aware that a number of local unions hat e failed to take advantage of cooperation with management in the held of accidentprevention when the opportunity was offered to them. The reason, in some instances, was Iwcause management seemed to wiite time In, holding exctMvely long meetings in which little was accomplished. Management ttcrsonnel did not attend because of more pressing commitments. How important woi.id too feel if this were to happen to you? ff it i*n't important and worthwhile to man.4;ement, whv should it he *o ior the tm* plmec? X'iW, when the union committeeman fails t" 'how, jierhaps he has too many other aetiuties to take up hts spare time--perhaps lie permitted his name to Smt asociated with the effort simply because he is an important individual m the plant, whose name adds pre*ttge to the program--perhaps he just want* M,ine tune off to attend safety meet- VMiat >ou need i-n fimmiiw- i' O'er-- iH't people who just are joiner? and have oti'C free time to watte. In mv opinion, there it a wealth of untouched energy in any group of workers. Our job it to ferret it out. People wm recognition. People v, ant to help. They can receive this recogni tion and give this help by associating them-Ues with a cooperative effort in the field *' accident-prevention in their plant Mow, how are unions going to get man agement's cooperation in the field of acci dent-prevention where it doesn't exist at present ? Simply through the process of col lective bargaining. Head your bargaining Agenda with the following item: the unions desire that a joint safety program be es tablished within the plant. The unions shall participate with management in formulating (he program, and pledges to support and in term irs membership of the objectives. The targairting committee should then see that they are not side-tracked on oilier issues. How would an employer look in the eyes ai the public if he refused to cooperate with ^ tinirx* in such a generally accepted worthwink. effort By PETER E. TER2ICK General Treasurer, United Brotherhood of Carpenters A Joiners. AFL-CIO. Washington. D. L. l.ru.rr l jne-riu in* observation' on ,,Mr f would like to make a few ..vneraiirutwo* ro ttemrcimri wiiii the open ing remark* it. tine convention bv President IMf Hri, J ixUet* that U ctunuie t .* millue* Use* dorout the fifty-year lire >* l*r CuUOcU t* low t\e *r, ft%u! w. 'vt< -x-.fpkr* age witcre each 'a" t ' *e* asid le~ uiiirui wr bi de-- r-; SMwf**'. ' tar graadjatlier and nttne *Wr>l !!* Mirt 1* their own effort* . v-- *t*i f ntr fe"e*wnsmc tnote > ' >>,' mir* dejendm*, uuy aril-being tn-rte and l!**-fr drperxksrt on - trim* f fiaw the nmc ^rt imo tnii i#r u> tle murmng to K>< 1 <*<frk <ut vairn m tiie hands of .Uftt. V. c cteojene with thuuands of other . .t* . tiie highway* t'-ofass the other iij.rr* Ait reyfAjC^ble and acquainted with * rule* >*f safety, our lives are in jeop ard' We rule elevator* i*iilt and maintained by *-d.rr. Wv t.tj t*,*-d 40*1 pre- !*-ireij hi <,rhr- VSr u'-r*. n budding* rr.-ii.-l and nuuntsuiivd by N the** <lherV* Jt, mt do their j"l* pr'teilv and '! tv4 ;nc safer* the c*m*ideratton it deer***, our well-being iv w leopardy. Heccr -atety beemev of ew-inerratng importiwre. This trend i Wxind to grow as cadi IT-on *loe. less and ley# ior hmisrif and Vet-end* more and more n the efforts ot -her* To me seems basic that the role t safety edttcahon must lec-jmc a paranvnt consideration in this <.* of climate .*ecet'Jh, in m? e^anafkei this labor "n"iun i- the nto*i important of the con* urcss. Bectiu*e c uork whfc and tor the fwr'ffff nsK* men iJ/e isacfeew*, har>cSe the uirfiAivt chemicals, or climb the scaffolds. <*tr efforts are pojrtietdarfy nppr.y?w TW safety eafineer sttgy design the perfect guard for a trawhinc. but unless the man using that machine uses the guard, it be comes meatungfess- The sat&tkim raey prove witli accident figures that a certain n *-,1iukur t. r.ii/rr, n svork procedure t dangerous, but it tiie <.vorker himself docs not respond with extra care, the statistician's efforts are lost. The tary endeavors aimed at improving their surroundings. However, ooce the)' are given a responsibility, most of them make a con fay man in safety is the worker himself. scientious effort to discharge that responsi He the man in the from line. All the rest bility faithfully. What I am saying is that oi us are engaged in logistic endeavors to the more people that arc directly involved holster his efforts to maintain life and limb in a program, the more effective that pr- intiirt. Because we are so cicely allied with -.'fAm wilt hc- Sum, our work bear* more du?eiy on his attitude toward safety than anitlung else, 1 tbmfc u hntld be a hard and ta*t rule that nothing but safety sitould be tiisciiSMil 'dually, ,`atety is a -tnte oi mind or a at satety commiuee meetings. Furthermore, tt.i.v os life as much as il i anything else f fee) that the safety committee thould be Kducation alone is not the answer. Each come the vehicle through which all sai>t> 'ear 35 or 40 thousand people are killed on activities are correlated and directed. If ail .ur highways and streets, and hundreds ot matters concerning safety are not channeled thousands of others arc Seriously injured. exclusively through the commiuee. ihere can Vet, because each holder of a driver's It- \<c c-'eriapping and watering down oi the frtv-e mi>*t prove a knowledge t<f driving wl>le importance of safety. rule* arwt safety measures, vrv few ot these u-cident* c:m lie attributed to ignorance. Tiie Meeting' should he held reRtiUrlv to <li*- ifrideni that occurs at an imerfection ten miles out of town often begins with the extra cup of coffee or last minute phone r ,dl. More accidents are prevented by startmg in plenty of time than by good driving. \!1 this poinu up the fact that safety be- o>me* meaningful wily when it becomes a wav of life. ms* {troblcms and make recommendation*. Tiie aiVty rommutec `ffouid make plant m{>ectioru periodically, probably at leai itficc s month. These inspections should he made both when the plant is operating vnd when it is idle, since some hazards are he** detected while the plant is in operation and others become more obvious when the plant At the plant level, experience, as well as -uidy of safety recommendations, convinces is down. The safety committee *hnuld meet periodically with the maintenance depart ment to discuss potential hazards and de | me that there is no substitute for a broad velop remedies for eliminating them through J program in cutting down accident tolls. preventative maintenance. The satetv com | Without a safety committee dedicated to mittee should aim at developing it* program |1 Scvriopmg a broad safety program, all on the basis of "faV* rather than "dottTx." a j . .aety efforts become haphazard and in effective. To my way of thinking, there are j. few essential rules that must be followed n making any safety program effective. Every safety measure adopted by the safety committee should he thoroughly ex plained to all workers; people are far mure prone to accept restriction* on their action* Pm-it. I believe that there must be both when they understand the underlying cause* leaderihip vid Interest manifested by top that brought them about. I think this is a management. Where top management by very' important matter. At times it become* *-rd aad deed indicates its on-going interest necessary for a safety committee to set up .rj devek-pems a afe plant, all subordinate a rule that seems irritating to employee*. mpk-yee* give honest service to the pro The irritation can grow and fester unles* gram T*r? the other hand, if top manage- the employees thoroughly understand why -mf t*' 'rtty lip service to safety, the the action was taken and how it protect* .jiien&c jumrUaies on down through all their safety. Mjprt'wuey pencoori. These, 1 believe, constitute some basic K& personnel must be en- rules that every safety committee should joragrd by Management to participate in * adopt and follow. It always should be home **> Furthermore, the program in mind that safety is, or should be, a way 'Auald be beak oe the broadest possible base. of life. It can only be achieved by patient *. naasy twagdov> a* peasiUe should be in- effort, by constant attention, and by un I'xvW sum* speexffe way, Fctgiie, gener- ceasing cooperation between management -Sy. 4t> mu* ekoose to participate in volun- ,md labor on a day hv day basis. i.lji'lv I WINNERS OF 1961 LABOR CONFERENCE AWARDS By LLOYD D- UTTER Director. Industrial Health it Safety Div.. United Automobile. Aiicralt & A^nculturai Implement Workers oi America. AFL-CIO. Detroit. Mich.: Vice President for Labor, N.S.C. in J'*4I the l.aL.r l imi*-reini- i.i th* X,iiioiiaf B.itcts tii'iiml approved ;.n l'l.iti tk'ifjned to tut umjilile r o cmu .u ixf mitsLuiditu' atvt* stork u: utu..n u(u:*iii/Htiuns run! inilisniu.il mrmt>ers "i ti** l:L.r iinivemcnr i-evenievit eovetvd award- *rrr preiHmied to labor organization* ami individ ual* {luring list year1* Congress. tiie award for tabor organizations tan* been designated "The Horry Rend Memorial Ward fur Labor Organizations" and is in three categories: (a) The Award of Honor; t U) The Award of Merit, and (c) Tiie Award ot Commendation. This award was named In honor ot the late assistant to tiic -ffretary-lrrajurcr ut AFL-CIO for his work in promoting labor participation in or* ionized ojiety, tor lus service on the Na tional Safety Council's Board oi Directors, and for his work as one of the founders of the Labor Conference of the National Safely Council, Awards to individuals in the tabor move* merit are called "Citations," and are three in number: (a) Citation for Distinguished Service; fb) Citation far Outstanding Serv ice, and (ej Citation for Meritorious Serv ice. They arc granted to unionists who have eieitrihuted outstanding work to the eau-c *d accident prevention. L United Rubber, Cork, Linoleum and i Mastic Workers oi America, AFL-CIO, Akron, Ohio, earned the Harry Read Mem orial .Award oi Honor ior Distinguished Service to Safety. A, This international union has had a functioning safety and compensa tion department since October 1944 11. The international union's constitu tion stipulates that its locals should establish a joint tabor-management safety committee and include it in their contracts. The international has cumlucted ap proximately 156 safety and work men'* compensation clinics in its various districts, h Hj, mhii appnmnau-ty |,tj ii'fiv ,ti<| *i4t<|H-tt-,<ni.ii ii dt-trat 1'nmi-Mi'iH' .uni l- Provide* -.lictr a--wnre u !'<al tmi* u- tit<i ft-pte-i I' The international has particitsued in all 1'reddenr`s Conference* "ti #><' (itpatinnai JLiiciy, Ten to .Hi dele- .au-s attend each CMiterence. tT Has been active in forming the tabor < inference of XSC .inti presentlv has 21 locals betongtng to N SC. H. Union's members participate in La- txr Conference Congress activities as w ell as having 40 or id deleu.ue< attend the Congress. t. Union members constantly attend tkwentor's Safety Conference* alt *i*r the country. J. The International was commendably recognized by rubber manage ment in the all-Ohio Safety Con gress. K. Union representative has been active itt improving state safety regula tions for rubber mills and calenders. .Also served on .ASA mills and calender committees. L. Union representative has serve* l f<r several years, on tlte State of Ohio Safety Code Steering Com mittee. M. The International Union was in fluential m gelling the Ohio CIO arid ALF-CIO to hold safety and compensation schools in Ohio. 11, International Hod earners'. Building aud Common Laborers* Union, AFL-CIO. Washington, D. C. earned the Harry Rend Memorial Award of Merit for Outstanding Service to Safety. A, The International Uni6n las a full time director of safety, education and welfare who coordinates the crjumry-wide safety program. ,n t^iL.-r t iMii.'f.'ii, B. All districts of the union have a safety representative who is respon L>. Ml >aiet> -Uif^estKin*, irooi (tic Suggestion 1'roeram. are judged U sible for the safety program ami in the joint lalmr-m.iii.iuviti.-iii *.sr f spections tn his district. Minmittee. C The Intenvatkmat Union's magazine constantly rarne* important acct- h, U*a the NSC tocluneai s.Hvt> pul. lication* and cntiiitiaiir>n -viaio,--, dent prevention method* to its offi cials and members. D The Union has an active represen tative in the Labor Conference of NSC regularly. V General Industrial Worker- Union. Local ,\`a 146 uf the Distillery ftectitimy and Wine Workers International Union, AFL-CIO, Linden, New Jersey earned a III- llttick Local No. 5W of the lnte v~ Harrs* Read Memorial Award ot Conimrnuonal Union of United Automobile, Air- tUtion lor Meritorious Service to Safety. icafe, and Agricultural Implement Workers it America, AFL-CIO, Flint, Michigan earned a Harry Read Memorial Award of O-mmendatioo for Meritorious Service to 'afetv, A, Union is a part ot a joint labormanagement safety comnutice. K Meeting minutes are circulated all concerned. \ This is the only local union which C, .A special report of all joint meet ings i made to the union member luts a representative on the Labor ship during each monthly union Conference Executive Committee, a member of X5C for six years. meeting. U The union safety committee sup U. Two Uslee. representative* attended plied SO per cent of the manpower h and graduated from the 120 hour and money needed to conduct two AFL-CIO Safety Training Course. contest*, entitled "Pedestrian Safety C , Three to twelve delegates are sent K*ay Contest'' and "What Safety to the Congress every year. Means to Me and My Family.' P, Representatives are sent to .AFLCIO Health and Safety Courses at Both essay contests had the em ployees' children hs entrant*. summer camps each year. U Participated actively in the l$6l K. 1-oeaj Union paper constantly car ries safety articles. F Has participated in every XSC Labor Day Safety Campaign. ( Union conducted a nine-day vehicle atety check in Flint, Michigan. IV, Rocky * Mountain Air Transport Lodge Xo. 1329 of the International Associ-uion of MkhlniiU, AFL-CIO, Denver Coi`rtdo earned the Harry Read Memorial \ward oi Commendation for Meritorious Services to Safety. Union oi Continental Whites: A. Has a joint labor-management sa fety committee which circulates meeting minutes to safety men at alt airport stations. Labor Day Safety Campaign. Mail ed 2,000 messages to the homes of union members, prepared a special jynter, and had local clergymen assist from the pulpits. F. Hie local participated in the !%t "Keep Christmas m Your Driving" campaign by mailing the NSC sug gested message to all 2,000 company vmployeeii. G. .Safety hints are mailed to union members every month via the local's newspaper. H. Conducted a program that involve*! "7 Steps to Safety,'* with seven (iiftcrent safety posters and safety messages being circulated to em ployees over a six month period. It Regularly carries aaiety articles m Cost the union $700. local union newspaper and on bulle tin hoards. Investigates all accidents and keeps complete accident records. VI. Mr. Hayward A. Webber, .Safety `.'hairmm for the General Industrial Workcr* Union, Loral No. 146 ol Ihe Distillery. Irivtifying and Wine U'nrker* international f] !'H,J XMMM.H sur.-iy <. Union, AFL-CIO, Linden. New jersey earned an individual award, the Citation for I fiMingutshed Service m Safety M r, AS rhber wa* tius union afetv chairman diiritin l`#*l and wa^ re sponsible for the safety program just described. His local lias com mended him htghlv for ?* *-netv xrrormancc and nominated him "f ,ui award OFF-THE-JOB SAFETY By ENOCH RUST International Vice President, United Class & Ceramic Workers, A.FL-CIO, Columbu*, Ohio; Chairman. Off-the-job Safety Committee, Labor Conference. N.S.C. A\e are Jumpy to rr|M.r mat thrutmii the effort* af many, the off-thc-jeb death nml disabling injtirv rate for tlie year 1%1 dropped four per cent from lire l`W) fiunrt. Thi* ran be ron*idered a great .irconiph-h- inent, hilt not enough for u to relax ami '.sv, "a job writ done." It mut, instead, *erve a* an incentive to *j<ur u* er achievement*. to prent- We mast realize that with tins yt**l record the death and disabling injury rate was still too high. Curing the year of 1961, "8.000 American* died m off-the-job acci dents, This figure can and must be loweredThe figure of 7,400,000 disabling off-the-job injuries is staggering to (he imagination, but it al*-o is real. These figures are facts. How did they happen? Let us state a tew ex ample*, .Iuj-I a few weeks ago. a boating accident off the coast of Rhode Island cost a man his life. He climbed to the top of his flying bridge and stood drinking in the cool even ing air, probably thinking wlut a pleasure it was to be alive. The next instant, his tv,.it hit heavy sea*; he io*t hi* footing inrf was in the chilling water*. Excitedly Ins companions threw- the jn light on him ,md tossed out the life line, but due to the light in his eves and the low temperature of the water, he could neither see nor fed the rope when it hit his shoulder. When his buddies tried to maneuver the boat into a better position, they found that no one aboard was skilled enough to handle it under the conditions. Another grave and costly error. How 1'imld this accident and others be avoided? Maybe, if he had received a boating safelv --.l.nwiny m-iii tiillmv -t.m. .1,- briilae--with hi- I'urclm-v the Lv WMiiid have rattcndwml win it * limhiiitf !* the hndtre, and -aid ,u |c;i-i not with out a life jacket. A woman driving ir*.m Ohio ati iev highway, trying to reach the Male <) Morida lv the next evening, tound hcr-cli in a knl which took her car utio the lane of *.ncoming traffic--the result: four more m,- tinc* for the injury record How could tin* accident ami many others like it ban been avoided? If she had received a driving safety manual when she porciia-cd the car. relating the dangers of icy highway and the proper driving procedures, she may have re- ntemebered and tlnught, "no! we cannot make it now, sc we will just lake our time '* A mother strip* the linn plastic hag from iter newly cleaned suit and carelessly tn*-<c it aside and goes to pow der her no*e < hi returning she finds that her child lus* **- rated in the bag. Tins happened 600 timein one year. How could it have been avoid ed? Maybe the words "I am dangert/u*. de*troy me now!" printed on the lag wmM liave saved many. In Columbus, Ohio, a fanuly down f*n their lurk and unable to pay their utility hilt* were huddled around a small charoal bumrr which nu being used to cook a p>*t "f beans and to furnish a little warmth. The famitv was found huddled around a odd stove, asphyxiated by the deadly z**e* emitted from the charcoal. These are accidents that are hard to solve. Accidents breed from poverty. We find them more prevalent in states where wages are mo low* to afford adequate housing and 26 Labor Cwfcrcnf? prr.pcr heating facilities. The deaths Mii-rd hv fire total an overall national score of one m five; in southern states, they average one In three. This poses a problem that can .vnlv t>e solved by local and state welfare -roup*. But. a little encouragement from >ur corner would not hurt. Too roanv Americans have accepted dan . cr a> a ernstant companion. Statistics show f r t- a n-ticfi playmate. \Vhat wc need i- a rcioluttoti to change *-.;,i>i|aiuoii* and go (hr rest ot the way with safety. What wilt it take to make this change possible ? Greater effort in safety education. This is where we come in; this is our job. 1 believe an expanded safety education program is the key. We, here today, have the responsibility to make it available to all. With the record of past result*, i am sure t`f v.m, and will mine tlirnnuh. MANAGEMENT'S RESPONSIBILITIES AND VIEWPOINTS By J. S. QUEENER Manager, Safety & Fire Protection Div., E. I. du Pont dc Nemours & Co.. lnc,, Wilmington, Del. -afeti vmjtnrvr- arc U-'>'imug more soul us-re e*im im*ed ihn education m employee* in -atety only for the period ot their work hour* i* no narrow and restricted a concept. The dollar* and hours spent on occupational ^4teiy program* can be neutralized if emptwc become injury victims away from v.ri: KiTort* betnir made to promute off>i>-)ob saieu m order to develop a state `i mind in the employee of safety every where---alt the (true are proving sound and effective. In other w-.rd*, safety is not a cloak to f-r put on at eight o'clock in the morning ami hung tack on the rack at the end of the dav. Off-the-job safety must be considered in integral part of on-the-job safety. When an employee, tor example, has the habit of driving safely, walking safely, and doing [r.b* alxut the home tn a safe manner, it ;* much easier for him to follow a similar f-aMt on the job. Conversely, if he leaves afety at the "gate," it is just that much iss-icr for him to forget and inadvertently Mtfnmtt an unsafe practice when back on die job We need to develop this safety state of mind into a habit so that subconsciously it will work fur us at all times. We know that rmoiions can atiect our safety alertness, that mental disttactions will tend to cause us to stray away from sound practices, and that problems ami worries can push aside i.tlior v-i.ai-idr-ii'iu>, dint there arc time* when we n* Ipend on habit to took out tor nur best mtereM*. There i* another very important reason why industry must promote off-the-)oh *aiety activities. The public has become acvniunmed to industry Mipport of humani tarian enterprise*, such a* United Fund, Red Cross, hospitals, etc. The public exj-ects the --ime support m the area of offtfie-job safety. It expect* safe de*itm m household appliances and fixtures; in auto*, trains and airplanes: and in public area* *urh ns recreational parks and sport arena* There are several challenges inherent tit this subject of off-the-job safety which in dustry cannot ignore Briefly they arc: t, A better and more efficient job of in dustrial operation as a responsibility to stockholders. 2 A reduction in the tremendous waste burden, injuries of all kind* place on the economy. ,1. Evidence that industry- can be a truly fine community neighbor. in the Du Punt Company we can very simply express the point of view that the promotion oi off-the-job safety is good business. Here is tlie way one of our vice presidents expressed it to our employees: 27 X<jllvlhl( ScIjt'ly ( ulttifCt r be successfully opnttU Coat mui quality c\rc Use matters we moil frequently her tbout a* 'ssentioi to * (food eumpettUee l>j*itloa if goods ere to be sold in the market. Management of the Du Pont Company tanks safety in Importance along with ic^t, quality, end the other factors which .MrrniJn* if a business is to be profitable, Mtirty is in tiu sense s fringe item but ir rwn*Mirr^d a r-*ruir part of t-i-ir--- t i*t*ifcnment, *h-t*--r----r it mmht ti tiooii t it make good sense for every ,-n c.f us to borrow from industry * sptcr.-arii and make safety sh essential past f our home upemtion and away from urfc utivity? Eath of us in varying degrees participates Is the popular `Do ll yourself" trend. Nearly every one drives u r.ir la ouvnjr ways we are ** irt.ted to injury while away from work. Wf owe it to ourselves and to our fami lies to carry safety homo with us. The diudeml is happiness Itirthrrmnrc, i* tltntiM nut uwrrlnuk tfic c in>'t tin I tie individual employe* who t mtnrcd, tir m*tance: t I'am .iin I -unermg occur to him. ,,5 Medical ;nri other costs are inevitably mwcivcd that arc not ixually compensated cur In m*uraucc and other payments; con- -.(i|iictiiv a lower MamJard of living might re-tilt, ai lea*t temporarily. Normal family life i* difnrr.inged, .* 'Pimmcs -eriiiii*ly 1*0 rucuuniriiu; routts follow llie promo11-Tt r.t mT-ihe-job %afety activities in a com* p.mvf Viter time tear* of actively pne *ii. uni: .it-il* job fjiety In the Du Font ` ' m|<nm w e l-:nr i-x|<-nfwed : | \ tnsiri'i; . I .111 JCtlll -il-tit' ;ub ircqucm> rate m-rl> ju per vutl ww wliat had been experienced m the years juvi before ilie promotion. I A favorable acceptance on the part of the employee. It makes sense to our em ployee* that we are concerned with their loud uu'ety, .1 A nns viiihu-ia-m lor safety, noticed in safety meetings, pitmen pation to the proicratn and in other ways. 4 A correlation indicating that dejetrtim-ut- with the best on-thc-job performance in safety tend to lve the best off-rhc-iob performance. 5. A reduction in mutor vetiicle .itaiiiiv> much Wtow the national rate. 6. Not a `inale instance where ;ui cm* jitoyee tceis "we have intruded in his private iife." Employees have accepted the philos ophy that off-plant injuries are preventable, find that efforts should be made to prevent diem, ihc program has assisted employee* to carry'safety borne to members of their families in a more effective manner, -util many ideas liavc been used to obtain family Cankipaiion and interest in the progress. f might mi in summary' that there i* a lit*r problem nationally to motivate industry m accept the challenge of preventive action to reduce the accident totl daily occurring throughout the country, on the highway, at play and at home. It i* important to develop tide activity >* tlut it will be effectively mplenu-nifd m the grass roots level r.-*jyt. Ut it i- mum LABOR AND WOMEN'S VIEWPOINTS By MAHCELLA BEATTY Director. AFL-CIO Auxiliaries. Washington, D. C. flu-re t- t" <hi.i i1. jli.'rt t`-e attitude 1 I.,j..r ' and die attitude ot ''women" tow.ifl ii'.tt-W'<rk accidents. The viewpoint, simply stated, is tliat safely c.uinui be wrapped up m neat littlfc package.. labeled job, home, traffic, public, recreation, air, water, and *c, .mi it is not divisible. To tltose of u* in urgamred labor and to those of us who ate women, tlus means tiiat the prevention m (CcidcTils is an interrelated job. In >-ur ciu`vrii tor t!> safety and weifarc i.j worker* and their famtlie*--and thi* ike- in the bulk of our total population-- we can't stop at the factory gate, the school, the 'tome, the park, the playground, or the neighborhood swimming pod. We are deeply involved in a round-the-clock, round-thc- almditr campaign to reduce all accidental deaths and injuries in our society. It matter* httle whether the accident victim who dies Ijihor C t i- ,iwjj<actiwte<l, suffered the mishap on nr highway*, in a school lab, or mowing r in*nt lawn. The damaec i done Vn important outlook thal has gamed accptance during the past half century ss that -uety is a wav of life for all. The reck- iencf- which leads to accidents is no longer .adnonahte We are indebted m the Niiifud Safety Council, and others who pto.irrred in -aretv, for tliis national rise to '**-*mntv. >uctv is, if you will, a mark of .,.*1 cttirenfhtpt a dutv and responuhihty .f v"./*l rnueti*. Tlf* -iimen-tons of the off-the-job safety pr'-Uem are -obenng. About a per cent ,t last vear's accidental deaths and HO per ent of all 'tisubiing injuries were non-work trident*. And the National Safety Council irlt- u* dun the total national bill for alt ,i. O'trfits ran close to 15 billion dollars. This <- 4l<out the nituvalcnt of last year's total expenditure* for research and development: it t- t,,' tunes .is much as we will invest in siK-iUml researv'ii this year. It u also enough iitutiey to pay the direct costs oi four college >*ar for 2-2 million students. It is dear chat tltv cost of accidents is a serious drain mi our economy; and it is out of character n*r us a* a Nation. io continue to tolerate du* waste of our human and monetary resources. LaUir's interest in oS-the-job safety Ivan l*r3i demonstrated m a number of ways. Labor is prominently represented and active in bodies such as the National Safety Coun cil, the American Standards Association, the l,re*tdent'* Conference on Occupational ,'4tet> and the President's Committee or. Traffic Safety. Our participation also ex tend* to the State and local counterparts of tiicsc national groups. The AFL-C10 uruni- nioudy adopted a resolution on safety and industrial health at its 1957 Convention ut Atlantic City. This declaration of policy tated tlut, "We are vitally interested in the -aiVty of our members, on and off the job, their families, and of all citizens of the i-ommunity and of the Nation." We have promoted satety vigorously. For -vample, alt segments of the labor movement have sponsored a Labor Day safety cam paign for the past four years Co-sponsors include the AFL-CIO Standing Committee on Safety and Occupational Health, the Labor Conference of the National Safety Council, the United Mine Workers of America, and the Women's Auxiliaries of the AKL-CIO A prodigious amount of cooperative cth*rt ls gone into the*e animal campaign*. The campaign publtritv include* trtnir. messages, pictures, and cartoon* Union of. ftcials at all levels, from mtemattonal to local unions, give hundred? oi <are<y talks at plant and union meetings and Labor Da> celebrations. They speak on radio and apl-ear on television. Safety floats are built and shown in parades. Fosters and display* are put up and shown in union halls. Sai'eu nim* arc shown. Labor has actively cooperated m the Na tional Safety Council's Christmas hofulay afety campaigns. It has gone on record sup porting driver education tn schools. Training courses for union personnel now include olf.the->ob safety. Labor Has testified be fore congressional committees in support c.i legislation to require warning and mf<irm;tm labeling of hasardmt* ul-itance* in tended for Iwuseltold use. It ha* paritcipaicil m tlie scat belt campaign of the t>a-t uvv years, which is just beginning t<> rcup tiw lne!its of as liard work convmcins thiSHiUtc tint seat belts improve their char.tv. of survivaL The labor press ha* rttcctiveL brvuieht knowledge of safety to untoo members at every opportunity. There are many ca*e* <>j local unions promoting oif-the-job safetv. The central labor body pok the mitiame m 'rganiaing a city-wide safety council in Au. rura, Illinois. A steelworkers' local in F-t-t Chicago cooperated with the tire depanmrm m promoting a tire-safety campaign. In Linden. New Jersey, a uniun-manaeemcm safety committee spearheaded a cwnummit* bike-safety campaign. These are .*>me ut tlie wa)*! in which labor has contributed ti the off-the-job safety effort, ft can and will, ilo more. When you consider the role of women in safety, I would like to point out tiiat women have made and are continuing to make im portant contribution' in all field*, including indnMriat accidv- -ention. About 24 mil. lion women are working or seeking work tiday iutd they constitute over one-third of all the workers in the country. However, most women are homemakers and can thus make the greatest contribution to safety in the home. Women are, you know, experts in human relations, nr they should be. This make* 29 them especiall' qualified to see to it that the home is oil-limit* t'or accident*. By the huts ,t woman ha* borne three of four children, nutted them through the normal diseases, mediated their differences, gotten them to auii other activities, cooked ^nd kept house, been the {amity chauffeur, looted live tradesmen, soothed away the daily ores of her husband, and been kind to her mother-in-law, she's an expert in human relations. This automatically qualifies her to take *>er .1* jfcty director in the home. Xext to motor vehicles which cause the greatest number of accidental deaths, acci dents in ami about the home rank second--- 2itjr00 deaths tn jar. As tragic a* this i*, the Ixxne account* for by far the greatest number of disabling injuries--4 million in 1961. Two of the worst killers--falls and fires--account for about 65 per cent of home fatalities. These are totbiwed by suffoca tion, poisons, and firearms. Persons 6a yean of age and up suffer nearly 85 per cent of (he falls; infants and young children are the frequent victims of fire. From this it is obvious that the home, no less than the plant where the man of the house works, needs a safety director. It is true that the volume ot physical tabor ooce needed to manage a home has lessened, just as it has in industry, but unfortunately, this doesn't mean the need for safety has diminished. Incidentally, a noted safety en gineer once told me, as anyone in the safety twines* will agree. tHt good housekeeping 1* the first *tej in any plant safety program. The gadgets, time saving device?, and new hvmical* used about the home thee days offer hazards just as great as the old kero sene Move* and lamp*, kirrhen canning opt-riifions, and so on. The old hazards have .,>111 way to iho*e associated with today's lmer machinery in the do-it-yourself work,,h.p, die power lawn mowers, pesticide*, invtcticides, new fabrics, and virtually every kind of electrical labor saving device under the *un. I prooose that the wives and mothers who ;re responsible for efficient running of the household undertake a modest safety pro gram for the home. It need not be elaborate ,,t difficult We shall ask the AFL-CIO Women's Auxiliaries to undertake such aern-ttv which we hope will reach into the jirene* of a great many trade union families. At a beginning, we shall propose them that the lolloping simple house rule?, a code >>i conduct ior wife living, be followed in each home for the -aiety nf all member*. the family; 1. At least one member of the tamtiv, and preferably two, thould be trained in first aid. 2. Efficient housekeeping and safety g.< fund in hand. This means: No toys scat tered about; a clean furnace and chimney; no clutter in uubty rooms, attics, or garage* (this may cause spontaneous combustion): rugs, carpets and throw rugs shculd be an chored firmly; safe non-skid floor surface*, Tools and appliances not in use should not be allowed to obstruct p*age or tike up unnecessary space. 5, Firearms should be locked up. 4. Household cleaning agents often con tain potscei* in large enough quantity to tw faial to a curious child. Bleaches, lye. inlectkides, or other corrosive even silver polish--fall into this category. Ron,at? prisonous materials to a safe place. K'e* rr transfer these liquid* to substitute combiner* 5. Basement or garage workshops should W Indeed so that children can't get in them. 6. Good illumination in the home is essen tial to safety. In addition to a well lighted living area. uch places as hallways, attic and cellar stairways, entrance ways, garage areas, and medicine chest* should be well lighted. r. Electrical appliances should be kept in good repair. Portable appliances ('heaters or radios) used in the bathroom thould be placed where they cannot be reached from the tub or washbowl. Appliance cords should not be left dangling where someone ran trip over them or a child can puli down a hot iron, coffee pot, frying pan. or toaster Radiant electric heaters should not lie left on all night. 8. All stairs should have substantial hand rails, at least on one side. 9. A rubber mat should be placed in the tub to prevent slipping and a grab-bar in stalled on the wall tor a secure hold white getting out 10. Know whom to call ia an emergency. The local poison control center, fire depart ment. doctor, hospiut, or polite department Vi iJtbor Cunfrrrncc The points ! hate mentioned constitute the bare outlines of a home safety program, and one which (he wife or mother can enforce quite readily. She may have to im pose sanctions lor violation or non-coopera tion. But. by and large, because of her ex perience in human relation*, it is my feeling that few difficulties will be encountered. Finally, I believe that we all share re sponsibility in the matter of ott-tlie-job Accident*. Scene of you will recall lliat the l%2 President's Conference on Occupational Safetv. which met in Washington last March, presumed a hnef but important con:li*ir,n in this vital area of saving human life The Conference agreed: "It is ap parent tluit buim>*, lalmr and all segment* .Mtiun a community, including the individual citizen, must take an active interest in off- ihe-job safety, Employer off-the-job safety programs carried on among employee* and the programs conducted by unions for dteir members will continue to be vital to the success of a community safety move ment, * Additional community accident pretention program* were called for. In this phase of afety, the National Safety Council has done much: labor and management have cooperaied. But the urtc is barely scratched, h behoove* all of us tv put forth much more effort, and to work with each other, because no group ha* a monopoly insofar as saving Gmi.m life and timh i* cr-fleernc-t LOCAL SAFETY COUNCIL VIEWPOINTS By WILLIAM E. BILLINGS Executive Vice President ft Secretary. Greater Cleveland Safety Council, Cleveland. Ohio kvl-fr-vimm: thv Wruivr (. !<> i.-iH;id Safety Mitticii, l welcome tin.* opportunity to re view the thinking and programming of *ur *aicty iMiittnl a* it driicrrn* you ;md me \\c .ire mrtunate to have the active *. .[<r;ition >i all individuals and grtaip# in hit city nut ie rrmcem 1* the preven tion of accidents m every area of living to .til ruuenv--y-rnme and old. *ht Seplcmlter Is, loftl, Cleveland declared di-out war * accident* tit it* 'Blueprint for l.tfe" campaign. Wc recognized the fact that *i\ out o* seven manhour* lost throuufi (-.idem* are lo*t,, not in industry, but offhr-inb. Tim*, we concentrated our efforts m the lw*me. on the highway, nt -chnol. and m recreation. I slialt direct my remarks 1-penally to (hi* program l>ecau*c it exriiiplifie* <> well some of the activities in which you ran engage to make your com munity a safer place m which to live. We -.onsuler "Blueprint for Life" to have been ,t success: 45 lives were saved in Greater Cleveland during the "Blueprint" year trora September, 1961 to September, 1962. This avmg in human life Is all the more gratify ing when it Is 'emembered that in 1961. accidental deaths came down by 87 over j.- - - r - t--v* t-.n -lucv !'' .11 tirrater t lev Hand It 1* e-iimatt,d that -.il-tv count'd -Ult, officer* and volunteer workers for "Blue print * oinlilidird per*<nal contact tvuh more than JnnOOO j<cron< and 1,000 organiza tion* through more than J00 speeches, hun dred* nf conference*, meetings and exhibit*. pre mid broadcasting interest* vied with each other to help make the campaign a in.ee*'* The two daily papers, the three l(*|evi*i<ai .uxl lime radio Nation*, the I'l suhttrlmn ami foreign language weekly newsjcipcr*. and *c>res of employee publication* teamed up in an ouiismdinc display of media smpjiort for "Blueprint for Life." Here are n few of the specifics of this program. They illustrate how vou can help actively In get this job (lone. I !>*ven 15-mtmite safety films were pro duced by the U. S. Public Health Serv ice tor this program. They are "No De left>e"--01) community action, "Interrupted Mortung '---jo sent belts, "When Sally Fell" --on home falls. "Why Daddy"--dealing with home fires, "Giant Steps"--on the sub ject of child safety, "Look Alive"--itcal- .11 A .ilt-nuil mtf with piricd rian ;hvi\, ami "Miditini- mcr's Ntftiitmarc'--featuring recreation ami water safety, These film* are available through the l\ S. Public Health Sen-ice for showing in your city. They are being distributed through Creative Arts Studio, lnc,, $14 H Street, N.W., Washington t. IV C.nt WO per copy. 2. The leaflet "Home Sweet Home or Iw-Cnvered Booby Trapr," attractively il lustrated with cartoon*, helped to bring to the attention of home owners the various home hazard* f**r which to he on guard. HccmiM- fall* :>t txwur threatened to throw die campaign for a -siinus loss, a special fall questionnaire was detetnpc'L Ten* of thousand* of leaflet* and questionnaires were ditril*uted during the camjaien 5, The Greater Cleveland baby sitter in structor* prognm proved unusually popular in the Cleveland area in its coverage of such subjects a* fire safety practices, safety and protection, infant care, first aid orient*lion and how to hamlie children. The "Baby Sitter Instructor's Guide" has given direc tion to the program. In Cleveland several thousand teenagers have already received ilieir certificate* of graduation as evidence if having satisfactorily completed this course m( study. -J. "Knffee Klalscliei" among huusewivc* have Iwen directed to neighborhood discus -ions of nay* and means to prevent acci dent*. Friend* are called in foe a cup of coffee with home accident* the topic for discuSHno- We have prepared a hit of ma terial* specifically to guide fruitful ctiscus* *ions among housewives over that cup of coffee, 5. I'm*ter* (daved an important part m the prrigram. The mod pojioiar >e cartied the illustration of a little girl with the caption. "Her Life Alone 1* Worth AH 'rive Tmulifc." This jicr and others were di-pbvei! on public transit bu>es. in office lioitilmg* and stores, and elsewhere. 6, A ,%-point state legislative pregram received ihe *upj*t of the campaign. Ac tive mppurt hv vour organizations is essen tial tu passage of these laws. This prouratn pn<|K*e* accredited driver education tor evi-ryone as a requirement tor driver licensing, tougher licensing requirements in cluding phyyica! examination, periodic re lamination *j| driver*, automatic revoca tion of hetnw for three mator -ranr violation* in one year, compulsory ton* foeverv driver suspected of drinking aJcisutxbevtrages. and periodic or taspeerion* 7, Accident thermometers at strategic Fration*. i*, Msetthly accident themes dot indoor "Stop Accidents Before Tint Sue V " "I-ong Chance--Short Ijfe." "Safrtv IYour Business,'' ujvi *Th*?'t \\ rk Your-e'' To Death." 0. Projects of vpreni im|wtancr :< tlxsaving of lives: (a) Special enrf&a*** t* "Learn To Swim.* arvl <b> iRultatMi an-: ue of seat belt*. It has been etiraifl that the ue of seal belts by all dnvrr* vuld save as mans as 5.000 lives per year To best understand ho* s* and 1 ran work together to bring d<mi the acriden* toll, we should consider why we are no: making (aster progress in persuading people to stop injuring and tailing tfierudvc* m accidents iliat need never happen. One would consider this request to be reasonable, bu: all too often it is greeted with apatliv and indifference--Why * Human nature is the twsie reason vuVtv ha*n`t caught on the way we wish u !>. It i< human nature to live it tip a little. t take chances, to go a little taster than the other fellow to get there first, to show off a bit. We have failed to create an image for safety as a smart, better ami longer wav of fife. We have failed to bring about a safety attitude--a real deMre to think and to act safely as evidence of intelligence. Wc have failed to make it smart to be safe and stupid to be careless. Here are a few factors that should con tribute to a greater acceptance of safety: these point the way tor you and me t> ujqr.jrt the safety movement. 1. Better parental example--Where d<. junior get llte idea it's hot null to luni up the road? From pop--that middle-aged `pace cadet! 2. You and I have failed, perhaps, in getting the employee to take safety home with him. To illustrate the importance oi safety around the cluck, a bouse two block' from where I live was gutted recently t-> fire. The father had practiced home tir<drills with his six children, teaching them two escape routes--all were saved. sjtb.tr `MfKtrr .-nturmnait oi traffic laws-- A ml'v-paml'v tutorcement of traffic laws . tw beyond the highway m provok- ii-re-pect for safety rules. In our cont ains tn July 31 of this year. "Blueprint Life" gave the citizens a jolt by pubr-tzmg the results of a study of police *.rd*; it revealed that out of 128 drivers .nivrd in fatal traffic accidents in tire rv - i t F-vehnd m the preceding 18 months, "* r twfwhirds uf them had gone into nr fatal accidents carrying on their driv a collective total of 373 previ. i>ib5 >M/aoF*t- trathe violations. Three d* trani-: nidge* ntet to c*iab. * -'cr prevent a recurrence ot this l*. ,f e > pv ievrhmd our -atet) cuun`w eh* full -trt-p*>n of lalxir in such *jvt* a* r Annual Northern Ohio -;irty (.cnfercncc. Motor Vehicle Superi-srf v Traininc I'nigram at Western Kc- Hirve t.'iiiver*iiv. Green Cru-n Safctv Cam paign, periodic industrial vvork*lu^ps nrwl meetings, ami "Pattern iur Progress " Tlic Utter program, now* in its sixth vear, i * cooperative project of the safety councti and tiie Industrial Commission of Ohio. The program attacks a prevalent accident type every month by posters, Dayglo streamers, employee leaflets, and supervisors' discussion guides. This program ha* received a higliiv favorable response from ial**r ami industry. T succeed, accident prevs-ntirm mu.i start with you anl me. The task of how tiie, work, drive, aixl jdav safetv i* up the mdividicd. So one really can pmlivi vou from a fire in jour >n home evcept vou. Xo one can make vr*i a *aie driver but vxir*elf ffiilv * ran put |xji vckJtis medicine* txit of the reach of >>ur chihirett. The safety trail that sou Maze can become n broad higtiway to a better life for all Americm*. OFFICERS OF THE LABOR CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 i ice J'raidcnt f-T L ; r - Li"N t- D I n*, Director, lndu-irs;tl Health A, "' U'cty Duition. urcr-.u <i Wncui'cral Implement U*rkcr- >! Vmertra. AFL- CIO, Detroit, Mich. Labor t'J**/Vr,'n.v t Lji'iiwii--Hl'NTU I*. Wh \k?'in, Prc-nUo*. Imtm.iiton ! Union it Ofwruiinc Kneinver-, AFL-CfO, Waihmgtcn, D <' Labor (.'`nferenee rife Chairman--VlCTo* WhitkHoL'L, Suiftv Director, {titernanwiJ Brotherhood of Electrical Worker*. AFL-CIO. Washington, f>. C Labor Conference Secretary--tvmurr M. Wilkin*. Manager. Labor Department. National Safety Council. Chicago. III. Labor Conference Representatixet to A.M Hoard -r Directors--Cma t T Luowv, Deputy Director, Bureau of LaD-r Starntariiv, l'. < Detriment of Labrir, Wuhingv-n, l>, C.: Hants Frjf-,l"v<x, Safetv Director. Coned Mine Worker* of America, Wash ington, D, C; Fishy C. Atits, 2nd General Vice Pre-idem, Cruled Brotherhood of Carpenter* and ,1c*roer of America, AFL-CIO, Warhmcton. D. C: Hfnttji V Whmttox, President, imcmarFmal Union *. Ojeranng Fjiinnevrr. AFL-CIO, Wash ington, D. C.: Jh.n D. CjNV**, Assistant to President. American Feiieratu-n <>i l-aD.-r and Congress of Industrial Organisations, Washington, D. C: R. f LomckiL'x. Di rector. Safety and Health Division, National Office. Canada, United Steelworker* <*i America. AFL-CIO, CLC, Toronto. Ont, Canada. k'cprctcnting State Labor Departments im Labor Ctmfereme lixecutkc Committee-- * 1 ** exce R. Thokxmwgh, Commr,, Arkansas 1apartment of Labor. Little Rock, \rk i. hairuten of loihoe (.\njercnce Standing Cenmnilteer.' -hoards-- \ I: temationai Association of Machinists, Lodge No* 55, Joliet, 111; ConffMj Proof Haw Sain, Chairman. Health and Safety Committee, United Automci/ik. Aircr* . \gncuhural Implement Workers of America. Local 599. AFL-CIO, Hint. Mi*-r Lrecuirvc--HusTTM P. U haitos*. President, international Union of Operating hnei- tieer*, AFL-CIO, Wadiington, D. C; Lire Safety--Eowas* U. Hac.Jtrrr. Safeii hvp rescntalive, Intenaiiunal Association at Fire Fighters AFL-CIO, Cincinnati. 1 'hr> Membership--Co-Chairmen: Johx D. Cos no**. Assistant to the President, American Federation of Labor and Constress of Industrial Organixations. Washington, D C.; R, J. LamoVmkCx, Director, Safety and Health Divisioet. National Othce, Canada. United Steelworkers oi America, AFL-CIO. CLC. Toronto. Ont.. Canada; .Vnama.'m.' ---Open; Occupational Health--F. A. V'ax Atta, Industrial Hygtem't, United At- mobile, Aircraft and Agricultural Implement Workers of America. AFL-CIO. ivtr.-n Midi.; Off-thf'/ob~-]i. CtoiCE EtCHHoax, Grand Lodge Representative. Intemali'it.,; \wictatiiiti uf Machinists AFL-CIO, Ciikaco. III.; /Vonituny--Hvxtt* I* Wnm. President. International L'nion of Operating Engineers, AFL-CIO, Wadiminmi, Jit - /Vb/iVu/i-'dx--t.joeaox Crusr, Editor, "The Machinist." Wasiungtuo, 1 V C . ftadurt *t Co-Chairmen: fituORS pAVSt, International representative <m atomic energy. Intern.,- tional Brotherhood at Electrical Workers, AFL-CIO, Washington. D. C : L D Swishex, \'tce President, Oil, Chemical and Atomic Workers Intematiwtnf Union, AFL-CIO, Denver, Cota.; Safety 1raining-- Staxlcv J. Butchc*. Director, Trainu:* and State Safety Standards, Bureau of Labor Standards, U. 5- Department of Libor. Washington, D. C,; State Labor Departments--Johx R. Kustret, Special Representa tive, Safety and Compensation. United Rubber, Cork. Linoleum and Plastic Worker* of \mcrica, AH.-CIO. Akrnn. ojik.. >t* Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes. which offer {he complete record of the 50th National Safety Congress I Here is the list: Vol. No. Title 1 to 9 Copies 10 or more Stock No. 1 General Sessions end index to all Volumes I .65 $ .55 022.32--f 2 Aero-space1 Air Transport .65 55 022.32--2 3 Automotive a*d Machine Shop; Power Press and Forging .65 55 022.32--3 4 Cement C-iarry and Mineral Aggregates 40 -35 022.32--4 5 Chemical and Fertilizer .65 .55 022.32--5 6 C**ic Leadership; Church, Home, Women, You th. Farm ,90 SO 022.32--6 1 Coal Mining . .65 .55 022.32--7 8 Construction; Public Employee , , ,, . .65 .55 022.32--8 9 Electrical Equipment .......... ..... .40 .35 022.32--9 >P Food and Beverage: Meat Packing, Tanning a nd Leather Products: Trades and Services ......... ...... . .65 .55 022.32--10 11 Glass and Ceramics: Rubber . .......... ...... .65 .55 022.32--1 1 12 Industrial Subjects Sessions (AS5E)..... . ............ .90 .80 022.32--12 13 Labor 14 Marine , . . . ..... . . ....... .65 .55 022.32--13 .............. . . .65 .55 022.32 -- 14 15 Metals , ................................. .......................... 65 .55 022.32--15 16 Mining . ......................... .......................... 65 .55 022.32--16 17 Motor Transport; Transit .......... .. ....... ... .90 .80 022.32--17 18 Occupational Health Nursing ......................... .. .................... .40 .35 022.32--18 19 Petroleum . , .................. * . , ..............., .......... .65 .55 022.32--19 20 Public Utilities . . ................. .. . . ................................. .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing........ ..... .65 .55 022.32--2! 22 Railroad , ... . ............................... .40 .35 022.32--22 23 School and College . . ,.............. ...................... ........................ 90 .80 022.32--23 24 Traffic ...................................................... ........................ 65 .55 022.32--24 25 Wood Products; end Textile . , .......... ........ .. , .65 .55 022.32--25 26 Early Morning Sessions--"Communication'*. ... ............. . . , .65 ,55 022.32--26 27 Public Safety ,. , .65 .55 022.32--27 COMPLETE SETS (27 Volumes) .. $1 1.00 any quantity 022.12 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. PRINTED III li H o:2.32--15 36 1 9 6 2 Volume 14 National Safety Congress Transactions MARINE SECTION # Beginning the Golden Anniversary Year of the NATIONAL SAFETY COUNCIL CHICAGO n. IIUNOIS 1 50th NATIONAL SAFETY CONGRESS Papers delivered in the MARINE SECTION CONTENTS Motivating Factors Influencing Safety in Employer-Employee Relations At t, Brown 4 We Work Best Because We Work Together Martin I. Qumeonnon & Shipbuilding and Ship Repair; The Control of Flammable and Toxic Hazards in Ship Repair .hhn M, Ttchton 14 Hazardous Materials Analysis, Labeling, Safe Handling and Safe Application Rvfui G, Jatptt 19 Hot Woik Safety Paul V. Crattau 21 Container Handling Safety in Longshoring Operations ee O. Coffman 22 Safety m the Sixties Cot. Hetman /?. Flaming 26 Shipboard Maintenance and Matenal Handling Accidents William /, Whitt 30 A Technique for Teaching the Use of the Combustible Gas Indicator George 0. Wathbutn 34 Bridge to 8ridge Communications Hetty G. Szhad 37 The Dollars and Sense of Safety in Marine Operations Captain H. 5, Brewtttt 42 Reaching Seamen Captain Robert H, Smith 45 Safety Inspection at Sea Captain George H. Bpptlman SO An Archway of Casualty Experience Commander Corot L. Motor* 54 Bulk Movement of Chemicals by Water Commander Eric G. Grundy 57 Collision Haiards -- Present and Future Captain Arthur W, Johnttn 61 The Bioad Aspects of Safety Vice-Atfmirof iomes A. Hirsfifie/d 66 Officers of the Marine Section 1962-63 68 Other Volumes in 1962 National Safety Congress Transactions Back Cover PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS QCTOSCW 3P? ' C.*witing the Golden Anniversary ''*** Safety and Beginning w*J Half-Century of Safety You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment. The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who have safety responsibilities. MOTIVATING FACTORS INFLUENCING SAFETY IN EMPLOYER-EMPLOYEE RELATIONS By AL E. BROWN Secretary-Treasurer. United Papemilkers & Piperworkers, Albany, N. Y. xirtfw, in any venture, depend* on three factor*: Cl) Knowing wliat von de-tre to -yeromplish, ii> Securing the unqualified upi<.rt of .ill concerned, and til A lot of hard work and the ability to cope with di*4{ipumttt*K -ituation* arul n-t |n*e your rrllowing or enthu*iam kimntie auree* that a <;*fe attitude tw a !*r*qer nitiludc. Hut it * the other fellow's <ititiide that lark* the proper ingredient I berefore. your *lecree of racy*** J not what it iliould le. We must convince all t iHTroed that while their attitude is good. < iu*t nn't %<tnA enough; every** must {it forth more effort so the end re*uh will tie the desired ones. i Wr we can convince people that agodrti* don't always happen to the other Per kin and ilia: they mu-t do something to 'ii> id t-ccuming a statistic, we have takes i *tp forward The key here is recognition die pr'-tJrm and s desire to correct ft. S'*-w. Im w *!* mu get dioperation? First. t*'r empL*>rr ma*t be convinced that he '"-'V'-t ip^rkplug the program and that he !-' base the cmpetation of his employees. How doc* lie get cooperation? By flatly that safety is as much his concern .* iwalit> at>l quantity of production or . " -* He ma*t nremare his iapartsot% " * In- i `in. rfe when he says improve yaw nutinet''* -.at'ets record, tour turnre with 4* .iiwi-i depend* apa if; accidents cost '.<* 4tel reluct yeuim m the same tnan- 4* * w>'r>.tnadi*s< Thrretiue. n t* " . .} -f ! , the direct reprevr- * * empkwee, rtnscs m contact " die --ymee I* i. lie whoen the emII see !* i> tor ibrntun and orders. Hie :j* rv i*>t tr-*c!e the cmjiknte how to do N- ji.il. -o hi* effort- pndoce the desired rc-ults. Why not teach him how to do his .lob safely? Scene supervisors try to teach by using the techniques of threat, fear and jtenalties. This approach i* never successful. The sound appn**ch is through the process of education. I oday. niot industries are umonnred; vour employees are represented hv steward* or committeemen; they have somrortc who peak* to you for them The*e ate the people whom >ou first took in >i-***t -mu in building the foundation for your program There is no substitute for cooperation, and mice you are convinced of this, ;ou have taken a long step forward. When the trade-union movement was re activated during the lean thirties, the first real struggle was for recognition. When that was accomplished, the next ttmggie was for a fair wage, then working condi tions then fringe benefits, then political action, then health and welfare, then pen sions. Of course, in some industries this time-table was not followed and there was an intermingling of effort and issue*; but generally speaking, this was the schedule In the past, some unions have put forth an effort to make their industry a sate (dace in which to work. Seme employers agreed to cooperate; many others did not. taking the position that safrtv was a prerog ative of management and that unions would u*e a cooperative effort m safety as a springboard for oilier interen*. Today, the challenge to the labor moveunBU U to provide an opportunity for their people to spend their working years in Sudanry free from pain, suffering. loss of life, limb, eyesight and mens* so that they arsd their families eaa enjoy (tie benefit* which their union has provided for them through collective bargaisiwg 1< the mem bers demand action from their leadership, it will be fortbeotni^. just as it wa n the field of collective borpiang. The desire must be created, and it can be created if conscientious people exercise sutnc effort Public optftion is a powerful force--bend that opinion in the direction of accident prevention and you will have done some thing to make America strong and the lot of human brings better. N*ese. ! would like to tell you briefly about our efforts m acci- .'/<rrtW ,'xvTt-1* Inn prevention "n tltc west roast in the rt`iih a otie--Ln -'Mtcrmre. lumeicr, ;.m-r (tilt' amt juqier industry. the iimims exerted sufficient pr*-sure. tin.) * Htr urogram was started on a cooperative conceded tn a two-day conference on prac >^ai* at the suggestion of one of our local tically the same Imsis as the U. S, West unions in Stockton, California, sixteen years Coast Hulp and Paper Industry-. Here i* .itfu. This started ax an issue at our annual their record nf progress; unite negotiations. Uiir request met with -snipaihv on (lie part of the majontv of employers, ,\'nw, let there }e no misunder -atwlmg; there were me emptovers who were tun fvmpachetic. However, tlte major, Frequency Mil ~nne 19W, ircqncncy has been reduced bv fd p**' cent iri were, and cooperated fullv in an effort If you were to studv the overall record i" f'Ake the program work. After it looked ot progress, vou would note that m some like a successful venture, the laggards got year* at the program'.* exigence, there was behind the program and became just as little progress, and, in some few instances, enthusiastic a* the maiority. we went backward*. \s discouraging as The purpose of die safety conference* iqreed to wax - "The consideration of safety ivliH-ntion, accident prevention and first-aid. The conference i not intended tn he a -niindmtr board for the settlement of local plant dispute* nr grievances, The conference t- intruded to bring out ideas and sugges tion* which may he used by the delegates tins might have been, later >cars' progress proved that e were o tiie right track, kfier sixteen years, in one area ami eleven year* in another, yrsu will note that we Iiave seemed to reach a plateau where little prugre.** iv l*mg made, Thi* can be exjerte*i, after die cream has U-cn skimmnt `it, progress lecmne, more difficult. How in improving plant safety programs and ever, our pettpiu are not givinj? up, making them more effective for the preveni.ixi of mdusirral accidents.'' The reason for our succt**? We didn't We Mill feet tliat a ecro irequeno can ie it.iinetl It ha* Itcen done on a tHKle-plaitt ia-is, Whv nut on an area basis? a re- -jicnd our lime on destmetive criticism: we hdn't talk ahmit sat try crnlcs or laws. {{*- in ytiur imiunrs cn>te arc nerrs-arv' ) Wc didn't talk >l*mt the autliority tv *hut -ult of reaching ihi veming piaiexu, change* hv joint planning are l*etng ma<ic to institute a different ujw r,i program with more tarticn*vti*-n ;ml area work shop*. *n '<jerati n d*,wt when it wa* un-afe tn -ciictcre'. ^iniiti; we didn't hash over *rm;nce- tfsat rightfully slwxild have beets Tie thouyht Mum I area work shops is to iram l*<ni leader* in the field of accident ; revmtivn in turn. the* people will tram pnres*ed at the local level Above all we dnln't trv tu plav cute and cmfams* people who. in rhwir i*n manner *n*l way, were attempting t ik. a job The pr--.t any podding if m the cat'r' Here < wliat ha* been accwRplishcvl: j-eir memlwr* ,t they have been traineti, tl.u* more people in the held of ..rim educutsA Hsu might f? interested to know that in ibe pkirmimt *<t the auenda for these coofertree*. the mtematumal union* are a* active Mnce 1V*5. the accvdcnt-tre|uency rate has -i* m.inaccricTtt The tntemaiionai unions, *<tm rcsluced MK per rent. This cover*, at jkoy with the employers, co-chair the con 'hr prewmt tune. W null* in the state* of ference*. L<**ai unr^r,* are equally represen i ahiurmu. Oregan and Washington, with ted in the nmrrtB.r- * the ba.*t* of their AMOU cmpki.vres with 4&2g,lV4 man hours mrtobcr-inp f*-p maiugement, along with i expeewire; and for tlic past reporting mill management and those tn cliargc of terwei. the fre>|uene>' rate Has been reduced pliiit orpervoitsi. jitcml these conferences. - 4 5i Ttie employer* pu> k-t wage* for partici In 1V?0. a safety prograr was inaugurated pating local uumci drieuate*; local unions m the pulp and paper industry and the Ia> `.ravci an>i expert**. omertin* industry of British Columbia. Canada. The employer* were reluctant tn a* far as their contemporaries on the other side of the tine. They started out The succe** of an> juint effort i* eacli party** sincere effort to succeed. The em ployer must trkjdu^ the program. He ha* the paid peronncl ti d> the i*d* *lhr union must Aj't'f >* * i *> * mirk toward' eiii-.ti-. -van *- 4 iiU'l i<r ` ,.nr * nil*- -ft Inl tn <*r * !*r >)>MM?* .' nflixllth LiU>* jii ninim Vftif iwld in \Hi tfalow (In mak^t r to *p4fk ti jii*l drv-}*'|| H-rif iutT>mii * lyif* U. I*4ve >.4tcrv uri a W-*rt with prudwtlKw and >|uaim " !"U|cmwfi are n|autiir of getting the re- >iuirc4 j.rodoi*tK4i quality from rimr why dm an arcxkm-frce refonl? I *m rcnftdeut that u `upeniMoo it given the responsibility itltout a tongur'in-the-dicdc jilirroach, tlwy will deliver. I'nians arc capable of negotiating good rr.tfiiram. If they pursue safety grievances under tlietr grievance procedure with the -iime vigor a* a discharge cate, a rate adut-ttm-if, nr nrrin contract vtnlattrm, yrtu cun rvt ,*wirir.| *>>u will l>e working m a ...< (uwiii where the frequency rate i t .* <Ung rrrn t'niun and management unlicr in an area where there i' m/ di-ugrccmcnt about the end obiective jjut ujung the process of education can >4*4*1 the ilroxed result. Utiai motivates people to become emhiii*,tw ^txi vtipport an effort ?---the cxmirtinn U14J the effort is worthy of their devotion Tbt takes education oo die part of the speduurs of the effort. People must be in* eluded in the deetstoa-makmg which per. ums to furthering the effort. It is important that opptiriunity be given these people tu constructively criticize and make sugge*lions for new and different approaches. I know very little about your industry. However, the normal behavior of people is much the same wherever you go, they norm ally react in a favorable maimer when they have been properly ogrnmunicated witli. Education and hard-wnrfc arc the kev* to WE WORK BEST BECAUSE WE WORK TOGETHER By MARTIN J. QUINCANNON Supervisor, Safety Services, Western Electric Co.. Winston-Salem, N, C. We W*.rk Hoi Because Wc Work 'IVqether--thi i- tlir appropriate slogan for Western Kkctrir advertisements that >nti cuii-tanth -iw in major |iub1icali<>ns telling .iJmtit tJie electrical and electronic equipmein we manufacture. Behuid this slogan is tiie "working together'* ui engineers, man agement, and Hie individual employee to produce a quality product that will endure tinder most difficult condition*. t want you to look behind this slogan and see the jK-tcniially tremendous impact 11 may Imve on the future accident preven tion jtrfigram of our company. The program I am referring io is our ncw-off-ihe-job aiety program, which started in January uf tin* >*ar. The word' "potentially** refer* i... the impact thi* program may have on our future accident prevention program, Iwcause the statistics on accident prevention are not inclusive. However, the accident trends, so far. are very favorable. Only the future year- will -how the ci-mph-te result* .it liow* many employees mav have been -jutrvri from injur?- or dentil This whole nlt-thr-job program it baseil on our slogan. The actual title of this newprogram is "Working Together tor Sale Living." To us, this is tremendously impor tant because no safety program will be a success unless people work together- Before I go into details of our safety program, 1 want to talk about motivation, which ts so closely allied to good safety efforts. A good definition of this term was given by Dr. Earle S. Hannaford, Safety Engineer of Long Lines Department of the American Telephone and Telegraph Company: Moti vation is "the art of luring people have it your way." Wc are living in an age literally up to its ears in motivation. There is product motivation to buy cereals, soaps, compact automobile*, and to actively support national 1, kinii* rr*$e *M*tinr>t ftt *i*U`k meplujL. a! Z rn.*ted gioHU >'nf >.-* ailf Cvt k<*Tfit-'v "tr-fe ha> Inn much '.t 'ub.imjtui a4t?v4inei <jt> *st unni* ifvei w'mk inwis Uj mbke per^ple nwr*- 'WpfK.xi and up*eauwv. current Twveuncepftons ami fatlanes fl* 'it rv.rnaium mw-t bv cleared up. Aloti4.n,n rvt v-frv uibdc pegioq brewed of word*, vlea- tnpnous. and thought control that enable* u to manipulate people to our '>! advantage ajramv their will. Motiva tion is not based upon disabling or eliminat ing our American democratic freedom to think for ourselves- It does not violate the < rod-given right to make up our own mind* and to choose for ourselves. In safety, as in all motivation for sane living, we wish to motivate for the good of the ones bang motivated W'e are deal ing with powerful forces, and true motiva tion o! a paritn*r nature operates without using negative controls of fear and anxiety. It does not destroy the individual's percep tive and ethical values, nor does it seek to produce negative motivation through depres sion of physical, mental, or emotional re sponses and reactions. Motivating people lor safety centers primarily on providing incen tives which satisfy a motive. Motives may he social approval, coniormitv, tecuritv, achievement, belonging, attitude, self-expression, interests (likes and dislikes), and prestige. These motives are universal, human conditions which are the same lor everyone. An incentive is anything which an individual feels will satisfy a drive or a motive Such things as praise, reproof, -rewards, rivalry, participation, are incentives and it's the incentives we must supply--not the motives. \Ve are a long way from knowing aJI `here is to know about human motivation, nr even a significant pan of it. The psychia trist and psychologist must find out how the human mind works and why people do the things the?- do. But we w-hn work m the field of safety must become acquainted with what the psychologists and psychiatrist* have already found out. Safety experts have atd repeatedly that as high as 90 per cent of all accidents are wholly or in port due to psychological reasons. People who are responsible for safety prngrams and Uunne Stefan owaMire* dwKiM Have famiiani) with p>v- choiogtcaJ concepts and knowiege about mocmtmn. The failure of the tainy man to arm hirmeif with ps?xhological knowl edge to cope with a psvcbologiral problem is as illogical as the behavior of the man who fails 10 put on his safety glasses. Psychologists tell us that the most sig nificant part of our personality is the part that is "unconscious.-* Mon of the reasons we behave as we do stem from the experi ences we have had m the course of our growing up and of which we are no longer aware, especially those experiences very early in life. We cannot explain why w are as we are. We must study, we must trim, we must apply psychological knowledge in order to do the job our companies and organizations have given us. It means hard work, hut the results will be lremenduly grant'vmg. We cannot be complacent and do a mediocre job in eliminating accidents. In his Labor Day message this year. Governor Rocke feller of New York used a nme-wom but excellent phrase "The world does not owe us a living." Every person in our nation owes something to his familv, to the busi ness he owns, the organizations to which he belongs and the community, state and nation in which he lives Neither do the companies for whom we work owe us a living except as what we give to that company. This should l*e one of the foremost thoughts m our minds at all times. fn going over the accident statistics of the marine iransponation industry, I noted the decreasing trends in tout injury rates over the past 10 years. Fatal injuries have been reduced from .58 injuries per million manhours worked in 1951 to .49 in 1V6I, temporary total injuries from 21.42 to 1889, and all disabling injuries from 42.49 to 2085. However, permanent partial injuries have increased over this 10 year period from 49 to 1.47. Altliough severity w;i abnormally high m |9il with a rate of 4,400 dav* lost per million manhours worked and 1961 with a rate of 4,848, six vearj in that period vhmved a everilv rale of under 2,300 day* hist per million hours worked, and *958 had a low severity rate of 1,214 'lays. Progress is clearly noted, especially in an industry that ha* such Imth potential fre- !rM/' S\tli.*tal Safely t <orov<' queney and seventy riles, iuur accomplish ment* cannot help hut te recognized. SomeIkkIv hat already been motivated to do a t-nod job to bring aiottt improvement such a- this, f want to *hmv you the pattern ot success ful tnoiivatiirtt in safetv and show vou how flu* jiaitem !ia. t>een applied in our com* Dr. Hamw lists the pattern -met .iul motivation in this nay: lfk.it do if,.:*- to do if 1 Select tpcil or oaf* 2. Develop and maintain safety .ittmide*. Test achieve ment frequently 1. Acquaint with btective* and reit erate frequency via (ervKial contact and ma*s media. 2 l`e personal ;uid group partieijnlion 3. Cheek for bet ter performance, peri-i-uenee. interest, and attitude. i. Iniurm a* to pri/ure**. 4. Personal con tacts and mass media. Cmiimeiw! when justified. 5 Personal con tacts and mass media. Let *ee time this pattern tins been put into practice in nue of our manufacturing plants. I luve lad a tremendously satisfymu vx|criencu m safety work with Western l-levtrie. 1 wa* employed at the Greensboro Simp* nf the North Carolina Works of the Company laic in 1951. On April 8, 1932, the Greenslmro Shops experienced its first disabling injury since the beginning of operation* in 1951 -- an inguinal hernia suffered by an employee while he was lift ing a box of laminations used in (he manu facture of coils. This unfortunate incident was at the threshold of a safety record for the Electrical Equipment Industry, and in total of 25.1 million consecutive disabling injury-free manhours. ' At that time back in 1932. I was Safety Advisor of the Grei4>oro Shops and none of us in management or our employee), fme- >w that 10 year* later this anic plant, with mn<t of the <*me |<eopte. would surpass the safety records, first, <il the North Carolina Works of our Comiumv, then the State cecord, then the Company Manufacturing record, then the Bell system record, and filially the World's Safety Record for the Electrical Equipment Industry, Wliat were the motivational factor* llutl brought about such a safety record* Greensboro t# no "pillow-packing'' |iiam We have many of the same operations, the same machines, the tame chemicals and hazards that are found at other locaiinn* Although many of Greensboro's managemem were trained at other Company loca tions and brought their skills ami experience to Greensboro, obviously we didn't pick the mo>t safety minded supervisors and en gineers, The ingredient that brought *-iie working practices and an out sliding scit'et* .ittilude to Greenstaro came from the mt important ingredient of any entcrpri-e--ti * people ? Thi# Matement. ni ir*e. needs mi ex planation. Let- Mart with engim-vnm.*. which a moe important factor m arty accident prevention program. We want our mginecnng group* to put fences on cliffWe most know bow to engineer the hazard* 4-iut of our operations, hut aren't thre cmfrineering skill# the result of the attnudv* ind actions of people? Similarly, the -upervisory skill* of management are exemplified by people I'ntil we have completely nut*mated plants, "people are going to remain our most important ingredient. Here i* the sum and substance of the Greensboro *afetv record--people, their attitude# ami motive* Safety I# not a `rate shot" thing, but calls for sustained, persistent, directed activity on continuing day-after-day basis. Look hack over 10 year*, there is no specific case where we listed certain items and said this was Suing to be our pattern for a safety record. We took each accident, even minor ones, analyzed them and found out how best we could prevent that injury from recurring. We worked cm a day-to-day basis. Our supervisors worked on the accident problem* with their employees; our engi neering organizations designed safety into the operations; and periodically, our central -aieiy council analyzed the accident picture, again figuring out means of getting through <>ue more day without a disabling injury, in no way does this admit to a lack of plan K \fariue vYdnni ning for the future. We planned and we anticipated hazards; we had to do this to bring about directed authority on a con tinuing dav-after-dav basis. Whether they lie engineers, supervisors, mactunifts, maintenance men, office people, 'enrh hand*, inspectors, or any of the many -kill- required to operate an efficient indus trial plant, we mut recognize that people .re the all-important ingredient, coupled wih their motive* and attitude*. We tried hard to motivate |>er>ple to learn to work -ifelv, In the Id-monthly safety meeting* v-inducted hi our safety people for all cmt'invro wc constantly >trr$<ed two basic human nerd*- {l* t!*e need fur eountv fphwral a- well a* emmsmr), and <2) the "fed for -eff-e<u*em, The tsimr i nurtured by the opportunity t<- * jrt of the sroup, to express oneself, ,.m reo-gnmon a* an individual, and to Live *.me mu'* m decisions affecting the employee* -Arl'arr This > earned over m tie meeting- conducted by nur *uper- i--*r* In we listened to our rm- jiimer* He **ually calked to them about -n'etv whenever we liad an opportunity; <e tried luni to make each employee feel tfvat he wa fanicipatui* actively m the program and that he, one individual, held the v,** that eviuM cause an arcwlem or --Main an injury. However, I want in make clear that we o-peau-dfv -tre**ed to al! supervisors and to die employer* that our prime consideration *a* the health and welfare of the employee and hi* family, and that the safety record, a- *ueh, was secondary. At no time, it was jointed out tiy our Medical Staff, would there ever !<e a ifucstton as to whether a 'friously. injured employee should be hos pitalized or otherwise remain out of work. This would ><e governed by the doctor's advice on what would he tn the employee's welfare. In this regard, our doctors have i>een guided by the highest sense of medical ethic#. We are fortunate in the competence >>f uur medical staff. Let me give you an illustration of how tve make all employees a part of our Safety Program. A few months ago, we {x|ierkitced a seriou* injury at Greensboro when an employee had tliree finger* struck I'V tlw im|<eher blade of a Inrye industrial type vacuum cleaner. The injury occurred during tiie second-shift operation, and by ? -JO the next morning the story of the accident was circulating through the plant with much speculation and many question* a# to whether the employee's safety record had been broken. The superintendent of llie plant readily recognized that, due to die word-of-mouth account of the accident, much misinformation could be related by the employees Quickly, but with much maxi thwuulit, a memorandum was prepared and di*trd*mrd hy the supervisor* tn each employee >.t the Greensboro Shops, telling them in a* mttdi iktail as possible, the true account ut tin accident, the prognosis or the tnjurv, and emphasizing that the health and welfare the injured employee came first above am Cv/nsiileratior of the safety record. Further more, ibe central safety council al die plant, he engineers, and safety people immediate)* investigated the anise ot the injurs, brought in the manufacturer, and have de signed a guard to prevent recurrence m tininjury. This vacuum cleaner is made by a very reputable manufacturer who ha* .iii.v taken action to see this guard is jiruvuled, tree of charge, on all cleaner* of this tvpe in use throughout the nation. kt first, our doctors titought there would l>e no disablement <iue to tin* myurv. It lias now licen determined that there is a slight -tiffnes* in one finger and if further re habilitation does not clear it up entirelv, the employee will be awarded compensation for permanent partial disability. This would terminate the Greensboro record as of the date of the accident, but this is of minor importance 'nmpared with nur concern lor the employee's welfare. We have had problems with jacnplc where motivation has been needed. In spite of our 'aiety indoctrination, some new employees <k> not team and understand our safety regulations as quickly as other employees. Several years ago. a newly employed punch pres# operator ran out of work one <iav and fended to rewire his punch press in order to increase hi# piece rale earnings. He moved the twvlwnd control# #u that he amid operate them with one hand. Luckily, the unsafe condition was readily noted by an engineer and the machine was taken out uf operation and rewired properly. Tlie em ploye was #evereiy reprimandcii, and ugm tuld the reason why the controls were set m -uch a manner. Tin# man's safety know I- <1 jw, Xiihviuit Solely i .iikto edge ,uid attitude required development. n.i< was done ami Unlay he if one nf our .,u'cm ;mi! be*t machinists. \* uf lark as IW, we tried lo impress xi i.ur people (lie need lo make no delineaitiit between nn-ihe-job and off-lhe-job accident*. Che *ame safety rules they learm-d and applied while at work could help ihem avnui Ml-the-job accidents to ihctn-vlvc* ami their families, fn (his way. nr relegated to a lack chair the idea that ,11'ciy wa nmethmg we were trying to ram down their throat* for the so-called *rlfi*h aim* ot imlu<trr What we were Hailiinp them in *aie practices at work rould apply in die home, the highway, and j.ii vacation, a* well Mtn rei>nd to prole, We instilled pride in working tor uur rmnpany through van* hi* mean*, hut. specifically. through sltowmu them the film "Heritage for Victory,'* die t*<*-torictii Mory id our company. We (muucd fin in (hem the time-proven method- of working safely which our com pany pioneered- We showed them films on the Mike missile components wc manufacdire and told them it wasn't enough to build device* in the components themselves i> prevent accidents to military personnel; wc li;'d to build <atetv into every operation "t manufacture trom the time the missile nrnt*.nent was on the drawing boards in Hell Tdeplr ne Laboratories until we shipt>e<i it out to the using military forces. Their personal safety was involved, as well as the safety of the missile itself. People like recognition for their work. We used vacations and holidays for safely m'u(fmni'n, not ably Christmas. For the last n-veral year* we have sent letter* to our employees' home* commending them for their safety achievements and expressing the wi'h that thr *ame wife work habits be applied tn their homes and families, to the highway, and vacation as well. We were irj.nu: i> gain recognition for the fact that there wa* no difference. Iwtween inattention while n|wrat;tm a lathe or using a hammer in the plant, and operating a lawn mower or lining a hammer at luime. ` The main motivating farce behind our whole safety program and that of any other iduiry it the Sm tine supervisor. To instill in his employees the proper attitude ii.r -aten, the supervisor must develop the art >' rnmimitiicatinc. He must learn how to influence workers how to persuade tierhow to convince them to adhere to .h*- weirk practices. Controlling employee t" fortnance is accomplished not hi -hm * order, command, or threat hut bv peru:i-i- * appeal, and leadership. A supervisor can be mo*t effective m preventing accidents and building a .-u*n record if he possesses the qualities that arc efscnttal for good supervision. He mti-i exhibit the proper attitude and reallv want to prevent accidents. He has to believe that the prevention of accidents is imi.rtam He must be impartial, patient and kind and try to be his brother's keeper. These are the attitudes we tried to build in the minds of our supervisors, l**-;m-* the prevention of accidents and the -atm of men under his supervision is tmiv die supervisor's responsibility. His surer-*- u> discharging that responsibility will lUpcnd upon how earnestly he applies the ntetlu-i* nt corrective action and to what extent hr makes use of his supervisory qualities Publicity of the safety efforts of our em ployees i* a most important factor. We made it a practice to seiae upon significant date* in the compilation of our *aieis record in order to laud the employee for what he had accomplished in working safely. When a new milestone is reached in our safety record, the employees are told about It through a variety of media. We publicise congratulatory telegrams from nor company and governmental officials. Poster* are placed at plant entrances congratulating the employee-* their achievement. Article* are published in our plant newspaper and local TV and news media are used. Ur constantly try to come up with new ttd varied means of getting the safely ntcssaue to our people. This is an unending job. and this is the way it should be. Then there are the intangible* u" an effective safety program. How d*< you gauge the thoughts that an employee ex presses when hi.' lell* you how thi plant vafetv training was instrumental in aini: the life of me of hi* children. We ylumed all of our employee* the wonderful film. "Rescue Breathing," and told them that even in the course of a lifetime we hoped none of them would ever have to use that knowledge, Yet, ju>* a matter of week* later, one of our employee* used tlu* knowl ILrrni,* S,./i,.ii edge m >a*uig 'he life o> hi* small son. The gratitude of this father was something we wun`t forget. We teel that our employees IhiuIcI be given all possible knowledge to help them prevent accidents and. if an aeri. Vent occur*. knowicilge of emergency action .dleviaie thr cnoii.*ncs oi the injury. Wr have taken some good-natured kid ding ,!-ut tr afvtv record at Greensboro. r'-'n from ut employees. Safety ts a -cti.-u* matter but, nevertheless, there is a -hare ut humor with tt Last year, during a top-level tnanagem nt conference, we had install a large, temporary- shelter where hr conferee* could be served same refresh ment* on their rapid, hot, and exhausting unit We decided to obtain a large tent to take rare of the situation so one of the local tunrraf home* wa* contacted. When the tent wa* miaJled it was obvious to anybody who had imerwied a funeral what the tent signi fied So sturie* began. The gem was this *ita- "Tlie tent i* there m company protrnj, tn bury the firs* bad accident that s tr-ru-i<a-ri- ha* tu that he won't lo*e anv t.nie off cumjom property." Thu u the *tory of our Greensboro Shop* -- the **iry o* the attitudes, th* in itive*. tlie working practices of people F.ich and rverv one ui those employee* ha* had a pan m thi* record and deserves every hit nf reeuKmtHxi t can give him Tbi* ij-n't a safely record of management or of 'aiett or medical naff*--ji i* a record *ei h> thr mltvidtul employ er> the human m* ^redienr ncct>an to our usve*i-. The -aiety achievement of our Grcendx ro S!*opv toiiows the pattern nf -twee---fid nKitivatiun. Can uch motivatkai. whKh rv ducc injuries and saves lives, i* emtstrued a* di*abljng or eUmirating our Ameriaui democratic ireetkim to think tor oursdve*? This !* motivation the wav it should he u*ed, ' In iiifhiMrv, management has recor*nirett that occupational accidents are signs of in efficiency ami has tackled the problem as an economic issue. Fewer accidents mean tc* productive lime lost, lower production cost* and higher plant efficiency. Through ihe years, all industry has made tremendous strides in reducing accident and injury- rates. It is an accomplishment worth much recognition, hut there is no room for com placency because the future faces us with ever greater problem* in safety work. I.dav- an nktil- i>nrrir>u lit t-nipk-yi-i, otJ-the-job far exceed tlwise within ihe lactones. In Western Electric, our rate fur off-the-job accidents i* running about HI times greater than our on-the-job frequency rale Accident* which occur on-the-job are airily to intlu-try; hut are not those occur ring ff-tlie-p-b .tins costly f \Mien an em ployee i tfiaMed fur work it <kw$n't marter where the accident occurred. \Se rmixirlonl upon a new companv offthe-,M*h -atny program m January- of this year Thr ci-mjany had been very concerned wuh the high and rowing rale of off-theI'd* injunr- "i-?a:netl by Western Electric em|-l-vee*. Thr.aiah the combined efforts of the ' eoera! Mrlnal Director's Organisation anl Public Relations, a comprehensive pro gram of integrated communication has been developed This program is aimed at tn- crea*mg the safety consciousness of our employee- ami whicing the present alarm ing rate of <ff-the-job injuries. Thr program involve* the use of a vanetv * ni*-m!Ajn4i medst including group di.*- vice'nr/*. ;4x-tu bulletins, poster*, plam .trxt `livt-em new*papers. letter* trom managvmmt ,md *fnle talks, fooklct -ervur, ami company magaame ar- f-tte* ITi:* .a'.rty ot communication* will ** Jt,mn.-rt '-n the pn>Wem for an ex- irmi-t prrx.t In ihv* way. employee* wnuhl rrvnve the * mjnnvM off-the-job *aie1\ me*-cute thmutth wdixu I l-ooklet*. nviga- nnr*. wttrr*), thn-ugh their /lYingr {poster*, evhffm*, <ti*pbvs movies), and through h<tr .wt.-mtmt Imeetinus with *upervisor* atvl mipbiyee*. talk* with friend*, rtw.ekrr*, famihe*! We call this commuitiCHnon* Tnhnx|ur. "integrated cmpkivce communicaix-m " Thr hft*ie ohirvtive of tht* program is to ert the employer to take hi'me with hint uwl onto the hixhway the omt appronclt to safety that tie follows on-lhe-jol*. Onlv hv thoroughly imegrating the families at our employees and the communities tftem*clveii can we make this program a success. The key lo the program is a JO-minuie discus- don period each month for our supervisor* and their employees. Detailed information is being fed to our supervisors in the form ot Hip darts and leaders' guides. Handout material is being rttaiie available to the em ployees. Safety posters add to the program, ami other media, such as movie films. U I'",.* Aii/i"Uii/ Ari/Wy wtwle- MJ pkurt m-w-paper* --tmi She s\m[ijui' ninea/tnc, an* being <te\*tt-iI tr. oilliic jxii *afctv. We j*kcd our employee* t" -nbtmt ideas to u< with regard to what thev would like to *ee added in the program or what else we vmiM d u* help them hie safely We re* Mfsvr.il huudered different ideas and itHUe'iion* which we .,ce esaluating annd ubtnmmg Jo our |>cnple in New York for l*>**ihle mcluMon in the program. We are iiMening to our employee*. We feci that ai'etv ts a 24-hour joh and if we can deidop saie-ilnnking on the part of our people off-the-job, it will also refleei in our t-Ow)nb trenneney raie* We cannot get away from the economic a-pect* accident prevention. The direct to Western Electric in 1060 for off- the-job accidents was JI^HO.OOO. This doe* n<>i include the tain and >utiering to our t>eo|ile. the ln<* of production, and the lose to the employee in spite n< our benefit pro- t;Kim. In 1961, J.Oll otT-the-jrih distilling injuries resulted m 17.006 day* lost due h> these accident*, .la employees lut their live* .uid 16 of the*e were in the Al-24 age group "employer* ju*i setting .* `tart with (lie lumpanv, Wlim their potential value to die company WiniUI have 1>een, we will never know, Who know* bur what one <j( these 16 may have developed mio a world-renowned scientist, etigmevr. labor leader <.r top executive ui Hi' iMmjMm. Doe* it not make sense that we -Smith! *k all we can to prevent these ierriMe tnrune* and fatalities ? We've made prourr** nt nuking wifely a way of work-- i*ut we haven't ikuie nearly a* well in nuk ing it a way r life. There t one key worf liehind much ol wtiat 1 have l*wn stying. Liooii training '* important . , - mi is full acceptance of rc* sensibility for safety by each of us . m * .fifetv sensitive supervision and union k-uderdtip working together in a tietermined n u im stop accidents. Hut these are gener.diiie*. The key word is altitude. You tell me what the attitude of management, union dicers and employees is toward safety and ( will liavc aft excellent idea of what their ..itetv record will he. We are all inclined to worry more about conditions than about how people think. 1-Yir example, people m the telephone bust* ne--< arc cMivd t ,tU knuls ut hazard;vIe-ii -inrms hurricanes. tire*, Hoods and uini.uliN,** Iti working to restore service .titer thc-c r:uattr|iftt.'. they work long luntrs, u-e equipment under ull kinds ut iMtulitkin*. drive icy mads, and work on lines and buildings which may still be exp*>ed in lint electric wires, Hut the accident rates do not go up Itere. (htr people art* caretui and recognize tlie Itazards. They work rapidly hut cautiously. The accident rates goes up when out people are working on their regular dayto-day routine jnh* when they feel so safe they don't take precautions. They feel that nothing can happen to tlvem and they can take a little dunce. Tins is the wrong atti tude and we in management, the union, and the employee must do all we can to have he proper attitude toward safety and be so motivated that we eliminate accidents and Mibseipiem injuries. There are no easy ways m change the attitudes of people. As Howard Hcle, the President of the National lafety Council, point* out, "We can get only so much safety a* people want." Mr. Eugene j. McN'ceiy, the President oi American Telephone and Telegraph Com(any, poke of "attitudes" in a talk he gave .it (lie President's Conference on Occupa tional Safety in Washington tills year. He Mated that first of all our own attitude toward safety (that of management and prnies<Mmal safety jsp!e) must he right. Safety mu*f he a full-time, deeply held conviction that i apparent m all our actions. ><*ndl>, we mu-t create the proper atrim*le m our employee*, our families, our co-worker*, and the communities in which we live. Here are me suggestion* for armmplidung this; 1 He on the alert at all time* for unsafe praettre*, unsafe tool*, or unsafe conditions. L t**e all known methods of establishing i proper attitude toward defensive driving. Jl Hring several people in on the investi gation of all *erk>u* or potentially serious sccbkmt*. In our mvestigatkint of serious or t-Hmiudlv -er*wi* injuries, we set up a com mittee headed by die assistant superintendent of the injured employee. This assistant -uperintendent has as members of his com mittee, our plan; engineering, project en gineering. inspection, maintenance, hospital and safety supervisors. It U the duty of this \ IforiMe .ymmmer '* >mr*ugate the accident and within i hunted number of davt, to present >r. management their recummcndatiotis to prevent a fourren.-e uf the accident or injur*. 4 He *-n the alert lor the indifferent' cmpltuec- Urine him m ui accident investi gation-. Viiwh/e the tired Jor appropriate trimmg taxi he tlut the training is carried out. In two mem nutiur airline crashes, it was r.-j*.rtcil that when the ground rescue jwrtie* ..ittvcif at the wrecked planes thev did not kn.,w lu.w t vci die airplane dmr* |>cn ti*.in die m>idc. 6 See that iiLHuipetmut al all level* :wi:ejt.* full repon>ibi!itv for it* empluvev* and that the safety record tii a vuperi t"*r l<e given weight in his promotion. Since the union also lias a resimmiliility to it* meittt*er*, (he assistance of union officer* m .irltiering proper attitude toward safetv *houtd l>e tortlicumutg. 7, Make afetv attitude a factor in the general appraisal of an employee, just as for leadership, production and crxt ennwiousnes*. ^ He as concerned about oll-the-tob acci dent* as lh<i--*e that occur at work. I'ulili<h `vtalistics for liotk U*e oti-the-joh *afrty itireting tune tor tcliutg the olf-the-job -torv and involve die employee'* family in safely. 6 Stress the specific. Don't make general izations that "everybody must be *aie. ` dress th<?e iwints that will help him, the individual employee, prevent injury ti him* elf or other* Id. Determine the underlying cause* ( rach accident and take appropriate step* t jircvcnt recurrence. To accomplish these objective* we mud "work together." In (his connection. I can Mitly speak in generalities. I cannot set up a lumplete safety program dial will work fur you. To da this would be the same a* 'Citing up the identically same safety pro grams tor ait of our North Carolina locatums. A* tar a* North Carolina itself is v'weemed. we ran do this but we have employees reporting to us wito are working on assignment* in ail pans . the world. Tite same *aietv program would not apply to our employees tut Kwijalein Island, 2,500 miles w-e of Hawaii, or White Sand* Mistle Range ut New Mexico as worked in North Carolina. It is the same with your programs --they must be tailored to tlw tumpanv, cmjdajce, tmion and the location itrelf. Safely *loes not enjm- the advantage of ;* buyer'* market. It must always he mJH and the safely program must be designed to sell the product. Safety is a product of civilized man, It is not inherent at birth and it is not -omethtng that people automatically accept. Neuher i* it something that can he legalized mto being by law. We mu*t lead people >r>to a aler way of life. They mu-t want it We have a big selling job to *b> We hare* .til made progress but we mu do letter, iv< matter what branch of industry we work in or at ehat level. An advertiser never top# advertising, and in otir camwign to -dl afetv, we cannot afford to *tnp adver tising either. We must concentrate on pride f achievement in new safety records; we imm appeal to the employee's sense of ne-pon'ibiiity to himself and ht* family, alert him to the penalties should lie have an acciIctii, and mon nf all, see tltat our supervi-*r* accept safety a* a way ut life, In this connection, management and the umm must help everv worker t<> develnp ; >-e of purpose and pnde in hi* job. Man.itement. the union, and the worker* must nght to maintain the democratic society that we know today and improve it. In safely, the individual i.> all-important. He must be treated as a live, free-thinking human being tnd not just a number. This is no ren*on why management with ibe psycltnlogtcal Mj.il* now arailablc, camxn help to develop the worker's mind *o that lie not only l;i* pride in his job but in his company, hifellow-workers and supervisors, his fantih, community, state and nation as well. Pride assist* greatly in helping a worker do a afer job and to live safely no matter where he may be. It ts this spirit of "working together' that i* all-important. Let us make this spirit pre vail in our safety efforts between manage ment. the union, the employee and our gov ernmental bodies so that men arc motivated, m> matter what their jnti mav I*-. 1.1 SHIPBUILDING AND SHIP REPAIR THE CONTROL OP FLAMMABLE AND TOXIC HAZARDS IN SHIP REPAIR By JOHN M. TECHTON Safety Director, Sun Shipbuilding and Dry Dock Company, Chester, Pa, A -tirvev <n thy (Krit| fmm tanu.ir> I'Jafi lu I >cr*mi*cr IVfrl <lu>wi that about JO s nk-hip* Mttferril tire ami *xpit(M..n uml i trt 4ft tank harm-- were <trimmed m the -amc manner during tin* time. f'mi, tnrEeHinR the phvMiai and monc* r> to** resulting irom these casualties, 'he fact stand* out tlut these tires and ex plosions took the lives of f men. 43 of (hem on tank vessels and IZ on tank liargcs with at least 3b others injured. Hot work was the prime factor in 11 casualties, electrical spark* were Mamed for U c*j them, 6 were believed to have been earned hv static electricity, 8 were caused hy hot pumps or engines. 1 by smoking, 4 incurred during gas freeing operation* and the Mane* from miscellaneous causes. On only four of them was a certificated chemist involved ami I am happy to sav that three of them had issued certificates pointing out the unsafe conditions that ex isted and the fourth one was, ( believe, a matler of poorly planned procedure on the part of the vessel repairer. This bring* up the question of what can l>e done to eliminate this ternfie loss of hie and property by the proper control of fire and gas hazards in the tank vessel field and m the business of ship repair, Please note that I say first "k>s* of life." as, after all, thi* is the prime objective of alt safety op erations. President Kennedy, in proclaim ing the 1962 Presidential Conference on Occupational Safety, stated that its purpose was "Safeguarding Human Worth." There are several thousand vessels of ail description* drydocked and repaired each year in the United Stales with fire and ex plosion hazards present in nearly every rase. I will try to discuss some of these hazards and what we are doing to try to prevent these accidents. T*i carry to a ucressful conclusion the .it- i*ert*>rmsiin e *t diijihoard repair and f-.nicr-iMi) w*.rL,, it i- nt-t nccc-ary t* know vvliat the hazard* rnni*t of and how* we can cltmiruie them %\uh the tnmrnduu* growth in the size mi oteaii yum* vc*Mrl* and particularly in the tanker held and the comptex ty(>e ot comtruction at many ve*cls. exercise of the highext t\j>e oi judgment i* called for >-n tlie part of everyone concerned with the work For many years it ha* been necessary to comply with all pertinent regulations of the I.'. 5. Coast Guard with regard to the performance of hot work on sewets tmdergoing repair? and it i* felt that these reg ulations have been a big factor m the re duction of ihc number of such accidents and now the U- S. Depanmeat of Labor has entered this field with its many con trols over the ship repairing industry through the well-known Longshoremen1* Act. Not too many years ago the hazards en countered in the repair oi tank vessels were of a general specific nature, namely, crude petroleum and a few of its prodocia and vet in those days they succeeded n `"blow ing up" a tank vessel every now and then, due mostly, I believe, to the general lack of understanding of the hazards present on the part of everyone concerned and to the conditions under which repair work was performed since there were no standards hy which the safety of the operation might he judged. Today we are faced with a multitude of products, transported in hoik by water, many oi them derived from crude petro leum and others of strictly chemical manu facture, literally, hundred* of them. Even the crude oils today which come from all jam of the world are of a much more vicious nature as far as hazards are con cerned. We carry these products in solid, liquid and gaseous form, some of them under pressure to keep them liquid, some of 14 tfuriHr 'tf.it n mem rooted or refrigerated, and with man tpeciai tank arranger.vents to keep the carg from fmg contaminated by water or othe prolixt* and--most of them flammable an expiuMvv I might mention a few such a* \tly| atrohot and ally! chloride which ar fiiremely pMtanou*. anhydrous ammonk vartazi diuilphitle which requires very care rui handling due to its fire, explosive an tu*K propeni**, propane and butadiene a liquified petroleum gasei, tetra ethyl ieai and ethylene chloride which are very toxi and ocher* such as acetone frarmaWeliydt uyrerve, carbon tetrachloride, chloroform rutinics and acids and many others. These are only a few of the chemical carried in bulk todav and all of which mus l* considered by the chemist and tlie re paircr in making their evaluation ot thi existing conditions o the repair work maj lie started and earned through with safety Sw *ixi ee that the hazards that exisi Hlav are both more numerous and danger ous than ever and take all the skill, knowl edge and good judgment possible m pre paring a vessel ior repair work, to get the work started and to maintain a safe con dition throughout die entire repair period. Many precious lives and property worth mil lion* of dollars are at stake. it is true, in general, that the preparation oi vessels for repair work is the general responsibility of the vessel owner or op erator but many times the chemist is called m advise and assist in this preparatory work following which it becomes his re sponsibility to test and examine the vessel and certify that the proposed repair work may proceed with safety. This gas- freeing and cleaning is of the utmost importance since the vapors from petroleum and its products and many of the chemical cargoes arc highly flammable and, mixed with air in the proper propor tions, form an explosive mixture. Take for example, gasoline, of which only about 1.6 percent by volume in air is necessary' t* make a space explosive and remember that the vapor from 1 gallon of gasoline prop erty mixed with air has an explosive force of about 96 pounds of dynamite. One foot of gasoline will produce 8000 cubic feet of explosive vapor and a tank approximately sLV x 30* x 30* and about 22,500 cubic feet in volume may be made explosive by the vapor irom a vrrv tew gallons of gasoline Therefore, this cleaning and preparation for repair work becomes a very' necessary op eration. The crude oils that we cares today hy tankship present a *fangereui condition At all times due to their very tow flash pram and volatihl). After the cargo has been dis charged and die gas freeing started, a criitcal f.minion exists unlit a gas content be low the lower explosive limit has been reached. With the system of mechanical tank washing winch was introduced years ayr> th* cargo tank hatches are kept dosed until the washing has been completed with the gas mixtures being forced out through vent lines which usually exhaust at a point* well above the deck. Following this the tank hatches are opened, the tanks ventilated, usually by steam or air operated exhaust Mower* or hy gas educter* built into the cargo piping system. But. leawevcr well die tank cleaning, ven tilating and general gas treeing have been conducted, there always exists the Hazard of regeneration nt M*f from .'mall amounts oi residue ami scale m the tanks, rust on the steel surfaces liehind which oil may be present, leakage irom poorly washed cargo lines, heater mil* and other causes and changes which may !* effected due to heat irom Hot work being performed or a sud den change in atmospheric conditions. In order tor the chemist to detect these potential hazards it i* necessary for him (tr thoroughly test and examine every arm oi a vessel to determine us exact condition. There is no real pattern in which these haz ard* occur and nothing but rigid inspection will detect them On many tank vessel* the masts and kingpost* are utilized a* vents irom fuel or cargo oil tanks in addition to perform ing their usual function. Fathometer spaces are recessed into fuel oil tanks a are many sen chests also and one must proceed on the basis that the contents of any space are unknown and a potential hazard until the area is opened up, examined and proven safe, Spaces overtop of the fuel in the fuel oil tanks are often not totted, many time* that space is explosive and 1 might refer m tlie disaster on the "Jenny" on the Pa cific Coast a tew years ayo a* an exam ple of this condition. l? I'Htl ,\iituniat Hujrty (\`U<ir>-<< The poor washing and Hushing of cvrgo tines and pumps is il tn manv a known undent and, no doubt, to many that ntr -lasted as unknown. The mure rnmplev the piping system, the tougher the job to set them clean. The Hushing of cargo lines is about the final phase of gas treeing oper ation* and many times they are slighted in order to get the vessel under way to the repair yard, and again, at tone*, a re lief crew on the vessel will not understand the operations necessary to make the line* -rtte. How long is a tank gas freer Residues i cargo oil or other chemical* present may, <cr a short period of rime, generate suliicierit gas to render a spare tiangerou* and a i.iMem of maintenance tests and inspect lion* must be devehsjied. Many times "ooidworlt** ts permitted under condition.* which Mould not permit hot work to he performed md here also the gradual release of vapor* .>r rapid atmospheric changes may easily make the area unsafe for such work. Today the many chemical cargoes carried introduce toxic hazards undreamed of in 'hip repair a few year* ago and which the tltemin must be iullv aware and establish proper conditions to eliminate these ever present toxic hazards, Most of them are Hnmmable and explosive, nearly all of them are toxic, the residues of *ne are very (Ungerou* to personnel exposed to them by rt.rruMvc properties and then we had that we have conditions that are "Safe for hire" but ''Sul Safe for Men** The products it combustion fmm residues of these car goes must also l considered. Another new hazard existing today and jurticulariy on tank vessel* and dry cargo ve*te|* With derp lank*, t* the painting of the** tank* with alt ictnds of epoxio and re-in feint-, cnating* holding metals in sus- {ensiyn and many others that have intm(hired another hazard mto the ship repair field. The ajipJkaotn of these eatings produre, in many ca*e an atmosphere of vola tile vapors which must he kept from be coming explosive and require* extensive ventilation to stay brio* the lower exple tive limit, require* rigid curnroi of the en ure operation, personal protection for the workmen and careful scheduling ot not only the coaung jeii i* all other work in tl* area. The use `it many new preservative* td the "wit" tvpe which huid x -..Ucni m 'iKpmMMi ami rcicac i? the apphe.!- turn nj heat alo mtrnhircs a new hazard in viup repair. There i- m.t only the haz ard encountered m the application 01 the coating* Ixjt the product* of combustion dur ing hm work mav also lie flammable or toxic. Rigid control of all hot work, the opening dt cargo lines, valve* or pump* and like operaijnnv i- verv nrreswry i.r the atc performance id repair work. Repair operation* must l>e intelligently planned and executed to prevent accident* and the con trol of ail b<* work by written permit jur urh and every operation ha* been ioumi very desirable ?, what fus l<en done in the past io eliminate these hazards and wh*t are wr doing now And what do we hope to do in the future? In the period prior to 1922 with the ship repair industry growing and the scene of many explosions and tire*, industry' deter mined to do something about this unneces sary loss ni life and property. They be lieved Ihat some son of regulations were required to create safe working conditions, reduce the number of accidents and estab lish predicated conditions under which the hazardous work of repairing tank vessel* could he performed safelv. To *ur? this work, the XFPA Committee on Marine Fire Hazards was called on in 1922 to out line such safe working condition* and this committee, after much work m conjunction with the NFPA Ocnmttiec on Flammable Liquids, presented a rcguiaikm tufrd 'Free ing Tanks of Flammable Vapors" which a* adopted at the 192? SFt*A Annual `feeling and published a* 'Apfendix A" of live kKu|wiMjn tMiverniAg Marine Fire Hazard*. Suiiseqoew junroendments were made to these rertdaiFev-. Thu* the hr* rtTwhivet* pce-cribirg safe condition* under wbarh tank v***l* were tn i< rtpatreO were e*taMtdd and they re quired that the tes* and ewazoirmicRs nec essary Avuiwn these safe conditions tar jutrftirsmd b* a rhemt** certificated bv rhe itfiwnezo ttenano W ^kqipog, The rrguixaoT* ^^eyecd at that tmne were vast ly diffrrew tnxw thswe at today but they wrved thcar pury^~e well by < 11 requiring *afe rundrot** to be euaMtvfoed before re- 5ir w a oak >t*wi were saartod and (2) established the nceewry lor a person to li> i/urwe |ro*e*s cert.*in recognized ability, education ,ud experience in order to quality th.it per4.ii a* a cemticatcd dnnnisi. titem, Oiih in tiurt wav can i*.ti mawe an ImiieO cvatuaiinn r> live rnnmiixii and ba-e yi'iir jtidgnH'tu Jnr ihe iv-ne <>t a certiftcan Now, who is this certificated chemist and (Icivntitig litc v.'ittimofi* piescnt. Ihe*e jh -vltat doe> he do? HN#t lailik-rs berrime Inchcr and lunger after V eU, the certificated chemist today is i man who must possess the qualifications tiiat itave Wen established by die American I'nrvnii i>i shipping through its Gas Haxird* Committee. He must lx either a col* .egc v>r&tluutr m chemistry or chemical cu- von olirnh -cvcnil ot them and rememi<r <(ut on ific avemge ue <nper tanker there are cargo tank*, ti.ur to six cofi*rdam. four forward deep tanks, two pumproom*. the fore and after peaks and the machinery quires tn he inspected. ^iiKertng or have pursued the equivalent Bv the lime that you completely examine chemistry resumes that a graduate would -iirii a vessel you have done a good dav- Imvc rnmpktcd Hr must be at least 22 work and vou go home ready for bed. .And, ;.cr:icv nl age. have had at least three years alx iu the tunc that >ih get 'n sleep, the vvpemnce in the chemical or chemical en tfiiotw ring*, -umc tank lias gassed and vtu gineering Held of which at least six months start all over again. I believe that the chem must have been in the ship repair field in ist earn* every pettnv ot his salary or fee' the actual application of (lie Gas Hazards a* the case mav he. as he renltv puts out inwlard* .YFPA .Vo, J06 and the testing anti if you fed that (his is a job for a .md inspecting of vessels and. very prefer- *dty, you have a rude awakening coming liily, while working under the <tipervi*ion to you. Crawl through one of these oily ..I a presemU cenificated chemi-i. inncrbutiom* anti you will sec what 1 mean. It is believed that this balance ut educa tion, age and expenence provide the neco.vary backgroutxi for a man to perform this work. These qualifications hi*ve been nguhly adhered to by the committee who >ccl that a man must possess these qualities ;>incc the average person thinks of a chem ist a* the man they *ee in the ads, stand ing there WiUi a white coat on and a test tube lit hi* hand*--no wonder we iuive a tunl time getting men to perform such uk* u we have to. .uni not be merely a "bulb squeezer", Tttere inline hack to the Gas Hazards Stand are many fine, pracucai men who have had ard*. m the early 1940** many persons be 4 world of experience in this field with no lieved that the old Appendix A was becom iufmal education hut ibe cemmiuee does ing obsolete due. in (tirt. to the changing iH.t feel that these men are qualified and techniques of tank cleaning and ship re- (articutarlv *inee ihe carriage of chemical jsur and the variety of cargoes being car prixlucu hu* tnrrewsed to such a great ex ried in tank vessels, in I94J the Amer tent. ican Petroleum Institute Twwmmtminl to Ixt me tell you alout the work of the rlicmtst. A certificated chemist must Itave a tlvorough knowledge of ships and their construenext, knowledge of tlw cargoes carried, Uwir diaracteristir* and (heir peculiarities. Many* vessels have certain peculiar types of con struction which, undetected, may lead to disaster. The knowledge of these unusual conditions Tomes only through years of ex perience and you just seem to develop a dense that lead* you to them. Chi bearding a vessel there are many tanks to test for gas, tanks to be examined and believe me, 1 mean examine. There is no short-cut to determine the condition of an ml iant< and you must go down into them and see every comer and section oi the shipping industry that the control of gas hazards he established under a single agency in order to coordinate all phases *# the work and recommended that the American Bureau ot Shipping be designated a* that agency to j>eriorm these functions since they {assessed full knowledge of ves sels awl their problems, they were * non profit agency and well suited to assume this work. This request was concurred m by practically all the shipping industry and the L-'> 3. Coast Guard and, in 1944. the Bu reau acceded to Ihe request and the pres ent Gas Hazards Committee was organized. This committee was appointed with meml<erslitp representing all phases ni the ship ping arid ship repair industries and imme diately engaged in the ta.<k at preparing new regulations. AUo to mrmubte new I? ivttj Xiiti'Uitl Safety i ,mirr, * iur tin- ccrtihralux* oi chem ists. Shortly after tile appointment of this committee, the Marine Section of the N'FPA wat changed to that of a committee status and the Bureau's committee was made a joint committee of the NFPA, aJ* though the qualification of chemists and their certification for this work has re mained the sole responotnhty of the Amer ican Bureau during this period. Since the American Bureau assumed this responsibility for the certification of chem ist*. that work has been carried on by a small sub-committee of the Gas Hazards Committee, to whom all applications arc submitted through the Bureau and this com mittee has made everv effort to render a i;ur and honest decision on the application each man, taking into consideration his education, (raining and experience and other details. In 1447 this Gas Hazards Committee pre sented a completely new set of regulations which were subsequently adopted by NFPA ,aid became NFPA Standards So. 306. Standards Governing the Control of Gas Hazards on Vessels to be Repaired. Minor changes have been made in these standards through (he years with the greatest change outlining repairs on vessels carrying liqui* tied petroleum gases and the introduction ut carbon dioxide for inerting but the gen eral principles have remained the same. The U. IS, Coast Guard and the U. 5. Department of Labor have recognized these .Standards t> their requirement for an American Bureau certificated chemist to is sue certificates permitting hot work. The high standards tor the qualification of chemists has been retained during the years despite much pressure at times to reduce the requirements, it must be realized that this is a most seerious business and many' lives and much property are involved. At the 1462 meeting of NFPA held in I'luladeiphia in May, there was introduced and adopted changes in No. 306 which we feel will enlarge and strengthen the stand ards for gas hazards control. One entirely new section was added .which establishes standards for the control of explosive and toxic hazards on chemical carrying vessels. The requirements of this section parallel the balance of the standard in their effect. ! Utter changes designed to strengthen the standards were provisions for the mainte- !iii<v <( -ale ihrxuwiKiut the rvjcur period. An 4>**ilee tahle of toxic values was deleted and in us place wa adopted, by reference, the current tables oi toxic values adopted by the American Con ference of Governmental Industrial Hygien ists for use in determining saiety farn.r- 1 do believe, howevef, that NFPA N** 306 should be the subject of an intensive -tuiU to determine what general revisions are nec essary to bring it really up to date. In 1462 has come another proposal which will, if adopted, make great changes m the control of gas hazards. Late in 1461 the American Petroleum Institute proposed ti the industry that the American Bureau oi Shipping greatly expand their activity in the field of gas hazards by the employment <-i a staff member to coordinate and direct all phases of such activities, to obtain and pub lish information and to promote the train ing and education uf men to become cer tificated chemists. This action was in jrt, occasioned by the proposal of the 1/ S Department of Labor that a so-called "com petent person" be certificated by them to perform certain gas hazard functions and. to a great extent, they would regulate hi* activities. Industry did not respond favorably to tin* proposal and the recommendation Ot the Petroleum Institute to the American Bu reau resulted. However, the American Bu reau of Shipping, after much deliberation of the request stated to industry that they did not teel they could assume this work. They stated their opinion that since they were pri marily a vessel clasufiotion society anil dedicated to that work this was an expan sion far afield from their usual acuvuie* ami proposed that some other agency as sume the work. This matter was taken un der advisement of the Gas Hazards Com mittee and during their meetings the prof<psai was made that NFPA asttime the work and that N'FPA be requested to study the matter and, if they felt it fea*ible. out line to industry their recommendations for such an expansion oi the controls. The reason* were advanced that NFPA was already involved in marine fire and gas hazard* through their marine commit tees. that they possessed the necessary high standing to command the respect of in dustry and were ideally suited for the work. Consequently, the NFPA has de- IS Afartitt Scfti.-M Moped a proposal which i* now pending 'rime the shipping industry which will, if adopted transfer all gas hazards actfvitv t- the NFPA including the certification of - lictni*t* At the present time it is believed hat only minor details are to be worked out t-riorc it becomes fully approved. In general these proposals of NFPA are: 1. Tint NFPA will assume full responthihty for the organization and adminis tration nf the Gas Hazards Committee -vhich would continue to perform its func tion to develop sound practices and to make recommendations for the control of gas haznk The committee would, as at present, ('must of representatives of all phases of rhe shipping and ship repair industries. 2 That NFPA undertake the responsi bility for the qualification and certification f chemists and at the same time adhere to rhe high professional standards that have heretofore prevailed. 3 That NFPA employ a staff member to devote his full time to the advancement -i safety to iife and property in the marine field in connection with all gas and fire itazard*. This staff member would work with all marine committees, seek to educate .md promote the development of new diem- would prepare and have circulated tech- nient bulletins, informative data and other information. He would attend gas chemists meetings and work with all governmental agencies to this extent This is, in general, a fair idea of the jrpo#al$ made by N'FPA to fhe Marine Indti-try and by which it is believed the con trol of gas hazards on vessels to be re paired can result in greater efficiency m the prevention of accidents and a.it m the establishment of safer conditions with im portant results to the industry. 1 know: that this is an old story to many `.if you but I believe that it is one which will bear repeating and that the safe per formance of ship repair work cannot be tressed too much. This business of ship repair is a mighty interesting one and a mighty hazardous one and one in which the slightest "slip" masmean disaster. We must make every effort tn keep our men safe and to protect our property at all times, Nccidents happen, fust safety does not. You get it only by hard work. Eternal vigilance is the price if safety. It is claimed that Aristotle once stated (hat vou team to play the flute by playing the flute, and sou learn aietv !> practic ing afety-*ai| the time. HAZARDOUS MATERIALS -- ANALYSIS. LABELING, SAFE HANDLING AND SAFE APPLICATION By RUFUS Q. JASPER Head. Safety Division, Portsmouth Naval Shipyard, Portsmouth, N-H. t recmtA read ; mtrnicnt to the effect hat mo<t - md'irti sold today were not in rotrd vii.r* ago A large number were nut invented 5 ears ago, and thousands of new product* are being introduced each ear we talk -erinudy of putting men on the nwm by 1665--or if we re conserva tive, by 1970, Solid citizens today aw disv~u**mg gadgets and instruments and pro tective clothing well need to keep men alive in deep space. Already, rocket fuels and electronic tubes compete with new dry cleaning methods and exotic metals to set up previously unknown hazards. Communication, tranj re.4tsr n medicine surgery, automation--ihev're *11 makme tre mendous changes. The change* are eominu fast and faster. There** an increasing in- "rest m science and research. Children are cHigently discussing space flight, satellite communication, nuclear energy--and political problem* of the world. Their interest in so many things has been aroused by radio, tele vision and travel! We ran. therefore, ex pect changes and progress to come even more rapidly in the future. Right now hydrofoils and hydroskimmerv are being designed and constructed for faster travel on and above water, 19 l'Ui` 'ull- iUll 'WlVfV l twelv, The h-dtu-kimmer that i- now under construction i- a 20-ion, to'ki'rv. craft, that suit reach -peed* m ever*- **' "0 knot*, according n* an tu-m published in t!ie Au- ,,'UM I'Wii i--ue ihv Bureau ui Ship- Inn mat. Xrw pnrt*<c*, new maienal*. new chermlal*. tie* all<>* iuh product*, new suluim-, new u-e- nr itd -olutwm*--new hxz- ,,id-- ihn'rr alt a part m progress. B'd tU new hazard- a-.*<riated wttli ibis progress miiM lie *>.lvcd promt-tly and in an orderly i. i*hs--iho haphazardly. rtns imt^iriant -lep toward the control d hazard* mv>ocied with dangerous ma terial--hr n new chemical* that we've never ii-<d Iwh.rr **r old 1 umiliar substance*--i* a j. hhS lumen Idbcltnq pruyram. Vie have a federal Hazardous Substances l~ibeling Act and -imitar state and munieip.il legislation. The interstate Commerce Cmti- ai-n ha- very trici regulations re garding the ialwiiiiR or itazardous materials I<fire shipment We also have the Federal Insecticide, Fungicide, and Rodenttecde Act and similar Mate legislation. The Manufac turing Chemist*' Association has done much to promote giant chemical product labeling. Ml of these thing- help to inform the public rftxi to inform tlioe who u-e. transport or -lore hazardous material- oi tlie precaution* that are necessary. The Navy has an effective labeling pro gram, At le.ut. it is working very well at the Portsmouth Naval Shipyard where 1 am employed, and here U Itow it works. Shipyard Instruction 6260 6 was issued 22 September JdpS |t> implement the Navy Uni Labeling Program ior Standard Stock Chemicals and Material* designated as Haz- stdou*. The shipyard imlrurlinn require* ilie labeling of these chemicals and materials according t<> their respective hazard class!tiiui>n, ns listed in -Vavv Stock lists: t la** I--Ktrc Hazard, Class II--Toxic .mil Fire Hazard, Oa* III--Toxic, Class IV--Futioii, Oa** V---<Wrouve, Class VI Kadioucme Hazard and t`la-s Vtl--*Fire Miizard--oxidizer. , lii addition, the riiemiod or substance whirh ha* Mpinhcance front the health or ilu-r ilunger -landpoiut mti-l W indicated ..o the ila--tnc:*tn* lube) The ddpvticd m-trwction llien require* Uus hipvard in*hi-trial hygicni-t tt -tiltmil to the *upplv nfticer a listing ot the tiazardou* component* r>f chemicals and materials com ing within the rnpe of this labeling pro cram This ha* lieen done. The oipplv department has i**ued a mmuratidum implementing the shipyard instnir. tit.it This memorandum direct- rynaiu hnutch head- and -ecurxi head* to appli rhr vpproprixte labels un each and every item i>t ivazardnu* material prior to release. de> hverv `.r Kmic t* shipyard shop*, ofiirt*. *.r *hi|Nt. This memorandum requires F'r hibeting f all non-sundard stock item- awrl| as standard stock items- Frcssure-sensttive paper labels have been introduced into the N'avy supply svstem imder the supply management of the Form* and PuUtcatioos Supply Office. Brnstt, Ceorgta. Navy activities order them >'rn> cogmanl symbol "!** dlsmbutum points mdicated in the BuSandA Manual (Paragrapli 278S6-2). Proper labeling, valuable a* it is, v.nm-.i take the place of the educatiun ot j<er**oneS regarding product Iiazard and use of safety clothing and equipment. This education > a responsibility of employers and *npervisors. Employees are safer workers it they have proper knowledge of potential hazard of ihe material with which they work. If they work with mm-eompalibic materials, the> should know it. They should know the pre cautions to take and the reasons for them. Firemen who may be called upon to <mm- tat tires involving hazardous materials thoutd be made aware 'it the hazard* that they might encounter. This is important whether you have your own Srefightrr* or depend on the municipal fire department. They need to have enough information and enough training so they will use the proper type of extinguishing agent and protect themselves from any unusual hazard. 1'roper and safe disposal of waste ma ltrial is especially important when it in volves chemicals, solvents, Haznmabtes, ex plosives and radioactive imteralk Tli* naval shipyard* are fortunate in hav ing industrial hygienist* and industrial hy giene lalioratories fr*r prompt reliable an swer* regarding properties of substances. IVigedum are established for the industrial hygienist to make appropriate toxicological evaluations of new materials as they are Murine Section j.r..{.-*! for dnpyafd use, New material* .re a*,-timed to be potentially toxic until proven others* i-r. T1u> is necr*-ary Ifvcmi-c -t* manv new malertal* with highly de-inihkngitK'vnntt pr-ipcrtur* are Wing rudicd font .i(,mrcial indit-mal tahtinn.ry into pr*- luvti' n and u-e It i- often not rcniued !at they c.iti have /urmtul effects during n-t (ti.-.ftt-n, teratu-n .r emergencies such nr-- \\ herever cirrmi* are found to he toxic, s th. r igl. -rarch - made mr suitable altcr'4te* *t ka-t p.~-ihlr toxicity, As an addi* 'n-d -atewvK.nt. medical -urveillance is prw .i*(vd w here new material* and processes rv tx-in* intr*!tjttd info service, in the 4vnt :. imi.iu i- rocountcrrd. a report > inatlv ?' tnr Thircati ot Medicine and Mjrgcrv. wiib ,i utfiv to ttir Pureau or Ship* In additton t*. idetititiing hazardous mate~ial*. laWltnx them |*rr.|<rly and training in tltetr re use, it i* important -verv imttnant--that they be put into iiiMbte cfnitamer* Rrc;ui*e ot the posulnlilv t -nrtivonr minlvmrntly 'Innking or earing ;-.*tc inutvmi-, Wvertue or fund container* iHitild ivit W u-ctl under nv circumstance*, Furthermore when toxic, fixmmahte, or enr* i-'xue material* -ire u-etl in -hops or altoxrd liip. nnnlircakatdc container* (metal, plastic, rxildteri a* :<p|>ro|>nate. slnmld be used. Each of them mut W hiWIrd, of course! With iboTiMiid- or new products bemg hitnxluccti <-irh year, it Wc><nu* more and mure mii<Uaut tiiat die ttatardous nvMcrvxtW idvmitief] ami laWted, and dial ail per-*ns who (ttay v<ene hi cutitact with <licm mvier-tand the hazard* ami know die prv vxution- that nui*t he taken tu ue them -fti'elv. \n<l rememWr this--it you do not read and heed the warning labels on die con tainers or the riecals ott the application equipment, a may cost you your life. Here are a few useful references for technical information regarding h.izanl<iu> *ubtancc? commonly* ued in industrial ojicratirin* 1 1. Handbook ot Dangerous Materials by N- Irrlni Itax. This is avaiUble (ron Reinheld PYourbkhs1h*.tntir. Corporstion. T. 330 W, tjnd St. New ` 7- Handbook of Organic Industrial Solvents This is believed to be evaitshie trorn National Association ot Mutual Casualty Companies. 20 X, Wacker Drive. Chicago , ill 3. Industrial and Toxieeiogy tin two volume*!. nvsUabie ftnm Intereeience Pubtirhers, Ine,, 21S Tourth Are., Kew fork 5. s. r. 4. MS.A. Seettanalised Catalog, Section Id, Technical Information, available from Mine Safety Appliance* Company, 20t S. Broddock Ave , Pittsburgh g, Pa. ChemleaU Data.** 6. A Ouide to Precautionary Labeling of Hazardous Chemical*, available from the Man ufacturing Chemist*' Association. Inc.. Connecticut Ave,. N.W.. Wnehington t D C HOT WORK SAFETY ` By PAUL V. CROTEAU Territory Manager, Smith Welding Equipment. Div. of Tescom Corp^ Minneapolis. Minn. The purixt-e >ti tin* meclimj t* iq develop ".ife Itahil- and practice* m the ii and .Mqiiirttwiu of tru* weldine, cutting and heati*u{ e|uipmni. i'hmr* ur* kx.fr. oi nil** -urrounding ihe use of -udi eqoi|encnt. sr many m iact that no one per-on can ever commit all of them l memory. A more practical approach is to bear in tmmi several bo*ic safety procedures and o* uwlcr-taiui the tutuLtmuiaU *>i com- hu-iHin. Tlii* jxrmit- the individual lit lormulaie hi* unt v rule- as well a* t* bciter under,qami the rule- he i* already uitniltar with. ` Rosie safely measures include- 1 Blow nut cylimbr valws before att.iciime regulators. 2 Relea* ad)U*tins -crew on regulator licrnre opening cylinder valve. 21 ivc'J National Safety Cottgrei J- iiand to side or regulator when upentm; :>. itrnSer vaivc. 4. Open eylmdcr t.ilvc rinwlv. * Puree nxyern and luel gas <*n<Itvieltw*tlv> before lighting rorrh. n l,q:lit tuel gn r-etore opening oxvgen valve on torch. 7 l'*r no or! on regulators, torches, fit ting*, etc. d Du nut u-e oxygen as a substitute for Do not use acetylene (in free state) at pressure* higher than IS P.S 10, Keep heat, (lames and sparks away from combustibles. fundamentals of eomhu.-ttrm include; Burning ratio--How much oxygen to support (lames? Burning rote--How ia-t will (hr fuel bumf Kindling point--Huw hut must the fuel be to bum? B.T.U. output-- How much heat from the I'urmnif im I * Temptroture output--Host hot will (he fuel bum: Proper ttqlitms oi the oxy-acrtvlene flame must rover these point*; ,\lwa> check out the equipment before using if. All connection* should be tight, all valves turned oil, before proceeding to tight the torch. light the acetylene first. This step tc necessary to determine the proper flow for the individual tip. N'eier "starve'* a tip, but increase the flow oi the acetylene until the smoke tends to disappear and the flame tends to leave the lip. Then turn on the oxygen. A "well-fed" flame produces results. A "starved" flame produces: 1, Inefficient heat transfer because of the low flow- me of the gases. 2. Overheating of the tip because the flame l*a-e will rest oo the tip. a. This {Hortens tip life, h, this sets up one of the condition. Iarkftre. CONTAINER HANDLING SAFETY IN LONGSHORING OPERATIONS By LEE O. COFFMAN' Safety Supervisor, Matson Navigation Co.. San Francisco, Calif. It is m-w vinu- .tr years *nce the Matr*t cont;tincriznn<<n program entered the initial operating ph.v*e During die planning -tape it was gmvntilv conceded dwu this railic.il change in cargo handling methods would substantially reduce longshoremen's t-\po*ure to personal injury. Eierv thing seemed tu point toward such a conclusion --a large reduction in the volume of hand handling. {Virtio! elimination of some especully hazardous segments of the conven tional cargo handling operation and greatly improved cargo handling equipment. Theo retically. we in the safety department ap peared ict for a lung ride on the gravy train. The ensuing period of actual operation has not, however, been quite the "bed of r'ei's ` that i- - MssutJly anticipated. WV ha-.e i-riT-u-itered a wide variety oi prob lem*. "irfii !,,irt a direct (tearing on the l.r rul -aim *>: the men engaged m the wufk. It is true that containerization lui- -tnne a great deal tu reduce the numbers and kinds of accident hazards heretofore ars-oci- ated with conventional stevedoring operaHum, but n<n without some cumjxnsatinjc increase in other problem areas. This lu* been especially noticeable with respect tu the training os employees, particularly tho?r men who have long service records in thr industry and are well experienced in con ventional stowage of cargo. I think it will be helpful to review briefly the history of our entry into the container(ration field. There will be no attempt to Marine Stctum r i-'-xrxatcd trucking and ware* chassis. Chassis brakes are automatically 4f-;vtties, which are an integral set when the air line to the tractor or haul t derail container service. This ing unit is disconnected. Containers mav - "pine of ;h Matson system is in also be transported on railroad flat cars i * C'A-er only the operational and <r standard flat-bed trucks. profe'ass attached to the develop-- v? a kr?*-seal< container operation. Yard ffiutterj--Shoreside terminal opera tions employ yard hustlers or tractors to 18 - *y c-nramer ystetn was originally transport containers on chassis between stor * ,--**.{ August 21, 1958 tn our West age areas and ship's side. These are equipped H'.xni trade, and was evolved in with all the standard commercial vehicle ' a research study, engmeer- - ihd H prototype testing, to its cur- TVit status, The program was rarety features that you would find on a highway rig. Of special interest i* the re volving driver's seat, which allows the op -.-"-i ; *w-trd in a series of planned phases erator to hook up or disconnect his air line* ,i" - * '* w> aj' i allow- u$ to develop eventually without leaving the vehicle. - * complete commercial service. This *tcl tu tn evaluate the progress as *\f e-e further into a larger scale opera and in modify the program a* neces* rv Stroddlt CarrierI--These are Clark-Koss diesel powered units with a lifting capac ity in excess of 2; tons They are capable of lifting containers on and off chassis, rail cars and, if resting on the ground, stow Tl-i* `r-tmj permd allowed u* to double ing them two high; m appearance, they look ' >-rk equipment. evaluate customer accept- like an oversized Ross carrier nr the type -ve determine the Adequacy of terminal used to transport packaged lumber. iff her handling facilities, and to assess ' ..INimportant labor factors involved, unf; - t^u-il operating condition* that pro A led a realistic basts for weighing these , ^-njor.cnli of the program. Dur ing the planning stage and test periods the ...viv department worked closely with the engineering staff in an effort to eliminate ->r minimize inherent hazards oi the operait'et Following is a brief description of i e .Matvon container handling system, with ; v-rieular emphasis on the various types t equipment, peculiar to this operation. Gantry Cranes--the transfer of contain ers between ship and shore is effected by lift-on, lift-off gantry type cranes. These are of "A" frame construction, are 114 icet tall, weigh over a half million pound*, and are mounted on rails. A boom is outrigged from the gantry to reach over the vessel This boom can be raised and lowered like a draw* bridge to permit clearing of ship's rigging and stack when traveling from one hatch to another on the vessel. The hoisting mechanism, which requires power to raise and lower, is provided with A itfjm,Tr~ The containers measure 24 a dual braking arrangement: if, for any Avt long x 8 feet wide x &!4 feet high. reason, the service brake tails to operate, They are cotutnicted of steel end frames nth aluminum rails, doors, ribs and sheath ing. Different types are designed to carry the emergency will automatic,illy be engaged. Each braking system is designed to con trol at 100 per cent of safe working load ske various cargoes, such as general, reefer and tested to 150 per cent of the safe work -.d ventilated. They have a carrying capac ing load. Should the power fail, the brakes ity #>f 2s tons under aJl foreseeable coo- automatically set. 'tti-istv-- examples, hoisting on and off v (**(, stowing oa the decks or holds, nd tor traveling over public highways. r?;e steel end frames furnish the strength .\-r iifiura. securing on the vessel or chassis r.-i stacking fully loaded six high aboard Two limit switches--one service and one emergency--are incorporated in the lifting cycle mechanism. On lowenng to dock level, automatic braking action is provided to slow the downward motion of the load when ap proaching the chassis. Both ends of the Ou-m -Ashore lit* container* ure traitsf**rted >n speciall> designed skeletal dtassis. fne-e are provided with a positive locking boom are equipped with limit switches and prmg loaded bumpers. Hoisting wires are rigged in an inverted "W* which helps control the swaying motion and allows the 'tr-l:aruitn to secure (he container to the crane operator to tilt the container, if nec- :s iQftj Sal,-tv Cjit./nvf e.stry. Tlie tallvr feature become* eisrntint when the vessel has a list. The op erator it provided with a lull-virion cah, He aJ-iQ has avntlahle two-way radio com munication covering the ship. dock, office arid marshalling sard in any combination- ( idler feature* included in the crane dcign. which meet or improve on the stand ard id die General Industrial Safety Code * die State rat California.are caged vented Sadder*, yantry travel 1*11. high level il lumination, track sweep*, expanded metal wheel guard*, rubber feeler hors, emergency Mop button* at pier ievei, and fully-guarded equipment in the machinery house. Lifting Beams--This device, which is rec tangular and the same size as the top ot the container, actually mbstitutes for the -hug <>r bridle u*ed in conventional cargo handling rnedtods; it t* utilized for lifting the containers on nr of? the vessel. It i fwmided with guide* set all four sides which enable the crane *|*rator. without manual a-*i*t,inec inan tlie pier or deck level, to {Mthei it tor engagement with the top of the container. Two satiety feature*. *if t.tl light* and spring-loaded locking device*, ire incorporated in tin: dvriim to insure against utility engaging of hunks into the easting*. nr a possible release of the hooks when tit* container is lieing hoisted, A j*r*mnvl carrier, capable of seating four (ersons. i installed nn top of the lift ing beam. This was designed to minimize die me of portable ladders tor longshore men who have to affix lashing equipment, VII standard atVty feature* are provided, including JtKildv rnilinsts. t<* boards, seat*, ami machinery guards. When u*ed for car rying personnel, the beam must be free of load ami the speed of operation, both ver tically ami lateralis*, is limited, Shif1!--We are now using the following 4tip< in tHif container service: }. Six C-J's, equipped to transport con tainers in on-deck stowage only, having a capacity of 98 units, 2, Two partially converted C-4's which *n the westbound leg of dieir voyage will iawndlc up t i2Q containers, utilizing both on-deck and in-ihc-hotd stowage, and on the eaotbotmd voyage 2<i2 on deck stowage nty. One t'-.t which was completely con verted for carrying containers only, and which ha* ,* iiMMimim capacity ut 4.ki unitMowed mt and below deck 4. N'ot considered a container vc*.rl, but rcrtainlv ,* part of our overall containeriza tion-mechanization program ts tlie s'V Ha waiian Fisherman, another C-3 which wws converted to transport automobile* onlv. This hip ran carry up to a maximum of 51? car- 5wncc thi* discussion is mainly concerned with acrident prevention technique*, the rciruimier ot our remarks will deal with ondeck stowage of containers, as u was in tiii* area that a majority of the nboard-vesset safety problem* were encountered. These comment* ran. however, also h* applied to undcr-deck stowage of container* on the two C-4 vessel* where the same method* ms stacking .mil securing are necessary, It i< necessary to double-stack containers .it moil on-deck locations and to tripte-t;rk .it some other* Aim. *<<me in-thc-hold stow- .igc on the C-4* calls for four-high stack ing. Hcrtirittff container* on deck t cvomptUhcti by mean* oi spotting the lower tier unto cones welded to the ship's deck and aim-- hatches bv means of jxirtabk ir*>m;l>ack* having welded cones. They arc lucked in place hv inserting a locking pm through the lower corner of the container ,md a hole machined through the cone. Containcri londcd to tlie upjier tier arc positioned on portable double male cone fit tings ami are secured to the adjacent row of containers by means of a bridge fitting To prevent shifting or overturning, the upKmwist container* are also secured by quick-acting tension lashing* which nm from the top comer casting* of the top container to (indcvcs nn deck. Raising ami towering >f ta-hings, imrtahU* poiitomng ome* and bridge fining* to or from upper container* i* performed either manually, hv securing a light manila tine to the fittings, or by having them hoisted in the aforementioned personnel carrier constructed on top of the lifting (warn. Portable ladders, equipped with rubber .-afety shoes and provided with right angle iHilricger amts to prevent side slipping, arc u*ed fur longshoremen's access to the top* .*1 the fir*t two tiers of container*. When any employee is ascending or descending, t -wtumi man is assigned to hold die lower (Mri ot the ladder. The personnel carrier * used to transport worker* to higher-level tier* of containers. > . . f | s | | | | | | | j | | | [ l I I ifnrmi* Vr< /i-'it .lieu i-.igttcd tu *csure tension lathing* f" hc tup iter ui containers are required u* work at height* of from 17 to feet, md ihe manner in which the lashings must l** made fan oblige* them to work at the immediate outer nice of the containers. To prevent fall*, a portable strap which can W adjusted tu span from one to four conUuter* t m*taJIed aero** the fop center of the tier. "|J~ ring* are provided at proper interval* it% the strap and standard waist atety belt* are worn by lashers. Ihiring foggy or rainy weather, ail men assigned to these area* are provided with non-skid m <rr*hoe*. In order tu expedite ship turn-around, a substantial volume of container loading ami dieiuraing * performed during hours of dtrknest. High tiers of containers made il virtually impossible to furnish sufficient lighting tn all the arm where men were required to work. After a thorough study nd numerous test*, it was determined hat the most efficient solution to this prob lem was to furnish each employee with his own personal temporary light All long-horemen assigned as lashers had been en* itatraged to wear hard hats provided by 'be company, although we could not force them In do so. and there was, a* we ex* pccted. considerable resistance at first -\`ow. however, it* solve the lighting deficiency, we surni*hetl standard miner's lamp which could t.ul> he attached to the hard hats. This accomplished a dual purpose; it not only provided excellent illumination, but also gave die head protection we idt was necessary f*r this operation. In summarizing the foregoing description ui Matson'* containerization system, we muw emphasize that it i* extremely sketch*' and many of tle problems encountered are given .n!v tle Irieiest coverage. We could, for example, have pent at least half the al- luttrd tune rumpkte nmii>wii Mt *ur effort* to prnviiie suitable |irncvu>n trmn fall* for Ute longshoremen working <t the top tier* of contatners- \S`e must al*o point out that while muck of the equipment we have de*cnid--trantrv cranes, >nrd hustlers, straddle carrier*, pir --i*. with some variamm*. fairly *tan>Lird in many industne*. it wa* certainty m w ( stevekring opcratinn*. What i nn-re im portant. every bit of it it operated by turn.*shoremen, trained in it* i*e bv mir company. We could not call ujon an operattmi engineer to handle the rnnes, That there ts a radical difference in driving hip winches on the conventional burtming gear methrwl of rarsn tiandting and m q-eramta one ot ihee ewnt* i* cJf*e%tdrnt. Mraddte carrier awl yard hustler driver* tame !* u* n!v 5a qualified lift-iruck sqarratnr* Again, we were faced with the not mconskierahlr problem of training men n nj>erate this spcctdizetl equipment. All in all, , can rv.w i.^k ..n tin* training program a* eminently *UvCciful, since everyexu--long<hurcmen. -pcrating ami staff pcrvmnel alike--enme through m one piece. The hr*t seven monUi* **f JUvJ show our injury frei|uency fnr the combined con* venitonal and container opt-rati<-n is 4U per irttl hiultef than straight ei-ntaioer oj-emti-'n Finally, let me rc-ejnplui*tie what w.t* *.ti.l earlier--cofitamenzatuxi or me\'haiitr.tti<xt t> in itself no guarantee **' a afe `peratton X*cw work methods and new type* of equip ment will invariably bring with them rvw problems in Uie field of accuknt ivevemiiei. These problems can be overcome, but not without intelligent planning, competent en gineering, adequate training, thorough pre ventive maimenitnee, and reasonable noperati*t on the part ot laUr and mantigcment alike. !<Mi* Sitlumal Wr/v Conqrfjj SAFETY IN THE SIXTIES By COL. HEKMAN K. FLEMING, TC/USA Bet. Executive Vice President, Lake Charles Stevedores, Jnc., Lake Charles, La. I would like Ki the <..u*'tv iirnuran. mm m effect in my company pin* urnr <*>m mrnfj on the crtects *' the t . I -tL.r I it lurtmcnt gaiety Od<* and the mrrea<-.( maximum n>mpcn*atiret rate nn the mtecrin . tabor. \Ithn*h we lw*c -tres-cd and etnphasweil *-i*t> ** an integral part at' nur operation* i..r several year*, we did not haye an or.mih/oI program until the fall following the l`*h| "yational Safety Congre** After tlh'riHich deliberation, it way felt that a per* "`iil mrrii'nr tvpc program would be bet 1'itftvl .in/} !/'( beneficial to the personnel <*i >tir pr<rt While it wa* apparent (hat tin* program would be fniriy costly, it was L-hrvi-tl that improved uuctv cxjiericnce*, reMihimr m *m*netary saving*, and also bettrr l.t!*<r retaimn* would justify ami compen- site any rcas*>it;ihle cost outlay. In i-rlr to develop initial interest in the program, the phoned safety camnaifni waIHthlirivl l*y word-of-mouth to the men for two wrek* prior to the official opening dale f t(ie program, A safety instruction feat* U-t for new longshoremen was put together to r-.nihming several ideas and illustrations L>rrnued from others with wme original th'HiHht* "t ,Htc own. A copy of this leafte* wa given to all longshoremen in our employ at that time: it is now civen to all new hMigdiMfetncn. This leaflet created con- th-roble interest ami was well accepted, Nuce money is a loud talker and under -'<( by most, it was decided to stress cash awards with the annual pri*e being awarded iht- flru of eacli December in order to give ihr ro<i*t direct, tangible Iwnefit to the winiirf* .,t Christinas time. Cnniei|uently. the program was opened December I, 1961. Iti the stevedoring department, we em ploy l> gangs of longshoremen. Accurate records of lost-time accidents chargeable to r.i-h gang arc kept At the rinl of each in-^Kh a barf-eette dinner it awarded the * *ug with the ldghc->t Mainline, In the event d '!*re linn one winner or a tie, the wintn r i. derided |y l it. That . each gang t* represented tty twmber tti a hox anti the one withdrawn * the winner tor the meith. Vf the end >( cash ijuamr. .v witminc mtr t* rlnermined in the same manner. At tits- time, a e*h award is made, $40 in ttisr ganif torcnian and $20 each to the member* of the gang, or a total of $320 for the gang i-t fifteen men. St the end of the \rar, N'ovvmher dri th<* winning sang is deter mined from the !>e`t *afetv record and t ,iwarded SJOO for the foreman and $30 for rich man. or a total of $fl0 for the gang, To increase interot and make the men more safely conscious, we initiated early m die ptogram a series of first-aid course* An experienced safety director from one of he local large industrial plants w-ns selected to conduct the classes. The Bureau of Mine- First-Aid Instruction Manual was used Clime* were limited to about fifty person- ind held at irregular intervals as work con ditions permitted. Two-hour sessions were held with five sessions completing the tenhour course. Each man completing the course satisfactorily was given Ills choice of a pair of safety shoes or a safety hat He was also given a copy of the first-aid manual for hts personal use. Three to four men from each longshore gang, a few representatives from the super visory group, and representatives from the freight handlers union made up the classes. To date, four courses have been completed. Completion rate U about 90 per cent of all -tarring participants, interest is good ami attendance is consistent on a voluntary- basis without pay, A light refreshment is serve*! ;,t the close of each meeting. Sometime during each of these meetings, wxne part of the safety program is stressed. Occasionally, the meeting is thrown open for "gripes'* from the men. These are usually worked out to the satisfaction of >11 con cerned Many good suggestions t preti-nted at these meetings. Occasionally, a tihn tliat i> uf interest to the men featuring v-tiety is presented. However, due to the difficulty of obtaining stevedoring safety films, mast of the films we have shown hair txfen of first-aid and life-saving nature. Marine Secti^ During the four *ears prior to this saiety pfogram, our l requency experience index was around IH3. At the end of the first nine months of tin* proaram, our frequency index is approximately 122. This shows a considerable improvement orer the pat tew years. The frequency index of each of tlte nine month- *i this new program varies nnsidcrably, with one month running as low 76 anl another month nireung at high i- 301 l*unng that pwMirulariy bad month, *c bad a rash of numr l*-t-time injuries. Two rrens-tie d-ip* accounted lor most of these injuries. uf two k -t-rime toe injuries, one --m who had safety left them at home 'bar day, araf the ether wai a man with wepuorull} brre feet for whom we had been taubfe m riaeain ue 14 safety shoes it that time It nrrw ihe nueietary eo>t *4 the nr--t vrar -amW this -atety program will be $*->I). or about per i^ft reprrwrnrm* a Lb*-r r--rce averaging ,t its peak prraads ah*ur 40tt mm per day. Kvm thouith m.wt members report regularly fur <wk bm their gang is called, a cocuocScrabir *w.yarier *-i extra men are tiled. Durtr* f<Af. fi.C name' appeared on ur payruil'. *bm cenpand with a labor *>rc* of 400 mm, *m m>Satn a turnover rate of iO1* V 1 Fstra men account for . dispn-P*rTi>aijtrlv irgr cumber of all lost-time aceilen*. s>, >*t tack m Atetv trauumt In order tv keep :bc theme of satety con stantly before the men. the tevednring supenntmdems. the walking foremen and the hatch foremen are constantly alert to con ditions aboard ship or alongside ship--where- ever the parricutar center of activity happens to be. t'nsaf* practice? and renditions are called to the anentlon of the men and are rorrteted <ei the iprt, Safety posters, teafieu and other educauonai matertaL made avaitabte by the Kwticmal Safety Council and the U, S. Labor Department, are carefully screened for pointed application. Those that we believe carry an effective message understandable to the men are used on large fixed poster Imards and on small portable p> ,;er stands. These stands can be moved into advaatage'xss locations appropriate for the work in progress, usunity at gangways and on wharf at working )latches. Some difficulty is ex- S*?nenecd in procuring s-ifcty posters uut carry a message applicable to caego-handlimoperations, but we are ren*tantly *- llir out for them. In urder to keep the mat imV-rmc-l a* io gang safety stnnOmg-. we had a rather pretentious glass-door bulletin display ca-r made and installed in a central location where the men can sec it every day in pass ing. On this board are listed all of Un regular longshore gangs, together wiih their monthly standings and their standings fur that elapsed portion ol the year. This has created considerable interest in a competitive way and a spirit of rivalr> has developed among the gangs. An extra man who seems to be accident prone finds, that he gets fewer work cads than men whu work more saiely. A foreman with a gang having a good safety record does not take kindlv to the occurrence of an apparent)* avoidable accident among the members ot his gang. (Me uf the more mature and experienced walking foremen lias been designated safely inspector He, or an assistant, beards the <hips when rigging t* started preparatory it> working cargo. He has a check-off sheet ivhich covers pertinent items each hatch This inspection is repeated at 7 00 or 8:00 in the morning, I 00 in the afternoon and 7 00 in the evening. Many deficiencies diteuvered arc corrected during the course of these inspections. The inspector calls the attention ot the ship'* walking foreman and hatch foreman to any unsafe or irregular items tliat should hr corrected and assures himself that correc tion* are made. t'tn March 21. I960. Safety and Health Regulations for Longshoremen was issued pursuant In Public Law S5-742 and became effective as ot that date. Various changes, amendments and additions are included in the IVfil supplement thereto and became a y-art of the code. To he perfectly frank *i>oot the matter oi *ifty and safe prac tices in operations, most stevedores operat ing in the ports of the United States were capable of conducting safe operations and these stevedores knew* it was to their ad vantage to operate safely purely from a compensation insurance cost-having basis. Each stevedore conducted hi* own satety program in his own way--sometime* a well- i ' ' \ .in .// '>(t/rfy ( iiti/r.-tr . *m*d -*rtiii*limcs a tcry louse (cram w iiIhmii very much oriramratii>M m*'J mijh rvi-eiJ rather haphazardly. The com ing i/< the vuctv code brought with it it .i.I.U-u fe.vltzatitxi tlwt rc-evaluation or v-iK*n njvntting practices was m order every where .ihinB the watement Within my mu cumjwny m our port, safety expen- mr wa< reasonably good. However, we realized it was necessary to hate a planned Miirit? tii operation to include systematic check* and balance* to make certain of max imum safety. id (Ik immediate *trp taken were i., i>urr mirwlve* ttic- vcci to he worked w,* .uwrcl hy a current and effective gear ,(firieiiir Fur safe access 10 vessel, proper ladder*, gangways and safety nets, where ap propriate, are determined to he in place ..n-i rrady fur o*e Systematic checking of ,,lt -landing and running gear for ftandtmg c.i-ifo ir rumpleicti prior to or wun after M.?umcncing >!>erTition. Decks are kept in utterly eonduim; hatch boards, lialch pofl- Mwi and dunnage are slacked itt the clear >i hatchway* in a safe, secure manner. Cat walk* with railings are used over deck kaU where needed, Proper clearance is maintained around cargo and hatchways beIhw decks with safely nets used where wnkid. A< mentioned earlier, a safety suiwrusor with walking foremen checks all of these item* on a form check list a* often as em* pravtiralile. In reality, the new code merely an**d us to do safely, systematically and rderly the things we already knew should le done In other words, the code poses no -pedal hardship or burden on the steve dore, when accepted m the p-mper coopers- live spirit. Held Safety Consultants of the Ilurcau mi Libor Standards inspect our operations at frequent intervals. Tltcse individuals have lieen cooperative and most Helpful in mak ing suggestions as well as making actual isi-tlie-jpot correction*. They have met with he longshoremen in their union halls and .addressed them on matters of practical safety ,im! have presented applicable Aims when "evasion seemed advantageous. This has all Irecit very helpful. liarly under this program, our two longdture unions were reconciled to tile fact dtat the promulgation and functioning of thi* safely program is primarily the respon- rihihly of management awl that !:d*r lw .i responsibility to cooirenuc with manage ment to assure that its members worn uct> and follow the directions ot their super visors. Occasionally, members ot the longhore gangs call to the attention ot their Witch foreman or the walking ioreman cer tain apparently unsafe conditions, requeu ing correction. This indicates a spirit 01 working safety consciousness among the men, which is a very healthy attitude. The Gulf Area Safety Consultant l>a* v-iited our port many times and apparently felt the safety code was working satisfac torily. After two and a half years under the safety code, we have received no safeiv notation citation. Maybe we are just tuck*, but 1 believe that planned, supervised, prac tical, cooperative safety practice is respond- We. The computation on the percentage of in crease of the maximum weekly compensa tion rates from to $70 apfievrt to hr 9,6 per cent. This, however, is a ver* misleading figure. By maihematical compu tations, the increase is 29,6 per cent; bin by actual experience the rate is much higher due to the human element. This fattOT u-ium he considered since it is a direct cost and i directly related to the increased amoum 01 compensation payable to longshoremen. Previously, the men involved in corijHmration injuries would return 10 work within a reasonable length of time because tin?' could not afford the loss of income front the difference between the $*4 eompen*a iron rate and the average salary ranted However, with the advent of the $70 maxi mum compensation rate, die men were* granted a possible increase of $16 per week. This higher rate compares very fmvorabh with lire average wage canting* of die longshoremen. When you take into con sideration the additional benefits, fuch atax-free income, no union dues to pay and other union benefits, it is easily understood why a man will Slay off lunger titan before. To illustrate the above contention, the following figures speak tor themselves. Prior tu the increase in July, 1961, we had six compensation cases which accounted tor it days lost time and $551.19 cost This ts ait average of approximately $1.45 per rl;t> There were four cases of strains (lower back and assorted muscle strains), one minor fracture and one laceration. Following ti Marine .St < (1.-/1 11. n.-4-w 111 lul\, 1961, die records show tivc cM>i{>eni;itiin case* accounting for 123 days t..i time .uvl co*tmg $958.04. This is an it crave of approximately $7.66 per day. I'lie-e included one strain, one contusion uni three laceration*. Prom this it i. very simple to see the difference of one additional day lost time plu* an increased outlay of $406,85 in eomjx.mrarion payments, although there was one Ee* accident These figures cover only the -mpenratinn pavment* and do not deal with the medical a*pcrt of the case. Tin*, howcut. will also be increased due to additional v*it 10 ihe 'InrToe over a longer lost-time TW aUv* Tnmtiwd cases were not hand mi'!,>] hut were random choices. The se*> of the pre-1961 cases i* somewhat ..rv.itrr than tho*e of the post-1961 cases, l*.,,ck ;nd muvcle `trains are usuallv more f`ih than t*her* and malingering is Hiflt- . -lit detect anti prove. In wmm,iririn%. it i* easy tu `re the new , *>imj* ihe old rate cost to an indicated iMifv-e uf -*0 per cent. How much more r>-i- mrrva*c tn.iv ohi i difficult to deter- `luiif In **me cate*, an estimate of an in . rrJvd v*nt *f ,9'i per cent <loc* not appear < extreme ,Iu`t remember tlte maximum .rate of $70 weekly is lax free nd when taken with all other benefits and tdi.linage* normally paul for, can represent wcvklv earning of considerably more than *vti*i " N*, *uce we are dealing witlt integrity, dtere 14 une oilier aspect I will touch on hriertv. Tint i* the matter of the unseautirihme** *>* a ve*el being contended in utimi-over thinl-iany suits against vessel wncr* and uperators--the cost of such arli'iti finally coining home to roost with the tevnWe. f have in mind, as an example. r,v`e occurring in one of our neighboring ldi |k>*. [hiring Use process of joining cargo ran- n<-r< n cargo hcx4* to complete assemblv o' a union halt, a winchman carelessly pulled a loose runner through the l-ann head bWfc and, as the looped end of the hue irll, it struck his forehead lightlv. Although there was no indication of severe abrasion nr eontrusion, the man contended lie had a severe headache and requested 10 lie *cnt to the doctor. The stevedore sent him to the doctor for medical attention. After being off work lor several weeks, it became evident to ail concerned, as well a* the opinion of (he doctor, that the man was malingering. ttlien told by the doctor in return m work, the man refused and went to an eayerbeaver young attorney who enlered *uit against the steamship company for $7*000, claiming vc*el nnseaworthmess a* direct cause ot the accident After several month*,' the steamship company agreed to settle die *uit for $2,000, purely a nuisance value token payment I am further informed ili-ti scon after the settlement was made, the man suddenly became well and returned to hi* union lull and was probably sent to hi* former employer as a member of a gang furnished the stevedore for work. Our company has been involved in several of these third-party mitv luised on tmscaworthiness. Some case* have been beaten; a couple have been `titled on mu*ance value basis and one whs a justifiable case--1 he now famous Lincoln Richard case. On September 27, 19?*, Richard was work ing lire Isold of a Liberty ship with half hatch opening. The cargo hock caught and lifter! an unsecured tween deck beam from its pocket*, dropping the beam on Riclurd in the hold below, injuring him permanently. Ship wn* at fault, and classed unseaworthy a* beam latches were broken and had not been repaired. Total cost of this accident i* about $70,000. This should not happen solav under our safety code inspection sys tem. In conclusion, we know our safely pro gram is paying off and will continue tn pay in compensation dollars saved anil al-o m improved labor relations, which arc al ready good. I'lt-i S.llt'-ti.t) * l-Vli SHIPBOARD MAINTENANCE AND MATERIAL HANDLING ACCIDENTS By WILLIAM J. WHITE Safety Director, Pittsburgh Steamship Div.. United States Steel Corp,, Cleveland, Ohio I!a. L m tin m 1*^57. the men at Pittsburgh f>?cam*hip Division who had responsibilities in safety were taking a good hard in the mirror at their performance. With many segments of United States Steel fighting successfully r* pet their aeeidcnt ireqttency ltdow one (r each million man-hours worked, Pitts burgh Steamship Division was faced with ,m average oi nine tor the past -JO years. ' *mr Imisv fleet of more tlian 30 ships was i 'rv-tng iron ore from the .Hessabi to the ' '\et Great Lakes ports in good shape, but when it came to safety, we were >* l-ar\tter the -hock of tliat first hard look, vi" -ettied down to study our past 20 v.tr#* experience. We set out to under pin.I *.itr problem. In the process of i instantly reshuffling our accident statis tics, * pattern began to emerge which knocked us over, in trying to determine fie rr.i/ cause of accident*, we found it in creasingly necessary to move individual vri*** from one causal category to another. In the readjustment, material handling and maintenance mishaps were growing out f proportion. \lmoit 50 per cent of our accident* * siM he ittrihuted to these activities. Half of these injuries occurred to men -iifittng for handling, or handling a part - a material during a maintenance op > .-ation. The balance were injuries while reefing on hand tools, and slips and falls 'bile handling supplies and spare parts. Tlii. was not confined to the engineroom * ufier, mr deck and galley personnel were :.!o caught up m material handling sta tistics. These two activities--maintenance ami material handling--were accounting tor nearly 95 per cent of all our hand, finger, foot and toe injuries. Maybe this doesn't surprise you, but it did astonish us We kept thinking about the material progress we had made in taking the drudgery out of a ship's rou tine--the electrification of functional proc- 50 . i,c, automatic monitoring or mechan-cu. activity, safety warning device* for eservthing from low lube oil pressure to steer ing gear failure, chemical boiler water treatment, the in casing number of high pressure turbine units m the fleet, stoker and oil firing, and ye*, even paint rollers In the very areas where technology ii replacing the man-killing tasks oi the pav up were having the most trouble. To do the rest of our research we had to ro out to the ships and watch main tenance work. We had to see supplies loaded aboard. We had to follow Uc course of a case of ptybrico from the par deck to the lower engine room. The plain truth is that alt the tmprov incuts going into our plants require sup porting elements which must he accounted for. Over the last twenty years, we had been cramming stokers, ventilators, forced draft fans, motor generator*, revolution counters, dump and continuous cleaning grates, related switch gear, coal convey ors, more modern boilers, more tubing, more tools, measuring instrument? and tire protection equipment into hulls and engine spaces never designed to contain all this gad getrv and the eonsumahtr stores, parts, lubricants and fuels it re quires. Now, admittedly, we fresh water saih-r* get a lot more life out of our hulls, but can any of you be certain that your most modem ships are equipped for an efficient flow of materials and parts to the place- they will be needed? And what about general maintenance, how do you scrub and paint engit room skylights? Could you use portable 'toiler stagings? Certain that we had stumbled onto vimething important, we surveyed our Clipboard engineering people in June, I960, to see how they handled certain job*. How they removed fuel oil injectors and moved them to the test bench for inspec tion and clean-up; how they transferred 53 gallon drums of kerosene and lubricating WnriHf Scrlu n iU troro (lie mam deck to pump storage tanks in engine spaces; how they did major maintenance work on hydraulic- electric steering gear units; and generally, how they dispersed consumable stores throughout the ship. The results of that survey were final and blinding. We discovered problems nd solutions all at the same time, coming iron? men who were anxious to talk about improvement*, efficiencies and cconomics. \ side elfect of this survey came through minor improvements the mea began maktig themsclve* at little or no cost, and through a new interest in the haeard* they themselves had uncovered. Beauti fully detailed drawings and minute de- wnpticns came pouring in. We were quite proud of our engineers. Having taken a microscopic look at <?ur ship'* physical limitations, we turned from the job to be done, to the men who do it. and found they loo had physical limits. 1 he man you employ is human, and being so, behaves paradoxically. He uill attempt to hit a motor which he knows is too heavy for him. If he does d without imurv lie's proud a,* punch-- t's proof of his manhood, ft a lump forms on hi* lower stomach, however, or ne wakes tip the next morning with a genuine backache, both he and you have unnecessary trouble. For as wonderful a mechanism as the human body is. it will not tong tolerate the wrenching, stretching and torttonal stress of heavy nork in cramped quarter* without show ing strain. The division's medical director gave us . rule of thumb: Don't let a nun lift more than,50 pounds. Now, like some ./tficr medical advice, that's not a rule >V* *r* *oln& o be able to live by; but fs a good rule, because, like the speedom eter on your car which shows red over 50 miles an hour, this rule tells von when 'ou arc entering a danger area. We have run across some medical evi dence in studies made of the last two generations oi males that reveals that an Manning percentage were liorn with con genital deformities of the lower back ami nguinal body areas. Most of these will .<vver have any difficulty or even be aware "* these deficiencies until they make an improper or overweighted lift, or expe- riencc a twisting slip or fall. Exaggerated it not, the figures m tin* -rudy luv * meaning lor us, tor they parallel our acci dent statistics. \nd here is a third and equally sober ing consideration. Aboard ship, mainte nance activity takes a greater portion ot our work day than many of us realised, and this percentage is growing rapidly. In a book released last spring, the Operating Manager of the Joshua Hendy Corpora tion uncovers the fact that maintenance activities account for 59 per cent of re corded man-hours in a fleet which em ploys seven different types of ship*. flic voting cadets at the Merchant .Marine Academy at King's Point are learning that with increasing automation, main tenance will increase more than 55 per cent to finally take 75 per cent of man hours. There is another consideration which u a real dtallenge to safety management, a challenge easier to win today because of automation, computers and electronic data processing. The answer is to manage safety the way production is managednut by nut, step by step--and to encourage chipboard supervisors to join you. fit recent years, you have been able to reduce accident* by programing such routine activities as handling lines, load ing and unloading cargo and bunkering. It is our belief that much the same thing is possible and valuable for material han dling and maintenance activities, including emergency repair If you rati reduce haz ards on the routine operation by antici pating trouble, you can do just as effec tively on activities that are not routine. Admittedly, it is a little m*>re difficult, but it is an effort which hear* a golden iruit. The cost of half-hearted safety manage ment runs high. The price of sending parts and materials to a ship without knowing how those supplies will he moved from the spar deck to engine spaces can .-omc to more money than the value of the supplies. For every man off youf ship recovering from an injury you are paying two men. Von are also paring transporta tion costs, telephone bills, costs due to ship delay, office personnel travel cost* and a host of expense* that may never le charged to safety, but are inherent in 51 I i l,i n* -atVty iw. mil mutiafor 'm ti |-iti ' 1 i>r t .*t ki-pimi a man -i* maintenance ami cure ior otic day nmiM 1m\ J5 lt*a\v of bread, for one week n w.,uil buy a barrel of lube oil. ihe evidence wc unearthed can be unmiol up a* iollowi: i. Manv f' our accidents could be trnrrd to maintenance and material handhlllf J More hour* were spent in these acmmo titan we had previously docu mented. 3 These hours, particularly mainte nance, were on the increase as techno* t-uiral improvement* were employed. 4 Men. like machines, have physical limit* which should be accounted for in the design and implementation of our j. Programing maintenance procedures, including emergency repair, and better planning for material handling were needed at both management and super.isfirv level*. 6, The cost of maintenance and mate rial handling problems was high enough *<i affect the vitality of our enterprice in sho*e davs of intense competition, Well, what did we do? Basing a whole new program on the recommendation* made in tins study, we began to take action. Wc hit walking and working areas first, surfacing all of them with an effec tive non-skid material. To prevent falls, h..dy and hand injuries when crewmen -acre removing or replacing hand hold plates on sectional boilers, we asked ships' engineers to give us ideas for a portable '(aging for Ixiiler fronts. The result was a inur-yiiank, iron framed platform, com plete with handrails, enthusiastically acepted by the fleet and now compulsory aboard ail ships. We also supplied each ship's enginennm with air or electric drive impact wrenches tr> cut down hernia, body strains and hand injuries experienced in this maintenance operation. On our latest rehmiured ships we have installed an athwamhip monorail with an electric traveling crane, complemented with a viptare clear drop opening for towering and raising machinery parts and refuse into the boiler rooms. Wc anticipate even tually extruding these momtrad* ""t-i-hthe cabin wall tn |cnmt complete pW-up of toads over the door coaming*, u tiu-U continue to lie * serious accident hazard We have installed gravity oil dump lines from the spar deck to the engine room storage tanks to permit dumping lube oil from the spar deck to the storage tanks, eliminating the hazardous practice of wrestling 55 gallon drums of oil tl**wn stairways. On our motor vessel "Bargny" we re cently installed a curved monorail, with a trolley over the main engine injeemr* to facilitate mechanical removal of inter ior* each W'eek for inspection and clean up. This eliminates manual pulling and carrying on this routine job. On the same ship a semi-portable staging platform wa* installed to permit the engine crew to expedite hourly checks on ml and cooler*. It functions, also, as a platform to dis mantle the air blowers and quill shafting. Alt ships equipped with propane tired galley ranges were equipped with jib Itooms and a special safety fence at the tattle house level. Previously, the pro cedure was to puil the gas bottles up the stairways to the bottle houses. Inciden tally, on this one we surveyed vessel deck officers to determine what they needed to make propane gas cylinder handing safer. This jib boom was the result, along with some pretty firm safety rules for rigging and handling which were adopted anil (diced in our safety manual. For handling telescopic hatches on our alder ships we now have a program ot replacing all portable block dolly bars with permanent stanchions. Incidentally, many of the other Great Lakes companies also have this installation. Along with our hatch dolly bar replace ment program we inaugurated a ship's study to determine if we could leave every other hatch closed when discharging cargo >m our 12.toot center hatch ships. The ships responded to the affirmative. We took our recommendations to ail d`scharging port authorities and won ap proval at ail ports but one. This substan tially reduced our hatch handling actwit v on about half oar ships and the- potential for the fatalities that have plagued this deck activity in the past. W- niiuinl all cumiiiuditic* going aboard 'Inp in lull jund or larger outWinn ?i/r* and requeued suppliers U* f(dun- (vu'kaur -i/r> from 100 pound* to ;d i*iuid*. Ui, -i*'I'l'cii -upplving muriatic tod ut gla*> jug* and are now putting it di.ud in (la.-uc containers complete with handle and e>rms:on-proot lids. We arc prr-i'utlv suulymg the advisability oi conufirns all -upphes presently m glass bol?ir* io plastic containers through coopera't"ii with our individual suppliers. 'A i aim made a lot oi minor changes; ht te cue you one example. An AB ->iir<.-re,| crnhed fingers while taking * iern flag pole to renew a halyard, 't >- niiu-dutely transmitted aecident sur- pii -d -iinaire* to deck crews to deterniii.- how they were doing this routine maintenance ltd* and how its hazards r-.oid lie minimized. Our new system <-! accident records quickly told us that \M-. bad experienced a fatality in 19-40 on tin* *anir job. and a number ot close calls "`u the >ear*. With this background, we quickly .Auicd approval to install stern flag poh- with lunge pin bases. We haw made some improvements; i`- expect to make others; some are till under studs, and wme will iiave to ".ut. Fnndamcmailv. thoticli. tins is the pattern m {he g>>al we seek. We want to eliminate material handling on ships' stair ways for either maintenance or supplying activities, oi any object larger than 12x12x12 inches and heavier than 25 pounds. This can be done by a systematic installation ot monorails with clear drop openings from weather decks down to the <. Acinus levels oi the engineroom. Over motors, pumps, gear reducers or ritiv machine which requires systematic -.t-rvicing of bearings and internal parts, we hope to sec a series of permanently welded pad eyes to receive chain falls, come along* or rope fall*. These will enable HH-n to "a alk" l<.i.l from pad t to pad eye to machine shop- ,tml repair area*, *o that men will tun i.c ti.n-nj !*eg a fall* that pulls at a VO degree ,ntkhecattsc they can't get closer to the ma chine. Whenever possible, monorails ami jib booms should be installed to complete the merlumcal movement trom one area to another, from one level to another I he objective is to couple all mir material han dling elements so that object* can be transferred as smoothly as the Harlem Globe Trotters handle a basketball--up, down, over, under left amt right without a groan or a strain. We have some other things on ottr mind too. such as mechanically operated staging for overside painting and air-lc** spray painting guns with pole gun at tachments. These are currently under study, but they indicate the direction ma terial handling applications will take hi the future, There is one thing 1 haven t yvt men tioned; that is, what happened to our saletv performance after all this commo tion, Well, in 1900 our frequency rate came down from our 20 year average ot to 5,2. When we laid up our fleet to end the 1961 season, wc had hammered our frequency down to ,&4 disabling acci dents for each million man-hours worked. Our efforts in material handling and maintenance did not create this perform ance alone, for we had been busy work ing or such things a* mooring cable ac cidents, slips and falls on statrvvav* and boarding ladders as well. But the evi dence point* up the fact that wc had been a nting at the right target when we at tacked the methods, means, motivation, magnitude, make-up, and mts-use of main tenance and material h.trdling *ai>ty problems. A TECHNIQUE FOR TEACHING THE USE OF THE COMBUSTIBLE GAS INDICATOR By GEOKCE D. WASHBURN Safety Engineer, California Shipping Co., San Francisco, Calif. M* t..*..,1 " \ !*.;..f tnrhtnp the iii- *-( Me >>.mliMi(l4c e:i imlurntijr. 1 is m c<.mmiittieatinn*r a haa method it,r ronveymg a niimtKT ot *j*rciiW idea* lo a selected group <tt emti!..vee The irlrot*,! jsrmip are (he m.ile* i ihe Maivtard riil Comp,wv r*i Cali* ( >m;i - wsuroine tanker* The specific ideas ,ir<- throe related tr the need tor using the i>imliu*nl>te ira- hichencor and the method i.>r it-inu M Tint wtil include a lew words in it* and testing. Vi.u tray a*k "V.lmt i* difficult in getting an nha across n a group ot men?" You may m> "Write them a letter or tell them: surely there S nothing difficult about that" The truth is that it i often <*tremely diffi cult tr. get an idea arn>, Telling is not enowcli. You may recall the tory o the farmer i\h< called in a mule training expert to train fits mule. The expert, after a long deliberate loch at the mule, selected a stout i t 4 ami struck the animal a tremendous blow between the ears. The dazed animal tank to ht* knevs. The outraged farmer de manded an explanation for the mule trainer's iictir.n "Well.** atd the mule trainer, "first mu h-ie to attract their attention." So it t* m oti r fields. It !<crmc appfirert that telling and writing were not enough a few vrar* ago when the tr'lluwing sect lent 'recurred, K marketing department rrew * maintenance men were ovcrliauling a lame horitontal cylindrical tank that lta>l leen taken out of the gasoline *ervn c. Tlie rrew rr.ni*ted of a tank repair foreman, a wilder, and a helper. The tank had 1>ron drained and opened by the crew in the day of arnvul The tank was left upen overnight To air nut. The time was in February and the weather was cold. The next morning, the foreman "inspected" the tank b> smelling ii and put his crew to work. All went well at first. Later in the d#v the welder wai welding a Udder onto liii- out-trie `hell of the tank. Suddenly there mi ,j tremendous explosion. The welder M.i blown - it the Sadder and fell u. iie ground. He later Mie.J of iu injuries. Tin foreman was blown ntt the tank and < merely injured. Marketing department regulation* require that tanks being repaired be tested with a combustible ga- in hraior prior to lu.v >iu ,un wofk done on them. Why had the fore* mfin not taken this precaution ? Because hr was not really convinced ot the nccc*uv <u making the test, and believed lie rouM > II if a tank was safe by smelling it. In other word*, managemem had faded to get an idea across. They had failed convince this man, one of thor supervisor* of the necesity of using a ras imhc-amr and they had failed to provide him with the training which would have enabled him to use the instrument properly and cr> tell whether or not the instrument was function ing as intended. The prooi of these failures was dear. The man thought he could test the tank by smelting; the instrument was in the truck and it was not working properly because the air bulb was on backwards. There have been simitar casualties m other parts of the company, one in a tanker pumproom where two men were killed. Management then decided to seek a better way to carry the message and the following demonstration was developed. We produce a variety of concentrations of petroleum va pors in a red can and measure them with the combustible gas indicator; then we prove that the instrument is correct when it say* that the atmosphere is explosive or non explosive, by introducing a source of Igni tion, an electrical spark. The demonstration is accompanied by the following explanation: This is a combustible gas indicator. With it you can lest the at mosphere oi tanks that have contained pe troleum or petroleum products and determine the degree of expbsibility up to the lower explosive limit You can also determne if the mixture is explosive or if It is too rich to explode. Now. let us pause and define 34 Marine Section uitic of the terms, including "lower explo very dangerous since it requires only the sive limit" and Too rich." presence of a source of ignition to produce Mixtures of any combustible vapor and a fire or explosion. air are igmttble ontv within a definite and Now with this combustible gas indicator fairly narrow range of composition, called we can test an atmosphere and tell whether the combustible or explosive range. For it is explosive. How does this device work? ynsnhne vapors, this range extends from The electrical components employ the Wheat about one per cent to about six per cent by stone bridge circuit There is a reference volume of gasoline vapor in air. The lower filament which is totally enclosed. There is ii-r!>t of tin* range is known as the lower .in active filament across which the vapors explosive limit The upper limit of the range are drawn. There is a zero adjustment which i- known a* the upper explosive limit. is a variable resistor. Prior to a test, after Mixture* containing less than about one i-rr rent are said to be too lean to bum; thev cannot be inflamed by any source of ignition, however intense. Mixtures contain the zero adjustment is made, the current flows in a balanced manner tn alt legs of the Wheatstone bridge. Now to make a test, a sample of the atmosphere is drawn across ing more than about *ix per rent are said to be too rich to burn. A closed space filled with such a mtxrure cannot be isuited; but if nI lowed to escape into the open air so th.it further dilution can occur, the issuing the platinum active filament through which a current is flowing. If the atmosphere con tain* combustible vapors they will bum on the surface of the filament and increase the temperature of the filament mixture can be ignited and will bum as a A minute ago I said that a mixture which torch. is too lean to bum cannot be inflamed by Mixture* within the combustible or ex plosive range are easily ignitible. and flame can pread throughout such a mixture either in the open or in a confined space. The rate at which flame spreads, called rate of flame propagation, will depend both on the nature of the combustible substance and the composition of the mixture For any one or vapor the rate of flame propagation will be at least at the upper and lower limits of the explosive range, and will be greatest near the middle of this range. From a practical standpoint, determina tion of the percentage composition of mix tures of petroleum gasoline or vapor with air is of rreat importance. Mixtures which re too lean to bum do not constitute a fire hazard, allhouth if a mixture is close to the lower explosive limb, some concern should be given to (he possibility that changing conditions, such as the evaporation of addi tional fuel, might change the composition sufficiently to nuke it explosive. any ignition source, however intense. How ever, this active filament has the spectal property of causing a burning or combustion to take place on its surface, even though the mixture is too lean to produce a spread ing flame. This burning can occur if there is am* combustible gas whatsoever present, and it becomes more intense as the quantity Is increased. This burning produces addi tional heat, raises the filament temperature, increases its electrical resistance and alters the circuit characteristics to produce a read ing in the meter which is directly propor tional to the amount of combustible gas pres ent and is expressed on the meter in the terms of exploiibtlity. The meter has three zones; one from zero to 02 shown in white, two from 0.2 to 1 hotvn in yellow and marked dangerous and from 1 to 1 2 shown in red and marked ex plosive. In the actual demonstration I gen erally ask a third mate to assist me. inas much as the deck officers are charged with the duty of making these tests in all case*, Mixture* which are too rich to bum do not contitute a fire hazard under the then witting renditions; but since such mixture may under *omp circumstances become di save where a licensed chemist is employed Now, Sir, do >"011 know the three things ymt should do when picking up one of these m-.Iruments to assure that it Is working prop, luted with enough air to be explosive, the erlv? No* Well. I will show you ami u-k iiffounding conditions must be carefully re that you aetuallv perform the test. viewed to determine whether a potential ex plosion hazard exists. Mixtures which are within the explosive range are potentially The first thing to do is to turn the in strument on. With this model the switch is turned on by moving the rubber bulls IS Witii tiui Safety Comrers \ t.ii <>h-ervf the mom of the needle on the ucirr, Should the needle tlv hard right it iiKiin* that imc part of the electrical dr um i-> broken hi <.u<h cate (he mot likelv break uill lx m the active filament which ;m rudy be replaced. Every mate riiould know how to replace one of these filaments. The instrument* should also he examined for loose eonnectinn*. Such trouble is rare. The ttrst let is to check the batteries. This is done by turning the instrument on, pudiing tiie red button and setting ilie needle on tlie green arrow. While so doing it is well to mu the needle up as high as it will It should go up to about 0.7. If it does not, it means tliat the batteries will probably require replacement soon. The second test is to set the needle on zero. This is most important as it sets the criterion for the measurements. Ability to do this assures that the electrical circuit is m order. The needle dintild fluctuate slightly as air is pumped through the instrument. The third test is to determine that the mecltani*m for drawing gas through the in- -trument i working. To do this, hold a hotter over the intake and squeeze the bulb. Then iler\e die buffi. ff ft remains flat for a few seconds, it means that the air passages .md die IhiIIi are tight and that air is actu ally Itetng pulled through the instrument. If desired a fourth lest run he made. A few' drops of gasoline mav lx placed on a piece of doth and tested or a test kit using methane gas can lx employed. Following the above true, the indicator is now- ready for ue, Where samples are to lx taken from paces where vapor conditions are unknown, or through constricted open ings or from inaccessible spaces, it is neces sary to u-e as a sample ho** to draw sam ple* from the remote location. To insure prompt readings, select the sltonest length dimpling hose tliat will serve tiie purpose. Place the end of the sampling hose at a tvjint from which the sample is to be taken, mid work the aspirator bull* `lowly, It will take approximately three additional squeezes *i the aspirator bulb for each five feet of hoi>c used to draw the sample into the indi cator. This ts In addition to the five to ten squeeze* it takes to obtain correct reading without sampling hose Between each test the instrument should he flushed out with iresh air, and it should be flushed out prior to stowing the instrument away. Wv mm mu vane test* in the ctm We introduce fuel into the can, agitate it bv turning a Ian so that the vai>er air mixture i- uniform, test it with the combustible gas indicator and then prove our test hy in-ertmy a source of ignition. I then ask tin .i-MStant to smell the atmosphere in the can. He is asked tf he can smell anything. He tan but he cannot tell if the atmosphere in the can it explosive or not. You <k>n't trust your rv.*e tor that, you ,:it a measuring device. That is what the iza# indicator is, a measuring device. .Vow we proceed with measuring the amtamt of iiaioiiue vapor that u in this can. We see tliat tiie atmospliere in the can measures 0-2, This means that the gasoline vapor in the ran is in the proportion of two tenths of the lower explosive limit. This provide* a comfortable margin of safety from (lie standpoint of explosibility. We have. Imwever. arbitrarily selected half of this vakie a* the maximum concentration In which men may he exposed. This is non explosive and we prove it by introducing a source of ignition. Now we introduce some more fuel and take another test. This read ing is 0.7. Wc are approaching the lower explosive limit but the mixture i still too lean to ignite. \t this point we might say a ward about accuracy of gas indicators. From a practi cal standpoint, a percentage of error in the readings means little. When you set the in strument on zero, you are designating the important reading. As you approach zero, nn error in the reading, say of ten per cent has less and less meaning. An error in the explosive range is of no importance; for once you know that it is in the explosive range, that is all you need to know. The sate of ga indicators is competitive ana has led, we feel. In some instances, In a good deal of wrongly placed emphasis on accuracy and versatility. The tanker mate at sea doesn't need an instrument accurate Id the third decimal place. He doesn't need interpolation curve# for gases lie ha* never heard of and will never meet in practice. These simply serve to confuse him. What he does need i* a simple rugged instrument and training in its u<c. Tliat is witat tve give uiir officers. . This is a good [dace to mention the flame screen in the tc*ter. This screen has been .Marine Vr/to tr-ivuivd l>c unremovable Were it rrlimn'd and replaced with a fitt nsr wot* a vicar bore, then it would be possible to igmte the mixture being tested. In other words, vou could blow up a ship with one of these indicators. Mates should be encouraged and required to take the instrument apart to the extent of replacing filaments and batteries but no otic should be allowed to make any changes in the original design. We now introduce more fuel. The reading ,it 0,95 is yet on the *ca!e of die model. Here wc approach the lower explvive limit md we may get an explosion. A torch is inserted with unpredictable result*. If there is an explosion, the rxfertment i* <t up Again. Wc now produce ami test the explosive votuhtion. Fuel i< added progressively and the atmospliere teied until the concentration tests explosive. The gas indicator state# that the atmosphere m the can i explosive. \V jiff.Vif this. Malrtnrnt l*> **---e**-; \ , , \tt explosion toHow*. We then produce the third riurini**u. , . when the mixture is too rich to Untile. Fuel i* added and the mixture tested. You see that the gas indicator needle rest* on 0-7. This does not mean in tin* nc that the concentration i* 0,7 of the lower ex plosive limit. The needle climbed throuch the explosive range and then fell lark <luv.it tKiiiti. It tells us that now the mixture is non-explosive, We prove this by in`ertie the torch. With this, tiie demonstration i- etunpleie. Several years ajro in one of ihe*e meet ing*, one tanker operator said that they did no? put gas indicator? aboard their tankerl<erau*c the mates couldn't u*c them, t disa gree, \ man who van handle a sextant, a tnnui >et, a radar and a hvro will hai-c tvtrouble with a combustible gas imlicator it he is properly instructed Our method ot instruction has been highly successful in nur ri*! and I recommend it tr. vrm BRIDGE TO BRIDGE COMMUNICATIONS By HARRY G- SCHAD Vice President & General Manager. Transportation Dept. The Atlantic Refining Co.. Philadelphia. Pa. I should like tu relate to ><.. vm b-wth the background which led to the cc*o*i':tl development of our prorram. the lorn' Ex ecutive Committee for the Improvt-merT and Development uf the Philadelphia Port Area, representing the interests of 20 separate or ganization* in our three-state Port arc:*, Pennsylvania, New jersey, and Delaware, describe where we are today, and, finally, rile a few illustrations of the day-by-day value of the hridge-to-bridge units in pro moting safer navigation and more economi cal transportation. Our story begin* back in the cartv month* of the year 1957, when the Joint Executive tTommittce assembled, under Captain Wil liam G. Anderson's chairmanship, a special Committee of navigational and communica tions experts for tiie express purpose of devising a bridge-tobridge radiotelephone system which would be used solely as an aid to safer navigation in the Delaware Kucr -d Ikiy but which would not !* muted to area- lh-iu;dlv. thi* ws* . tmun imvre-t endeavor with the -uigular i-;srfiw >*' -aumr live- `md property. Wc were touted bv. representative* of the Fed eral C-mmutiiciittons Commis-ion, the I'nitcd State* C.n-t Guard, tlic L'nitcd States Army , -orp* of Engineer*, the Military Sea Tran-- portatmn Service, the American Merchant Marine Institute, the Pilots* Association for the Bay and River Delaware, and numerous shipping organization* and firm? operatins in the Delaware River Port Area, In the initial stage- * contmutee activity, we carefully reviewed the circumstances *urrounding collision* in the Delaware River and Bay Area, A time went on, we were strongly convinced tliat many n these cnl- liytons could hare l>ecn avoided if the navi gators had been able to talk to each other in oruer to impart their intention* and ex plain their action*. It was quite apjwnt I'Mi* A'n/itirw/ Safely Cottgrcst th.it firidgr-tn-bridgc communications would >-* a strong ally of the radar set, but it safety oi vessels so equipped. This dictates the necessity of a common radio channel, <** equally apparent that the advantages continuously monitored. ni voice communication would not be re stricted to just those vessels equipped with radar, in short it appeared to us that a -hon-range radiotelephone, used purely as i navigational aid, would bridge the dan gerous gap which existed in communications t*efwet *hip*. At th point we had a unanimous directive from all concerned to continue our studies ;*nd tn pursue the vital question of which t\pe radiotelephone would best suit our need*. In diu*ting the ments of the con ventional two-megacycle radiotelephone for ihts purpose in pilot waters, it developed Therefore, there should be no choice of additional radio channels, and hence no pos sibility of the navigator or pitot listening m the wrong frequency. Only single-chan nel radio equipment meet* thi* requirementLikewise, when one navigator needs to talk to another, he will want in most caws an immediate and direct radio channel. There must be no confusion as to which radio chan nel, no necessity for selection, and, therefore, no possibility of using a wrong radio chan nel. .Again, only single-channel radio equip ment meets this requirement. hat whereas this instrument is useful in To assure maximum radio channel relia Maimng advance information regarding the bility, the equipment, itself, should be a* weather a* well at channel and anchorage reliable as the state of the art permits. It vondiiinns it would be impractical for our if a truism that the simplest equipment i* purpose because of its wide coverage and least susceptible to failure--no competent en Mtceptihnty to interference from vessels gineer will argue this point. Single-channel tiir removed from the are* of immediate in- radio equipment meets this requirement iere*t added reliability through simplicity. Of* Tlie same objections or interference aljo ipplv tn the citizen*' band. On the other luind *hr VHF short-range radiotelephone. b\ its very nature and limited range, ehmi- viously, the single-channel radio system eoold never substitute for the broader purpose of a multi-channel radio system, and n i> not meant to do so. nates interference and holds solid contact The multi-channel radio coocrpc used ct in it* area, thereby providing uninterrupted many foreign ports, is intended to provide * <minunicatio*i After considerable delibera a communications system to serve all short* tion, a program was worked out which ree- range requirements, including harbor can- ntmcmlcd specifications for low-power, trid, radar guidance, public correspondage, single-channel, VHF radio equipment in es tiup-to-shoec messages and imentap com- sentially two categories; mumcations. However, these diverse re 1, Permanent installations aboard those -hips trading frequently to the Delaware River Port Area: and A LJchiwdfhl rtliakt* portable ata whkJi would be carried by the pilots at all times and would be used aboard those ships which ini not have permanent installations. It was understood, of course; that the pilots would render a smalt charge for the use of their set* to offset the additional ex pense which accrued to them. quirement* which are placed oo the mwfcicharasc! radio system lessen ha dcwralnHirw for the specific purpose for wkfcfc the si*sle-chaimel bridge-t^brsdge y--" u * *rxSe<s--and tins, of mtiiw. ts a aMnaoniBSip. and direct line of cxcnmamcatYv w*Si t&gm in the immediate vicinity. At this stage of cor Ccraminee't witrnaea. And with the uasnuncBs support of aO ihrnr interested, we petitioned the Federal Csob mtmieaUoeu Comctistioo to wiitiimlmr osar program and to assign a fraqaeacy ae hr The recommendation for single-channel radio equipment as a completely independoit tuivigalionaf aid is Uud on several impor.uit reasons. Kur maximum safety and util used exclusively for navigational The Commission subsequently anttinriff easr program on a developmental buas aad ^ signed frequency 156.6$ Me for nancmtuanid ity, all vessels in the immediate area should he continuously aware of what is going on. The mere knowledge of what other vessels purposes only; but--to lessen the puswifeaSfl? ot the frequency's being used for other parposes--licenses trill not be granted * are doing, or intend to do, can increase the sels which are not equipped for genera! JR UcrtHc jrrfifwt '-<nirnunlcatians and wtciy purpose*. The {requenty is available to all commercial ve>- regardless of size, to government vr-- 10 other craft that can show need. l< bridge and lock control stations and to other diore-based stations tem'-olling navigation, upon proof of need. Thu*, our unique safety program was in augurated, The Atlantic Relining Company iiiid the Sun Oil Company have made pernianent installations on their vessels. These installations are preponderantly Motorola. Cities Service Oil Company ha* installed units on ships trading regularly to the Dela ware Kiver and ha* a supply of portable units to be used aboard other ships coming ?o the Delaware Rtvcr on an occasional hast*. The Keystone Shipping Company has made initial installations in Its fleet, and the riulf Oil Corporation has equipped selected harbor craft. Other shipping companies u*log the Delaware Rtvcr with a degree of regularity probably mil make similar perma nent installations. Most of the major tugboat operators have insulted the 136.65 Me frequency. The Corps of Engineer* ha* installed unit* in the dispatch office at the entrance to the Chesapeake and Delaware Canal, the draw bridges of the Canal, patrol boats, and dredging equipment. There are two high way bridges and one rail bridge ot the drawtype in the upper Delaware River which are <imifarly equipped. When our program was first launched, there were no portable radiotelephone units tvs the market winch were small enough ,ind light enough to satisfy the practical requirements of the Delaware River Pilot*. The Pilot*' use of portable units was to of primary importance, iIik* they wtr iesaneti to "plug the big hole," so to speak. * Stack would exist in accomplishing com plete coverage of ship traffic After a conxjerafcle anaoeat of missionary work, the *W*v m ecnnsxtinn with the radio special ly were satceessiol in reaching an agree-vw wsrir RC.A. under which this manu- M-ww vpptied pornble units which were -tnumjgwi&y smaller and lighter, with a wore reahstic battery life than anything avaibWe Tbw was approximately iwo-and-a-half .ears ago. \Sithin the past tew months, the Dataware Raver Pilots conducted extensive raid teats with new radio-telephone units marmtactureti by the General Electric Compwv. These new units weigh only ii wtmee* and .<fc completely elt-eontatncd with rechargeable hailene*. in * high-ini' pact plastic rase, about the tire ot a Pola roid camera- The Pilots were w* impressed with the fupenor performance ot this new and improved unit that they completed ne gotiations for the acquisition ot 100 sets. The Pilots' experience leads them to be lieve that this lightweight GE urut will pro vide a desirable extension of coverage with its more sensitive receiver; and its rugged construction should introduce a new level ot reliability mio the entire system. With an inherently trouble-free transistorized de sign and ample battery capacity for more Uian a half-dozen trips between recharging*. rh<-y expect to eliminate the occasional re ception interruptions that had been experi enced during the early experimental stage. The initial objective of our developmental program was to establish a reliable evalu ation of the problems and possibilities ot using single-channel VHF short-distance ra diotelephone equipment for navigational pur poses. This we have done, and 1 am happy to report such excellent success lhat the Federal Communications Commission ha< ,-'l'pted an Amendment to its Rules, es tablishing, as of October 1, the 156.0.* Me frequency for navigational exchange.* >n a regular basis, as opposed to the de velopmental basis under which we have been operating. The only geographical restriction imposed by the Commission is on the Grrai 1-akes. Incidentally, this frequency i* recognized internationally as an inter-ship and port op-nttiMi lr4uicv a* the rwult of the Geneva Convention m 1959 and is identified a# chan nel So. 15 by Appendix IS of the Radio Regulations. While it was not adopted in ternationally as x bridge-to-bridge frequency as such, it may be used for this purpose because it is an internationally assigned shipto-ship frequency. We believe international adoption will come about as a result of the excellent experience which has been ob served in the United States and as a re suit, also, of the spreading use of our bridgejo-bridge system among various United States Port*. The rest of this paper is devoted to the illustration of typical safety and time-saving 39 S"^! C^unr.'tx ffi \l,,n>r,- h ' .U.mlnge* ni lh* l-riiluc-tr-lind^e radtntclr*i*lrn When j inters l Manure lircik- fin Wat Ixvirds her ami immediately Minir oti (Ik radiotelephone equipment. This vquitmicnt might he hi* own or the vessel':* Krmanene installation, if it is $o equipped i ^cruinlly, all other shipping in the Dela- -i.m- River i* monitoring the -imc radio vbannvl ami a* the p<lot proceeds up river hr w iU l>e exchanging vital navigational iu- tWmatinn, not only with oncoming ship*. Imr :*to with other \ e**ei going in the -:mc direction. Sriu Hunger -We* "| haw found thi* firidge-lo-bridge plwstc to ! exceptional! \ useful during period* of reduced visibility" He goes n to say that the u*c mi mdi** hi the Chesapeake and Delaware Canal '* . Iwu resulted in greatly expediting ship movement.'* Cl might say, parenthetically that the Oiecapcake and Delaware Canal carries a considerable amount of big ship traffic and ft i* restricted to an alternating xie-war movement. For example, during fune of this year, which is a typical month, ships made a total nf 441 transits eastbound and 463 transits westbound.} He may establish conuct for several mile* ahead to determine if there is room m one of die approved anchorage areas, or he iiwf tie able ti team whether a fog conlit a mi which he is experiencing j* of greater ,r Ie**er degree upstream, He doe* nee get >>n the phinc and chat. He simply is noting I'otnlition* and re-Mving situations in hi* irva if immediate interest which mil] m*,rcn*e his snfety and expedite hi passage >tnre the uavismtinnal communications are completed rather quickly and finer ttie ranee is limited to about 10 miles, there i ah-oittteiy no problem of loo much traffic tor the assigned frequency. A he approaches barge tows, or as he approaches a river dredging operation, or as he approaches a drawbridge, he ran give ru|. ntnre and timely information as to his in* ivntinns and requirement*, and arrange in an orderly faditon for continuing his passage in -isiiiy. Hi* conversation* are heard bv all srftu-r* in ins vicinity--and they are lr** quoifjy helper} by tu*f listening. Amt j - nur*e, they often offer a word of assistance even though they are not directly involved. Captain Schellengcr notes that when he establishes comae* with the patrol boot at the Reedy Point entrance to the Canal he can obtain helpful information a* to the direction of traffic in the Cana}. This inrormalion allows him (o determine if he ran get info (he Canal upon arrival ami if not, he can begin to reduce his speed and decide upon where and when lie will drop anchor. In the stretch of the river above Phila* letphia. Captain Sehellcnger points out that the bridge.to-bridge radiotelephone is prac tically a necessity because the channel i* narrow, the ships are large, and there are highway and railway bridge* aero** till* sec tion of the river. Captain Sdtcllcngcr *av- talk to bridge operators, Zao, advising of their approach, thu* enabling the opera tor* to prepare for opealn* with minimum delay and mulmim safety. Captain Paul Ive*. in one nf hi* report*, note* tin* interesting experience, am] { quote. I dmuld emphasize here that this new equipment docs not in any way take the place or alter the neresrity of mmplytng with tlie roles of the nad art.I die ue nf the prescribed whistle signal*. It does, how. * ver, present the opportunity of announcing ..nd receiving advance supplementary infor. maiirm of intentions between vessels in close proximity whether or not in sight visually "f on radar. Previously this information only be predicted or assumed, many umc* with unhappy results. Members of the Pilots' Association for the Hay and River Delaware have similar (irruse for fhis equipment. Captain S. M. Tier Moure continued with m incident untit roachlag the head of DtUcvr Say. approximately six mile* from our tat--aded aarhMwce at Reedy Island, the muwk* * the cSeaepeaire end Delaware CmmmS, By thia time we were already obaerelw on uaueuai csngestloa of sfetpu on our reHer In and arotsid the anchorage. Bridgefo.prldge contact m established with the l aited ItilM Army JCagtaeera* Dredge Coewels," at anchor asoag Xewc*stiRaage lost above the entrance to the C * C* cosaL He infenaed us that he eowid count at least fourteen ships anchored in the vicinity and that additional anchorage *pae seemed to be at a premtim. At thin time, visibility has become re duced. to simoot sere, asd w further stewed our ship to study the iitiatlM and determine a safe plan for cooing to anchor. Just as we wre becoming recon ciled fa the necessity of anchoring along 40 it,., ch.tfim-i '-d***, since therw wns no room iti H*c snehornge. we were called by the mint of hi* loaded t(inker. "Olympic Brrexe," who informed us that he was about to gel underway from his anchor age, boring heard lht visibility was im proving up the river and feeling that hi* ship was too large to swing safely to the changing tide In Reedy island Anchorage, We Informed him we were bound foe the C * D Canal and would stop where ** wi re, to allow htm time to move out o{ tHa anchorage When w* observed him clearing In our radar, we mored ahead Into the space he had vacated m Reedy island Anehomge and came to anchor to await opening of the Canal. Thanks to these arrangement* made between the two chips using bridge-lo-brldge radiotele phone. whst could nave been an extremely Hazardous operation for both parties was accomplished easily and safely because hoih pilots had full knowledge of the situ ation. Till* Is an Account of on* brief experi ence in the Delaware Slvsr, similar to t -to nt experiences which an* repeated fair we*th-r end foul, day-in and day-out. three hundred sixty-five days a year. The number of accidents prevented wifi never t- tabulated store a safe passage tesvee 'to *tatuttcai but one fact is clear , bridgeto-bndge radiotelephone has been and ma`ixues m prove Itself to be a most mvaiu* itv -d is ntngation on the Detawar* &v and River. Otpatn R- \V, Bailey says that he beHe\e- iron hi- own u*e of the briifjtt'U^ hrylge nrlwAeteplHjne . . tliat other port* wcU to I<v4t into this invaluable il iu naiunmon." I am $ia>l to report that j ei-h)erab!e imere*t tn bridge-to-hndge ra ttutclcphreie ha been exhihited by ports all Aruuwl the ctHjntry: and m two areas, at trat, tint interest has taken concrete form. t`*ptam lr*?m (. Hamilton informed us that, i, nf Scptemtwr ^ of this year, the Hud*on River FUots are providing bn<!ge-to-bn<J(se -ervicr in the Hi>!*oo River lietween New' York City ami Albany. Mo. the Savannah Pilot* Association is r.-nydovinc * E. fmwiable units in Savannah Harbor Captain Joseph V. Ryan ha* told us that they have received nothing but .'r-ji-e trvan their Iooil people m regard rhi- nuipment. He said that they used <y .it thnr C.E portables in piloting the voekar -hip "Sai'annah" on her maiden voyjge. It is interesting to note. too. lh.it the K j "Savannah'' has an RCA \'HF radio telephone. including the bridge-to-bridjee channel. x port of her permanent communic iimxu riiuipment. \t *hi* point, t should like to emphasize flat permanent installations aboard each ves-cl have an advantage over portable units. The {nl.t`. t*rt;ldv i- mc.im j*r--v>l* -nmplctc cnvcncc in the |w*rt ;m.i. .md the pilot* are in lx* atiniulv<l t>r tlivir kevstone role in itic ilevcluximn iirulge-to-bn'lRc sy-tem in frt th Permanent in*lall;nuin-, itt tin* 'Hiut li n*>mti be used in the open va or in other Areas where the pilots twrtaWr wotihl n >i (- available, provided, of cour*e. that oilier vessels are equipped likewise The perm;*nctit set* draw their energt from tltc -hip'* t*uwer supply and. therefore, ran he u-cd tndefinilelv without womme afs*nit loti* r> i.iiture. They rover the de-irt*J runt* more reliably rtrwi cnniMeitly hevatf* of lhur greater p.wcr They al*o cun lw built more ruccetOv ami are- tiuref`*rr, nv*rv n-.uh'v leoue weight i n rv*r *n irrp*rti*i' . .tctur The increasing number -htj-- iwvmanent mstailations .uni trading i^"'" .ttnilar hailing port* i* x ruu-r iacu-' which -hould hHp to e*tabh-h bridw-i" bridge raibrkelephooe in those '-(her r*^* hf example, -hip* -ailina t the lVLwarc Riser irons Port knhur. Huustun. - ` ! Ox-pu* Chf**i have toun*} ifu* finder-"' firvlge radsotcleplione to be .t distinct ad- ntnse to navigalfiei in \ht**c l*>rt a* well i in die Delaware Ktvcr Area. Countless iatetnem* similar to ho*e mready quoted attest to the enthuii.istie mtor*emem at our program. Tt*se cited are typical or the reaction* of the man on <W bridge and more than ire we have heard him say: "We should have had this year* Affa" N-.it only the nxingators, I>ul also (he major owners and operators are grati- ned with the success of our program. I* or example. Mr. Jones F. Devlin. Vice Presi dent of the United States Lines, says: "The United Suits Lines' vessels navigating the Delaware Htver have found the bridge-W>* bridge radiotelephone communication a most valuable aid to navigation. . . . We are in entire accord with the continuance ot tin* program.'' The program has been endorsed by the Military Sea Transportation Service, the Beard of Pilot Commissioners for the State nf Delaware, the Navigation Commission for the Delaware River, an agency of the CVxnmonwenith of Pennsylvania, the Pa cific American Steamship Association, the Kmencnn Pefroletmt Institute, the Amen- 41 \`iilioiuil Safety Congress `in Merchant Marine Institute, the Ameri can Institute oi Marine Underwriters, the Inttitute of Lorxion Underwriter*, the joint full Committee, London, and numerous pub lic ;ul private agencies involved in the xd>. .nwemmt of maritime safety And now i come to the vital question: I Jes our developmental experience support nr enthusiasm and our claims of success i-e bridge-to-bridg* radiotelephone commamcaituti' Since only the official casualty record can answer the question, we asked tli* United States Coast Guard for info/t.unun covering accidents in the Delaware Hay and River during 1961. The Cum Guard determined that there were no casu alties where properly operating bridge-toliridge units were used by both vessels. There were no accidents in which the radiotele phone was considered to be a contributing t,trtr, litre the Coast Guard did state that " . the lack of bridge-to-bridge communi- caiion could he considered m etrmenr m c.vcfi m these casualties," JTirougliciu our entire program we have Iiad the halfling experience of being unable to price the real savings in lives, propers* and time which have accrued to the arc* tod the shipping industry by reason of the bridge-lo-bridge radiotelephone system. Since the bridge-to-bridge radiotelephone has prei i-med numerous situations from deveV**tng. we have no way of knowing bow <entat* the fiwequences might have been aad. for that reason, we cannot assess the full value of these units. The prevailing consensus, however, is that the bridge-to-bridge radiotelephone it aa ef ficient and long-needed aid to navigation. It is an effective instrument in avoiding col lision; it contributes to safety of life and `hip; and it reduces ship delays which fre quently result from inadequate rmiualu>n:il communications. THE DOLLARS AND SENSE OF SAFETY IN MARINE OPERATIONS By CAPTAIN H. S. BREWSTER Manager of Operations, Marine Dept., Gulf Oil Corp., New York, N. Y, ln today's Lusmcss atmosphere of in* . reusing cost* and sharp competition, it has liec-jme a fact of life that economic justifi avion for expenditures rmj*i h* provided, fhe rapid rate of technical advance since World War Two has provided vessel opera id's with n mas* of product* and equipment designed to increase efficiency and provide [*rnnd and operational safety n port and .t 5ei * purfHjse is to point out some of die ditncuitiet involved in economic jusufiration tor this type of equipment, Perhaps, here may be some suggestions which wiii liidp in the future, as other advances in technology provide us tools to operate ships with even greater safety and efficiency. Radar, since World War Two, has ad4 meed to the point where very few targe .fwtiv now in operation are nut so equipped. K majority of small vessels also consider u Indispensable, It may soon become mandatorv. Recent court decisions have held radar- quipped v*-*vU liable for accident* alien the radar was not in u* Initially it was u-lt that collisions between radar-equipped lessel* would be impossible, investigation >t omc of the early accidents between ve-cls navigating with radar revealed that generally the accident* were not caused In excessive speed or the careless operation o <vcr-eonhdenl men, but by mi*interpretation of the information given by the radar. This lias not been entirely overcome and may never be. because of the human element. Better training in the interpretation of the radar information has been invaluable. There are also now available many types ft rapid plotters for vessels with conven tional radar. True morion radar has replaced ill* conventional radar on many vessels and >' an important advance. After installation iif conventional radar, we are now faced Aith justifying true motion radar, and also the installation on Urge vessels of two 42 '/nun,- fi"ii radars, ten centimeter util three centimeterWe all know that even these have nut pro vided a cure-all and the human element is still involved. It is impossible to calculate the cvt of a roltision or grounding that did not happen, It is impossible to calculate accurately ship time lost due to fog. Full speed ut fog, segardless oi the number of radars or the efficiency of the operators, cannot be con* -nkred "giving due regard to the conditions and circumstances," Also radar still has its I,nutations when navigating a large ship in ,i narrow channel. So low do w justify ex* (niditurcs for true motion radar and for two radars instead of one? True motion radar removes part of the human error in plotting, but it still dees wl remove it entirely. When we consider installation uf ten centimeter and three centimeter radars, each with its own ad vantage, what is the payout* It is in the -afety at the vessel and her crew. They must Ime the best instruments available tor their safety. The value of human lives is not calculated in dollars and eents. The value oi human life is such that it over powers the economic payout of thu device. Sirw equipment designed to increase opera tional safety is justified because of the "afety to the vessel's personnel. When we plan today's large, high speed vessels, auto mated to increase efficiency, we must provide all of the available instrument* for sate upe-ranon for the protection of the men who .ire to man them. The bridge-to-bridge teleplione, to be ued in conjunction with radar and for navigation in congested channels, has been developed but has not been generally accepted yet Opposition has been advanced because it is a dngie channel system and does not com ply with the Geneva Convention. However, nearly every vessel has other equipment available for use on the international distress frequencies. The so-called "bridge-to-bridge" use of a single frequency insures that all navigators are listening on the one channel, therefore contact certain. The language barrier is also often men tioned in opposition t*> this aid to navigation. Hridge-to-lindge communication in any com bination ot languages can save lives. For this reason, it* use will become more com mon- The mu of the equipment is small and the payout is in lives saved. This mid to navigation will -aw -hip time Vextent, and u doe* aid > presnumn >-' accidents. The latter cannot W calculated If one life is saved, no further justification i- needed. The bndge-to-bridg* VHP telephones, a* ned in the Delaware River as a navigational aid, have proved their value in preventing evident* and are soon to be adopted by oiher ports. Prior to their adoption, it was felt that the use of radio telephones, cither in traffic control or as a navigational aid. would reduce the use of whistle signal* for parsing signals. It has been found that the rules ot the road continue to be followed, as in the past, and that the telephoned passing, -peed, and channel information met as a upplcmc*?* io provide greater safety. ' In a recent collision at <ea, two vessel were approaching nearly head-on. Ship "A" was steering about 2oG degrees; Ship 'B" about degrees. Both vessels were proceed- mg at a moderate speed tn fog. Both were radar-equipped with experienced master* on the bridge. There was at least one vessel westbound on "A`s" starboard quarter and "B" had two vessels eastbound with her, r.ne cm each quarter. *Ws" radar pilot in dicated "B" would pass to her starboard. To allow the approaching vr*els more rx>m and avoid cutting across the how of her quarter, she changed course to the left "BV* radar pilot indicated "A" would pa* to her port. In order to give "A" more room and avoid cutting across the bow of the ve*ei on her starboard quarter, "B*` changed course slightly to the right. The resulting collision caused considerable dam age to both vessels, but fortunately, no lives were lost. Three words in any language between the masters of thoe two vessel* would have prevented the collision. Larger vessel* proceeding in and out of narrow channels are now relying on shorebated harbor control radar and radio tele phonic traffic control, usually with VHV radio. Radar control of traffic Is invaluable in certain harbors in Europe and will no doubt be used m this country as time pro gresses. The ?t. Lawrence Seaway * ; good object lesson in the control of traffic by the use oi radio teieplions. The use oi radio telephones as a navigational aid for tugs handling the long rows on our inland water* 1* considered indispensable. 4i "'A.' Vut,./ s'-j/V/y Ccui>/r*`.fr A harbor surveillance *w*:m known a? <x"eu clmitgcd to produce a cleaner, dryer KYl'AN J R.vtur-Tptevision Aid to N<ivtga* ivyc of kerosene, which must be handled ('-to <* now under tet by the U, S. Coast orct'uily to maintain its purity. Years ago, `.nard in .Vw York Harbor, 'the picture, kerosene was considered one of the safest i mm a radar 'cope located at Sandy Hook cargoes to handle Tlie re were several ex -Miefiiijr an are* of 10 by 14 mile* from the plosion* on vessels loading kerosene, before `v.-rrow* to Ambrose Channel Lightship, is tt was found that a static electric current l.r<m<lca*t on a VHF television, Channel 47. was induced above the surface of agitated The presentation has been planned so that a kerosene. A* the rate of loading increased, relatively inexperienced week-end muter oi thereby increasing tlie agitation the current a pleasure vessel using a television set increased When loading kerosene into a .idapied lo c.lLiijncI 47 can liave the benefit lank containing a mixture of oxygen and -I ra'bir tor about ?w*00, when within tlie htdrocarbon* within the explosive range, or .ora. In big ship operation, it hat the aJ- if -iwh a mixture was generated, an * `.mtage oi indicating to the master oi a plosion would result when the static current vessel the amount of congestion he is liable it a* lii-clxirged. t'i experience, pnor to hit entering or leav ing the area. When fully operational, it U .u|h-<1 ibis equipment may become another aid for assisting vessel* through congested ureas in many harbors. With the increased use of iietrochemicaJ*, transportation by water tn bulk has become oxnmuniiLiee. The gas from these chemicals Rat he, and often is, not only explosive, lsrt dx toxic, special precautions are taken l.t.'KAX and SHORAX, Long Itange raiih these ex'*<ic cargoes to protect those A.ivtgnUun and Shore Range Navigation, .mimed in hamDing these products. A Stan arr mtunhlv aids now being more widely dard rocnfiu<tihle gas indicator is not sufli- adopted. Tlie^e provide precise navigation <-km to rr*t the air in empty tanks after five- within the area* covered by i! equip- chemical cargoes. Special tests are made to iiioit. The covered areas are bong expanded insure tliat none of the toxic properties until now mnM provide justifications for remain before men cm enter the.** tanks. the** instrument? m our vessels. The)' may Closed tank system* for loading awl di?- sii.t necessarily contribute directly to the charging, with vents on masts or kingpost?, .iK.nlaiH'tf oi collision, hut they do assist are required toe wane of these cliem/cals. the vc-sd to rtuimtaining Iter position on the normal ir recommended track of vessels procecdiiiB between |ioru. Tliey reduce tlse inaccuracies of detid reckoning, thereby proudinc a ^afer pe.< age. It U not difficult lo IiiiH a payout <<n tiiese instruments w the rvirmtil operation of the vessel. Internal tank coatings hare brought special problems in application. However, once applied, these caning* can easily be justified because of the reduction ot (os* oi steel due to corrosion and a large reduction in uutk cleaning costs. Tlie purity of product when transporting clean products is another L< >R \N stations are now located to cover advantage of the recently developed coatings. ,h larxe Pari of the seas north of the equator During repair periods, unemted tanks must md pr<'vide *aie navigation over a wide be constantly tested for gas regenerated in ,rca It t* being used by more and more hftdJv corroded tanks. Heavy rust permeated i ?-**! njicraior* to reduce time between with past cargoes of petroleum or its prod (irti and tu pruvtde one more safety factor ucts ha* caused <enous explosions in the tt u[enitH>n. For ship* in port, there past, it felt that while tank coatings oi ire now available many new safety features win types may present special problem* in I procedure*. Tiiese vary with die vessel, lieesuse of their reaction to the heat of tin* j,rt, and tlie type of cargo being trait?- welding or burning, a reduction m the cor A-rrvd- rosion of the steel will reduce die hazard One notable advance tn Safety in handling of regenerated ga*. IK-irnleum cargoes has been at the loading i<f k<*ni'cne and fl`-l Kerosene; became of tt* u<< .-is fuel for jet aircraft, now requires i ptiritv *`t product much higher than m prior years. Manufacturing processes have Most of tbe*c are step* toward automa tion. In tlie Untied State*, we have apfimached automation considerably `fewer than tn many countries because r>f the oversujiply ot labor and the resultant displace* 44 1 Marine SVehou HK-nt ot men. Automation, at least partial .iiitnmanon, in ship operation is inevitable ami t* <1um? at hand. Technical advances tmvnnl automation are all accompanied by .vlvanre m *afetv. They go hand in hand to insure proper operation, safety, and effictenev ot the instruments used. Closed systems of loading and discharging with automatic cutoffs to insure that the tank does not overflow or the pressure become lQ great are already m use. We are constantly increasing the rates of transfer nf cargoes on tanker* by larger valve* and pipelines, by higher pressure* from more powerful pumps with quick acting valves to control ihem. The next move will be towards central control points fo that the vessel may be properly and `Middy loaded and discharged by a niimnnim crewr using remote controls lor valves, pumps, ullages and mooring line hamltmg. With these ate combined a system of auiomalic and emergency shut-offs to cover xm iintorsccn emergency. Increased cargo tramter rates would otherwise bring with it increased danger to die ship and ship* personnel. A* we look ahead towards increased effi ciency, we are also looking altead toward* increased safety, resulting from the aware* ness of the value of human life and health. Let u not in live year* ahead, fall into the pattern of some nation* of the world where the lots of human life i* considered insigni ficant in relation to the pregr*s toward* n selfish objective. REACHING SEAMEN By CAPTAIN ROBERT H. SMITH Manager. Safety Dept., United State* P. ft I. Agency. Inc.. New York, N. Y. Refore w* r;itt uw-ttvate our -cameti (> act ,*telv, c itut-t ilevtse practical mean? i>f reachim; iltctn With shift* sailing alt nut die world and -vlieditk* changing a* cargo offers, we tn the marine field, of necessity, have i*j dewiup a *pccti approach. '.Ye know what we would like to do and what the frequency of our shipboard Inspections <hould I*, but that is lieyofid our limitation*. When a ship i* tn port and seem* available for safety inspection and discussion, many inher t*r*o* with important business mi hoard have priority claim on the time of key personnel, in the press of time, it i* im practicable tn *it down and thoroughly dis cus* safety matters that were difficult to 'teat with adequately by correspondence. An>une who has sat in Mate's office trying to net wane safety point across through con* tmtud interruption* bv the stevedore. tune<>ne needing a |as*. or the arrival of store* i> be checked, wilt appreciate this point. In considering the type of communications problem* our industry faces, I shall describe ome of the solutions which we m the Marine Orfk* of America have found in our exjwrience to work. Often when a company inxumr* alarmed at increasing insurance rate*, Jot* of good men aboard their vessel,'mmI jrcffi*rni deterioration oi fleetwide mo rale, it decides tlui a tigornits safety pro gram i* the answer. It draft? policy direc tives, >eii up a aftv program, and write* strong letters to the ,Yfa*ter* dm their ships are to hold safety meetings. Then the ques tion arises--who is to 1* in charge. Actually in riinrge, not the nominal head. Now when anyone 'tales that all safety i* the *amc and that miJots are no different from other people. I have a few inward res ervations. This may be correct in theory but for practical purpose* a successful shipboard satetv- program dioutd be run bv seamen, A per-r*n without a seafaring background will have a hard time selling i.iicty aboard ship. He wiit find it difficult to be accepted, to lx listened to, and his slightest mistake in ter minology or marine practice will !e *cuwi upon to hold him and safety up in ridicule. Seamen like to dunk that (hey lead danger ous live* even though modem sailing i? a far cry from the Cape Homers, when "lay aloft and furl** during a howling winter gale was routine. The hazard* are still present SalunuiJ Safely Congrrst |nt they Ate now or :i more technical naturf, requiring technically mined and sat'etyi<<n><ioits men to control. \fter e*t*bl!htng a* company |tey that i chipboard safety program mil be pot into ti-rfcct fleetwide and a responsible, experi enced man respected throughout the fleet, placed in charge, it it necessary to get the message to the ship's personnel, forcefully ind through as many media as possible, First, there should be some baste safety textbook. The U S.F. & I. Agency's "Guide to Acci dent Prevention Aboard Passenger and Car4'j Vessels" or ``Aboard Tankships," has been otir osn answer to this. There are sev eral oilier*. Many of the Gil Companies' ' Marine Operations .Manuals" are devoted 4mo*t entirely to safety. Other companies have loose leaf books of safely memoran dum* which outline procedures relating to *a?etv. To supplement the manual, company safety bulletins issued on a monthly or quarterly l asts may be issued. These usually contain the fastest safety news from within the fleet, itrrrnf standing* in safety contests and pic tures of safety gadgets developed aboard 111.11 have fieetwidc application; they also discu'is a safety topic or two in each Issue. an example of what such safety bulleiins cxn accomplish, this Spring, Mr. Frank Vewton, chief engineer aboard the SS Lyket, was awarded the President's Metbl of the National Safely Council for saving the life of a fellow crewman who had been nearly electrocuted aboard by arti ficial aspiration. Articles on artificial res piration and mouth to mouth resuscitation had appeared in the company's safety bulle tin pnor to this. A basic communications medium aboard .tup far safety discussion and safety indoc trination is the safety meeting. We recom mend that these meetings be held at monthly interval* and that they be carried out at the departmental level with department heads in charge. In this way, a more homogeneous group is assembled and the safety message .inif iii*cuion ran be confined to the group's t*-cific requirements. We feel strongly that me department heads should conduct these meetings, because they are the acknowledged fnders, have the best technical backgrounds tor the task and have the time to prepare agenda which will make the meetings in>-re*ting and worthwhile. Departmental safety meetings can be fol lowed by staff safety meetings of all oo.cers, at which time constructive reccsr mentations from each of the department-* meetings can be considered. At-o, comment* or recommendation* brought up at the de partmcnul meeting* tliat could not be settled there, can i* discussed and decistern made, if possible. When policy is involved, the rec ommendaiions can be forwarded to the com pany with the c<*nmerits and recommend*tio*t* of the Staff- All hands should l<e uivtted and actively vr,eouraged to attend safety meetings. The larger the turnouts, the more effective will foe the results and the greater the interest a safety which will develop among the cm. The agendas for meeting* of the unlicensed personnel should be thoughtfully prepared by the department heads. They should include work studies of specific jobs in order to de velop safe practices; submission of recom mendations to the staff safety committee for accident -prevention; and discussion of shiphoard safety ami items from publications or correspondence on matter* of safety *mwei to the men. Approximately half of each meeting should foe devoted to instruction and training in the use of safety gear and equipment on board, such as oxygen breathing apparatus, Are ex tinguishers. all-purpose nozzles and first aid; also on such topics as what to do on dis covery of fire, man overboard, gas asphyxia tion or depletion of oxygen. Emphasis should be eo the stimulation of safety consciousness by ail hands. We have found that when training periods are well prepared, the crew look* forward to them with interest Ab senteeism ceases to be a problem. The in structors gain by these periods, for no'" " teaches a subject to a man like teach: to others. Minutes of each meeting shou.J be recorded for later review at the staff meeting and for submission to the home office for review and comment, and alscy when desired, by the Underwriters. The staff safety committee should con sider all recommendations submitted by the unlicensed personnel; act on them promptly: and carry out those which are meritorious and practicable. When recommendation* are rejected, the reasons for rejection should be stated dearly and convincingly, Reports oi safety committees should be posted on bul letin boards for all hands to read. V, We review many minutes or vesel safety meetings, both departmental and staff, and are careful to -end prompt and thorough answers. When possible, we compliment ship board personnel, for it is not an easy job to ma a shipboard safety meeting. We make our criticism constructive <1 cite example* to show why we do not agree with the ves*!'* djyeussion or procedure*- The written word, unrelieved by inflection or gesture, fre quently conveys a much colder or harsher meaning to the recipient than is intended. This must be guarded against constantly. One of the most frequent questions raiel when we are aboard vessel* is, "What can I *a> in my safety meeting*? We have gone over the umc old *tuff time and time -.gam." This is a valid question and indi cates one way in which a company can be <t great assistance to its shipboard person nel- Ships should receive a continuous flow ui interesting, practical, worthwhile, up-todate safety information which can be uel a* topic* of discussion at safety meeting*. Such publications as the Coast Guard*' "Merchant Marine Proceedings," the Na tional Safety Gurnet!'* "Industrial Supervi sor," and bulletin? from the Acddcnt Pre vention Bureau of the Pacific Maritime \ssodation. are always good. George Seal's evcrflait cartoon* enliven the Accident Pre vention Bureau's safety pamphlets. The U S.P. & L Agency'* contribution is in the form of safety letters. Our intent is to give each vessel a topic for dt*cussion at each monthly safety meeting. To that end we issue bi-monthly general safety letters. We have a special set of supervisory" safety let ters which deal more specifically with prob lems of department heads, also Issued bi monthly, alternating with the general letters. We have a tanker series for lankermen, a cargo scries for cargo ships and another for inland vessels which deal with topics of special interest ameng these special classes. <>ur safety fetters hare received gratifying attention and the present circulation is over 2,500. They are frequently reprinted in other safety media- .Vi anotfier training aid. Mobile Interna tional photographed the diagrams appearing m the front of cur tanker handbook and luid them muunted a* four by four plate*, using them in conjunction with their safety meeting*. The results so far have been most stratifying. With one of these diagrams pro jected on die screen or even mi the bulkhead >t the recreation room, a very timulatmu di'cusston can be started, raising such quetions as: Where is the valve that needs clos ing located? When a hose lets go, what else would have to be done? While the preenr slides are four by four, it would be easy enough to have them reproduced on 55mm film and then use them on a compact .15mm slide projector. It would be much lighter and easier to carry from ship to ship--prob ably tm expensive too A topic frequently discussed in maritw -aietv literature b the "Williamson Turn ' u?ed when picking up a man overboard. Jr. this connection. 1 should like to quote a letter ent to his home office b% the master of tin AT Colton Slot,': "On August 4, 1962. at *645 hours, referenced crew member fell overboard from the starboard side of fore deck. The vessel had departed Nagasaki enmute to 5-eattle, Three men were detailed to throw scrap dunnage over side--a small *tack of which had been temporarily placet on top of empty boxes towcd siirboard side of foredeck. The weather was fine, clear. Mid dry; wind southwest four, while live sen was light . . , The man stated that when he threw his end outboard, a nail eaught hi* glove on his right hand, which caused him to tote balance and teeter on the concx's edge. The moment lie teetered he realized that a fall overlioard was inevitable and. t<> fall well dear of ship's side and propeller, he gave a kick--or a push with his foot-- against side of conex. . . . Immediately after the man's fall, his working mates set up the cry `man overboard.' "In response." the ship amt most of the crew went into action at once. The master ran to the bridge and ordered vessel hard right; the second mate sounded man over board alarm; the two third mates reported to the bridge to keep lookout and maintain hearings on the swimming man. The elec trician threw a life ring overboard from the starboard boat deck; while (he chief male lustily gathered a volunteer boat crew ami deared away No. three motor lifeboat Cot launching. Meanwhile the man in the water, who saw the life buoy land in the water, .warn toward and caught the buoy, then went sailing away in what must have been a trong current. Under the chief mate, the boat was launched and the man was hauled on hoard at 1657 hours--or 12 minutes after 4? In* had ullcn. Allhmwlt unhurt, cxcct't tor a loiUy bruised nyiit side tluit api*afed the tallowing day, and a|>|.iremlv Mtffcring no -mum- affects trom hi* experience, ilie man vva- very tltanktul and rather sidwlurd." fust J4 days prior to this, the L'.S.l'. & I. Agency bad issued a safety letter entitled "Happy Ending" which discussed the prob lem- involved in recovering n man who has tnileti <verliard. One of the strong points * made in tin* letter was the necessity for t v:|icriettred lookout* to assume vantage pumt.* and keep the man in the water con stantly in sight. This is especially necessary when making the "Williamson rum'' beewu.sc the stem of the vessel necessarily swings through the hnc ot sight to the man in the water. You will note in the letter from which I quoted, how me two third mates retained to the bridge anti kept lookout, maintaining (tearing* on the swimming man. We hope Hum every *imji which received a copy at mtr safety letter will he able to do a* well, 1 should like to he able to say that ihi* particular vessel had received our safety letter and discussed it before the rescue took place hut. in fact, there wa not time for it to hair arrived aboard. 1 cite the inci dent merely to show what a well-trained and -..ucty.minded crew ran do when the chips are down. \mottg means which Iiavc proved effective in reaching die men. safety cartoons earned in L'nkm paper*--the Seafarer's Log and the ,N* M.t`, Pilot--always are interesting, As ihe-c two periodicals are thoroughly read and accepted by the crews, this is all to the An eajan`ui of the safety content in these and similar publications should be >i'tcimcd by till' men. The U.S- P. & 1. Vgency's safely putiiications have always ixeiefl available for reprint In marine periodi cal*, including the seamen's newspapers. The ''Lesvms from Casualties" section of the Gfci't Guard's "Merchant Marine Proceed ing*" also merits a wider circulation. There are nn secrets in safety; no jealously guarded tcehniiiuc* or surefire cures. The wider the disveminalirjit of safety information, the bet ter for all concerned. , fump.my official* *lu<tild rcmentljcr that ,m lime they are on board their sliips, they .ire cncimmiiicnting: every action > inter(riled bv a critical audience. M.itiv lmic< I h.ise l<cti on S*ard a dup iur a safety inpeciw>ti when some purl official has walked up die deck with a cigarette in lit* mouth. Vt hat good do exhortations and pleadings o- ihc crew do when tlm occurs? Another was to shut off communication with a vessel** crew is to withhold actu-n when uhvtoti* safety haxards are reported. If a safety measure n recommended on board ship, harked by the staff safety committee anl master and approved by shore management, it should be earned out promptly. When it is deferred from voyage to voyage because i-) tight schedules, prevention of welding due to inflammable airga. and similar reasons, it becomes a bone of contention and a rally ing (mint for malcontents. Time can always he found for improvements or repairs hi men *f will, and shipping compaiue- -hould be tealous of their reputations for being genuinely interested in the welfare or their men, (me further wav in' getting the safety message through i- by insisting upon disrijdinc, Ttve use of incentives to promote n safety program is ,ilo welt recognized and has been worthwhile m the Marine field When we consider the amount of money which a vesei wilt <aie a company during the course of one year, tf it operates without a single lost-time accident, a substantial re ward would seem to Iw justified. Some com(.niie* give cash award*, other* conduct shiptwnrd award ceremonies with appropri ate addresses, citation* and pkufuc*. still oth er* give individml prizes tor outstanding contribution* to safety. My own feeling i that an award should be suable and of a type which will continue tn be of benefit, I do not favor cash awards. Cash award* may be quickly dissipated and forgotten I think that for the some amount of money, an excellent movie projector could 1* awardeil as a prise. This could l* u*ed for showing the numerous safety films available and would he a valuable recreational aid. Upto-date movies can be rented and shown in conjunction with safety film*. Perhaps the company and crew mold share rental cost* nt rcrrcMxrai films os a 39/SO basts. Let us get lack tn the fleet mfety director iur a moment. He shook) spend as much time as possible with ship's personnel, riding the *tiip Iwiwren ports for five days or so. it* >4 jut overnight. Not too long ago. I -IKnit five ibyi on a cargo vessel going from \'w York to Houston. Even Ute weaken*! in the middle of the passage was devoted to ,1/arote Seflion aicty. \\> found something to do every iSav and talked well into the night with dit* i`>cnt officer*, because once the* had the opportunity to speak their minds on safety without other things interruptint, they had ,i lot to say. Sufetywise. I learned more in this five day trip than 1 was able to impart. I was able to make the return trip on another ship and the same tiling occurred. I see no reason whv this sort of safety in-peetton and in doctrination program it not carried out to a greater extent. 1 hazard a guess that on runs to Panama **r even Trans-Atlantic runs, it would invoke very little lost lime. Hie MSTS Atlantic Area has carried out an tmderwav program aboard their TnuvsStlantic vessel* for a number of years, with very good result*--dearly evident when w* look at their accident frequency ratings. This t* one way you cmi ft*rt iu the men with a reasonable degree ot rertainty that they will be in a receptive frame of mind. In conclusion. I should like to propose one new approach. While our ships' officers, in general. are well trained technically, and are competent, many ot them do not have a good grasp ot fundamental leadership principles and teduiHjue*, Indeed, many of them would reject the idea Hum they are exIleered to be leaders ur executive*. Look at the armed force*. They realize their needs in this field and they have met them effi ciently. Leadership principles and qualities arc indoctrinated into young officers from their first day. The Services have developed textbooks, correspondence courses, films, lec tures, discussions and group summaries, Vmerican shorestdc industry has recognized Hie need for this and is following suit. The knowledge and basic touts are available Must we m the marine industry lag behind? I propose that tins group take steps to develop an educational program for its stiit*hotsrd officer executives, stressing leadership and safety. We have teen what can be done by this section of the National Safety Coun cil in tlie past The excellent film "Fire Fight ing Aboard Tankers." conceived in this group and produced with the help and hard work of some members of our Marine Section, i* an excellent example. A text could be worked up and presented as a correspondence course. One of the universities which has a Mfety division, such as the N.Y.U. Center for Safety Education, or Tukute U, in Lou isiana, could he consulted. Cerlainlv our Government should have a vital interest in Mich an undertaking. At one time the Mari time Administration had correspondence courses for seamen. Its "Stability" was n first-rate rcmr*; ''Safety-Deck'* was an other. Tlvey were dropped. I believe, "for economy reasons," hut tltc know-how and background material mu-t still he available Axnewbcre As a start, I prop**>-*. *xdy a course in leadership teclinii|ue with emphasis on safety. However, if It prove* to be effective, who can sty what other ciiarmd* could not t* navigated in this manner. I ran *ee wide areas m which correspondence course* should he welcome--anl valuable. There t* no good reason why eitucntioo or training sitould s(0(> when we go to sea. In the automated fu ture which looms ahead of u. life on hoard ship it going uj t>e increasingly complex and demanding. Its undoubtedly rapid evuiutton will require continuous training and now- is the time to lav the ground work for such future development. 49 1 IV&J Witujnai .Sn/c/v (. t/n.fr.-vj- Marine Section SAFETY INSPECTION AT SEA By CAPTAIN GEORGE H. EPPELMAN Mann* Superintendent, United Fruit Company. Boston, Mass. bwne ic.ifi* the L'nmrd Fniit c.m- |ny imutmcd a -.netv procedure which provided, among other time- that the marine safety mspecmr carry chit ihe bulk >t his work while the various vessel* of the fleet were ai Thi-t was done for many renron., * fen nr which arc enumerated U1,. l. Our trade rous*-, being comparatively -inert and involving f*t turnabouts, lend ihim*elve* well to *uch a program. The in- jaxtur traids southbound on one vessel and t-iull) transter* to a northbound vex tel at a cr.nvenienr port and return* to the States to a comparatively short period of time, two week- or less. Sometimes it is possible to ewer three or four ships m one circuit. In each ca`< the inspector has at least two full lav* a> tea, usually under optimum condicion, tor the furthrnnee of his objective*. We found that in this way ihe entire fleet amU\ t* pmwwiwwlv sin# *#4 in iK*>m % <W. llfdtt'tfiff far (he usual layovers in S'-irt for the in*p*U?rs vacation, report* to f'eaikjuartcr*. inrtkipauon in industry and government safety functions, statistical nalv-et, etc. 2 Coder the circumstances of fairly fast MmaUiuts in the home ports, any genuine effort tn apply an intelligent safety program >* almost hopeless. Crews are in the process oi changing, signing off, signing oo. and taking time off. The vessels in genera! are undergoing voyage repairs, taking bunkers, t->fe, witter and are in an entirely unre*epttve state for the promulgation of safety mindcdne-s except in a most perfunctory iMiiner. Fur these reasons it was found *k*irabfe tn limit safety matters in the home j..rt tn features strictly characteristic of the MtiBiun, ir., matters relating to dockside protection, proper gangways, safe methods <>f taking flum, bunkers. . With re-pect to otlirr aiciy mailers, 'he undivided am] rnthusiaslic attention of .ill >.nicerned w:i- much mure readily obtainaMe at sea where boat drills, safely squad drill-, tirnubicd .iwidem conditions, could he carried mil, The procedure followed by Hie -net\ n-i-eiior mi board ship at ten U 1-e delated later m this discussion. I In actuality, spending two or more da> m board each rinp in dote contact with the mitre `hip*' company nut onlv afforded 40 excellent uj-portumty for the safetv m-pwtor to convey hts and the manage ment'* views on safetv to all concerned, but likewise provided a splendid opportunity for Hie safety inspector to obtain the views and suggestion* of the ships' people. In fact, many excellent ideas and suggestions were advanced from ihi* source. Fn this way, the worthwhile idea* derived from one vessel could be applied uniformly to the other vessels of the fleet at the time of the in spector's voyage with them, or sooner, bv circular letter or bulletin if circumstances warranted. We were (amcuiarly pleased with the vues* of the initial >tUfff into seagoing irwysvitaw, iTna rtjpcnjc trai rn hanced greatly bv the attendance nf the rterfc jl*f engine officers at the Kw fire Fighters School We continued the program from iu inception in 1948 for about ten '.siais, umd illness forced our marine safety inspector to retire, la the meantime a good many physical improvements relating to safety had been made tn the ships, and certainly a much greater awareness of -ateiv had emerged and was evidenced on Imard all the ships. We felt, In a sense, that the mission had bees accomplished and that uc could possibly do without the serviceof a safety inspector because of the fine altitude and intelligent approach to the prob lem encountered throughout the fleet. In the course of a year or so, certain in fluence* not originally obvious to u began to turn op. The norma! effects of the pass age of time in terms of personnel turnover tended to dilute the clement of safety in doctrination. Certain safety hazards were also overlooked for tack of the trained and experienced e>c of the safety inspector Furthermore, the factor of initiative in going forward with greater improvements, the adoption of newly developed'techniques. iIkI general up-gtading and up-dating of -eagumg safely was lacking for want of a -ingle individual to hear the responsibility. By the same token, tack of uniformity in applying safety standards and methods and lack of safety communication in both direc tions began to manifest itself. In the face ot tins, it was decided to reestablish the program of the marine safety inspector. Essential requisites to embarking on a program of this kind are * ?. The selection of an inspector who is nor partisan as to the different departments aboard ship and whose sense of illness In vokes the confidence of the seagoing person nel in himself as an individual and in the jirogram he is administering. Our safety inspectors have been deck officers. Almost without exception, however, they have been accepted with equal interest and cooperation by all departments aboard ship. Such a re lationship is obviously essential to the -iiccessful prosecution of a program of this s- md, 2. A clear cut statement by management o* the reasons for the action, the objectives -ought, and the advantages believed to be IftWllWWl. i! iitAuU K* A--r tO (fie ieegeuig personnel tn particular, u well a# to ]) othc/9 cunccjTird, that the ultimate objective is intended to be of benefit to everyone, and thus full cooperation is to be the advantage evi each individual in volved. This was accomplished ui our case by a circular tetter signed by the Senior Vice President and addressed to the ships. This circular letter introduced the new safety inspector by name, described the scope of his duties, requested ihe full cooperation of die ships' people; It a!o pointed out in direct language that the tarcty inspector would not detract, in my degree whatsoever, from cither the uirhunty or the responsibility of the ship's company; he wa there to advise and to be .wlvisedi hu concern was solely with safety matters; that pt-r$enalities and gossip were n*-t a pan of the program; that no one who --. Ic a reasonable effort in the achievement t t*fel> need have any tear of the program and that the safety inspector did not repre--ni tie home -ffice in any other matters. tin the other hand, the letter must clearly *v forth the confidence that management has in the inspector and its intention to prni >de full Kicking for the program. To give you a general idea ot what ihe inspector does ai e* (in iddirton to his many in-port and shorestde activities), let me hit below a more or less typical report of such an inspection trip: L*ctk dtportment All cargo gear is in good order and well maintained. AH Deck Department personnel are observing safe practices, except use of goggles while scaling. Sailors were observed scaling without goggles. This was pointed out to the Chief Officer, who immediately corrected this situation. .Ascertained iliat at least one deck officer aboatd has sufficient knowledge of >hip* radio equipment iytransmit and receive messages in the eveni of an emergency situation resulting in injury to ot I- -- die `erviees of the radio . pcrau>- if/Ww.'r. /i/cAK-tng wu/mcnf The Ufcboais, davit* and boat handline gear are m good order except for the follow uag: hwe located after end number itt? Wit W Wp V| f9lHr lfK 191 Min' fine u out ui ime anu lutdirt av /. creating heavy pressure on wire, resulting m d<cave being grooved from the wire. Recommend that new theave be installed and that the frame be faired and sheave re aligned. The lifeboat equipment is complete, m good order, and securely stowed in boat*. Motor ui number two lifeboat is run weekly to maintain in good order. This i* dene by a coupling to fresh water hose so that motor can be. run while boat is stowed in davits. The Smoke Detecting System wi sested with smoke and found m good order. Emergency spool-piece for connecting steam into CDs smothering system is on board and properly located, fitted with nuts, bolts and gaskets tor quick installation. (This is standard equipment aboard all our steam vessels to provide stand-by steam smothering in the event CO, U exhausted in early fire fighting attempts.) The portable fire-fighting and safety equipment are in place and in good order. Pmtrgeney dritlt Observed one Fire and Boat Drill on Wednesday, lime 27. Fire drill held at JQ;15 a.m. with scene of fire designated ai jl u*. iuitcii. Eight lenutlt. j Iki.W mm.S m .< iinmi'tiMH wall i.ilicr tmrrncnrv t Ul yt.it iutind tu i~ in pc"l VlamUm *lup drill held at HI JO a.m, \H l**ii- ilenred ;iid lowered to cribarkati-m deck In Ueit drill* all hand* reqiomied ]f.inptJv, i arm'll out their assigned duties. ,uid arc wvll trained and organized in emervrnev drill, 'if.vriny war i he emergency steering gear was tested iittT drills and found in good odcr, Gwnge liver to emergency steering from after bridge wav made and vessel steered ui this maimer. Change-over procedure was demontrsted carefully In* chief engineer In officer t-r-onnel present, Step-by-step direction* inr chanuitu: 10 emergency steering are p uted in steering engine room. lt`illiamson turn \ \Yill>am<>n turn was executed at -4 tiO pm, Thursday, June 2St, with vessel on v'fiirsc nt 002* true. Empty five-gallon can thrown overboard at 4:02 pm., wheel was put hard right until vessel w$ 60* to right * f cunr-v, then hard left until vessel re turned to opjiosite course of 1&2*, at which cme object was 5* on port bow one-haJf mile away Time consumed V/t minutes tn tint* vessel was hack to object. Turn con.idered very satisfactory. ` ipu'mc defartnumt The general condition of food plate*, tuN.ruom*. etc., M*t*tdered very good. Fire t.ami |v>nahle fire-fighting equipment m place and m m*i order. Reach rod to mimlwr .4 .Wp etpi-tlinne valve is con* >ni<*led f r--l and knuckle type connec tions, i iq-crated trten inside passageway -tarlv-xml ode aft, and is in good working .n-ftcr at lilts time. Safely instructions for liurineer* while vessel is in fog are posted .!*ive log desk and are as follows: 1. Open port and starlionrd turbine astern guarding valves. 2, Call chief engineer, .1 Clo*e both \VT doors to shaft alley. 4Partially close \VT door to fircroom. ' In emergency, remember equalising i live in Freon room. This is an excellent tdm. Suggest all ships adopt it. <J, u'jrdt ilrf-arlin. Ht Galley. vitirvrcmtns, dining saloon and mr halls are clean and well maintained, Recom mend that new chain and hook be installed on lid of garbage chute to replace damaged hook. Recommend new rubber runner be laid on deck lo dining saloon to replace worn runner, Observed light-weight re frigerator doors installed several years ago to be m excellent condition with no detect able loss of refrigeration integrity. (These doors pioneered hy United Fruit, have been enthusiastically received hy Steward's De partment personnel and have markedly re duced accidents. We have now extended the use of light-weight insulated doers to reI rig*rated cargo clumbers and elsewhere.) Observed automatic ice-cube maker lo be functioning aiisfactorilv. Deck ami vicinity free of any water or tee and conditions both afe and sanitary. This machine meets all ship's requirements for tee, Sfr-ciat I/ft Ship was jury-rigged for fall-out wash down, nine deck fire lines were fitted with fog heads and attached to handrails or other convenient fittings, in position in actiiev-e maximum topside coverage. With ship under way, battened down for wash and started fire pumps. Swung ship in figure right. Han for 25 minutes and observed practically complete coverage. This was done with no special gear beyond vc*el normal equipment. Safety meeting Safety meeting held immediately follow ing fire and boat drill. This appears to be a most appropriate time, as most of crew is present and receptive to safety matters. Use and precautions in handling Very pistol* were explained and three crew members actually fired flares. Discussion of safety standing of United Fruit Company in indus try and this ship in the fleet was held. Statistics indicating frequent categories of accidents, their causes, prevention, and treat ment also covered with interest evidenced hy all on hand. The foregoing outline, of eourse; cannot contain all the import of the activities and discussions held during the days the in spector is on board ship, but it may serve to give an outline of the general scope and Marine Section .ipproach used. A part of his job is to dis- that safety meetings would not arrompU-ti , ,iih safety techniques both during the ship's the objectives we hoped for, Wc believed I safety meetings and casually on an informal matters and questions usually raised at ii 1tasis as the opportunity offers. these meetings could he more effective!) (White mam o( our ships are special dealt with on the spot as part of the davs jmrpose vessels running southbound in work. We have recently had a change of itdla.tt, our fleet also handles a considerable eart on this subject and have instituted the amount of general cargo. When such cargo practice of holding safety meeting* during n carried, the inspector review* the stowage the course of the voyage. Our meeting* are plan and the dangerous cargo manifest, as it not of long duration--usually held after fire relates to the proper stowage called for by umi boat drills, as mentioned above, or '.Vmst Guard rules, as well as practical con should circumstances warrant, they may !*e sideration* relating to the particular vessel specialty convened to observe and discuss a involved, Wc have found it necessary to specific situation of immediate interest vvTttc a private set of rule* relating to the At these meetings, safety equipment is 'towage of certain cargoes which may have demonstrated, articles such as oxygen ; deleterious effect on our reefer ships. l>reathing apparatus, discharging and reload While these are not of general tnie- -t to ing .f fire extinguishers, the use of Very' most of you, they are of great hit* ,i to pistols, mine safety lamps, high and low ns intramurally, and become an important velocity fog nozzles and many other pieces pari of tlie safety inspector's work. of equipment, both old and new. Not only is The general situation relating to dangerwn and hazardous cargoes is made a pert the discussions on vessels, even though they may be in holbst or fruit-laden, and such consideration* do not actually apply to the moment. A topic which generates con siderable interest i* the inspection of cargo gear. Our inspector can he of great assist tin* equipment demonstrated to tlie maxi mum practical extent, but it is actually worn or used hy crew members. Discussion not oniv relates to the directions or how to handle, hut the reasons for ihe presence of the equipment, tlie theory' behind it and the emergency situations to which each is spedncallv applicable. ance to the deck personnel in explaining the procedure* involved, not only in the paper work, but in the actual identification and coding of the many components, thus making tiie maintenance of cargo gear To required Ji previously noted, manv inlerr-line Mittsection-. Mime *o simple we wonder why we did not think of them ourselves, come from these meetings. For instance, a messman suggested the use of an abrasive strip on tlie standards a simp'e. orderly and well main tained process rather than a matter of some confusion. Advice on this subject is avail able lo deck officers both during the sea going visit of the inspector and during his h inch metal doorsil! to prevent waiters from slipping white entering and leaving the dining salcon. We found that such an abrasive strip with adhesive and peel off hack was on the market. We tried it. found visits in port. it very satisfactory, and it is now being put You will note that except for the fore going, not much emphasis is placed upon to u-e there and on various other parts of our vessels as well cargo gear or stevedoring practices. In our organisation we handle the bulk of that in mur maintenance and stevedoring depart ments, subject, of course, to existing practice in conjunction with Cargo Gear Certifica tion and Labor Department activities in these field*. Rest assured, however, that it is not ignored by the safety inspector and a good deal more than casual scrutiny is made of the general conditions of cargo gear and the attitude of tlie ship** officers in respect thereto. While we no longer operate pas-enger vc'fcls a* such, our modest fleet carries about 10,000 passengers a year. Obviously this is a field which distinctly merit* the attention of the safety inspector as most of the passengers are not seamen. They find themselves in a strange element and they need the guidance of the ship's officers, purser and steward's department personnel to keep them from injury. The officers are encouraged hy the safety inspector to keep the safetv of passengers in a prominent spot it was our view for a number of years among their daily concerns. We find that 52 iVts* Xuiwmit Safety Con^resr officers assigned to a cargo vessel are, per haps understandably, preoccupied with the -flip's business, the cargo and reports. Con tent tor passenger*, who mav or may not be aboard the ship on any particular voyage, is :pt to find a le** than prominent place in the minds of the officers unless reminders are timely anu effective. During the course of years and as an .t I tentative to the safety inspector program, mir considerations have explored the ques tion of appointing a "safety officer" in each ship or in each department nt each ship, h i* principally m ihe matter* of comnuirties- lion and responsibility that we found short comings when compared to the fleetwirle marine safety inspector program. After operating the safety inspector program for two periods of time, separated by an interval during which the program was inactive, experience has clearly demonstrated that the activities of the safety inspector, when well guided and properly supported, are essential to a well rounded fleet effort. The cost of the marine safety inspector program being relatively tow and returns high, serious eon* Mdcration of this matter i* recommended to *Meb fleet operator. AN ARCHWAY OF CASUALTY EXPERIENCE By COMMANDER CAROL L. MASON. USCG Chief, Casualty Review Branch. U. S. Coast Guard, Washington, D. C. "\S\* arc pari of all tb,u u have met, yet all experience inmn. an archway where tlimiiKla gleams the uwravcled world which tade* forever amt forever a we move." Translated into modem |ngan. this frag ment of the epic, n,vwr, read* "Experience i* -***r bet teacher.'' The Coast Guard hat one prime justtficanon for its partictjwiion in the field of i\*uatiy investigation and review---to assist m preventing similar caiualtie* from recur ring Progress toward (hi* objective re quires, even demands, cooperation and active participation on the part of all people con nected with the maritime field. Most of us, have probably experienced a moment of indecision or foreboding when our sixth sense warned us that we were playing an active part in an imminent accident. This premonition arose from our own personal "archway of casualty experience," if our Merchant Marine is to reap full benefit from the vast amount of past casu ally experience, accumulated at tuch a high cost of personal and material damage, more than just a sixth sense, is needed. While Coast Guard casualty investigations may fre quently reveal the need for amendments or additions to governing regulations, it is the part played by industry which tends to govern tomorrow's casualty statistics. For example, since there is no way m which we may tup the jirugrci- nt tunc, the factor <n aging is ever present. The task ot rum* kiting attendant deterioration and the in. visible breakdown ot molecular *tructurr, commonly referred to as metal fatigue, be come* a matter of progressively merraung concern. The architect, though guided by a multi tude of requirements, is relying heavily upon standardized strength factors contained ut the new materials to be used. Although tress requirements on new construction con tain ample reserves, well above minimum needs, it is this same reserve that suffers a progressive reduction through the passage of time. Our "archway of casualty experi ence" lends credence to the need for con tinued top-level supervision if we are to slow down the progress of deterioration. While the progress of time tt everlasting and Its rate cannot be altered, the progress of deterioration is subject to control. industry has long recognized the value* of progressive maintenance. Unfortunate!), perhaps due in part to the press of urgent business commitments, a vessel's scheduled maintenance program is ofttimes altered, t&cferred, or upon occasion completely ig nored. While not immediately apparent, such practice can. and in all probability will ad vance the rate of deterioration: or, at Ihe very least, incur unnecessary expense. Coast *4 Marine .'eetiH Guard Imjwclnr* will lw obliged tu jilacv greater demand* upon such a vessel during annual or biennial inspection periods. The tto-isiMe resultant costs, delays and frustracons nerd not be enlarged upon, it i* in dustry that will hear this burden, it ran ,iiso tie expected that the inevitable make shift repairs which seem to follow endeavors t.> tui comer* may contribute to a greater "archway at casualty experience-'' < m the subject of cooperation, tt continues lu be essential that the preparation and prompt submission of casualty reports re reive top-level supervision. It must be borne in mind that past experience is of value -illy when all of the pertinent facts are known. It is unfortunate that, upon OCC1..on, the person n charge ot a vessel in.otved tn a xumU> will delegate (he task of preparing the required written report to i person totally unfamiliar with the signifi\uit factors involved. How many times have the sutantssiem of these reports lcn char* inerued as "red tape," and thus i<en given merely cursory attention. Actually, the re port* should form the basis for an accurate analysis of the facts. To better understand the -igmtticance and value of certain form reports, let us briefly discuss Form 00-2692, "Report of Vessel Casualty or Accident.'* First, as noted under 46 CFR IJ6.05-1, the owner, agent, master, or person m charge if a vessel involved in a mame casualty 'hall gne notice as soon as possible to the nearest marine inspection office of the Coast Guard whenever the casualty results tn any i the following: a. Physical damage to propertv in excess of $1,500.00. b. Material damage affecting the sea worthiness or efficiency of the vessel. c. Stranding or grounding. <L Loss of life. c injury causing any persons to remain incapacitated for a period in excess of 72 hours; except injury to harbor workers not resulting in death and not resulting from vessel equipment casualty. This notice may be transmitted verbally, or in any other convenient manner, and -Salt include the name and official number of the vessel involved, the owner or agent thereof, and insofar as is practicable, the nature and probable occasion of the casualty, lie localit> in which it occurred, the nature and extent nt injury tn per*ntmri and the damage to property, in addition to this notice, the person in charge of a vessel shall, as soon as possible, report in pcron and in writing to the OCMI at the port m which (he casualty occurred or nearest the port nt first arrival. H is this latter instance wherein the Form CG-%92 comes into play and, as mentioned above, can only be submitted by the person in charge of the vessel. In most eases, this refers to the master. In other words, sub mission by the agent, owner or attorney would not be in compliance with the gov erning regulations. Further, if submitted promptly, this report may also *erve to pro vide the notice previously described, Thu* we see that its prompt submission temis to minimize administrative handling hi serving a dual function. Upon receipt hy the appropriate Marine Inspection Office, ihtx written report is re viewed by a trained investigator to deter mine. among other things, the advisabdily ami need for further investigation as u. probable cause of the reported casualty Thereafter, the report will receive attention by severe ncers in the normal chain ot command --.d ultimately arrive in the office ri the Casualty Review Branch at Coast Guard Headquarters. It is then that the material contained therein will be used in the compilation of statistical data for ulti mate release to the public. It is this data that serve* to guide both industry and the Coast Guard in our mutual interests oi maintaining a I ugh standard in the field of marine safety. ' Let us review briefly the statistical data complied over the past year tor the period. July 1. 1961 to June JO, 1962. I believe this information will furnish an insight as to why we must never permit ourselves to be come lax in the field of merchant marine safety. During the period mentioned, 4,208 marine casualties involving commercial ves sels were reported and investigated. Of this number, six were considered major and were investigated to' Marine Boards. The investi gations revealed that 166 persons lost their lives due to vessel casualties. 1J6 persons lost tiicir lives due to personal accidents not connected with vessel casualties, and 24J persons lost their lives due to miscellaneous 55 i/' `lilt 'ii/V/V < Vlt.jri'ry including rwtorat 'tenths suicide* and Vessels involved in col !> -midde* .with other vessels.. Vestel* minlly lost... The following breakdown i* intended t*i -bow the differential between the number of . tnnrrtemal tewl casualties occurring during *eaJ venr, t? s* compared to those occur* ririK during fi-eal tear, 01 : r/r Total Imunr 'UMjtltf,............. CSOS Casualties to veaseis. .............. f-rutnui Injuries not Inrulrlng iul casualty ............ ............ uT9 IVaia aboard inspected reesels not Involving vessel casualty. 233 IVath aboard uninspected TeaaeU not Inrolrm* r*sej casualty. 1M rrra TiU jot] 1543 243 t&3 h mu*i l-e tome in mind ihat. although these iigurc reflect, to some extent, an increase ter la*t tears tabulations, this is attributed primarily 10 a mure effective reporting sy$ 1 cm, m addition to the wide publicity given w the ul<jtct ni "when report* are re* liured ~ The following is considered to be particu lar^ Mgniricam: There were no passenger lues k*t a the result of casualties to in* -Ifcted (a-senger vr**eU over 65 feet in length ur their equipment. This is an eti* vuble record for which we can all he proud. < >n|v one jn-senger ion his life as a result <*t a casualty to an inspected passenger teasel, not more than 65 feet in length, fn comparing the casualties aboard United Stale* inspected commercial vessels, as opl.s?fl to uninspected commercial vessels for the rival year 1662. we And the following'. HI ihc 465 uniiiMKvtcd ve%ci> involved m collision, 237 of this number were tugluat* N'vhc particularly Use great number ot per sonal accident* and vessel c-.ivualtie* iw'-urring to uninspected vessels, as CMrqured t*. tit of Inspected vessels. Although the Statistical figure* which I liave given ajqiear high, it must Iw remem bered that, for the most part, they repre-eu; remarkably low percentages--particularly it the me 01 inspected vessel*. However, w- ntKK relax our vigilance, nor the tien between the Coast Guard and mdu-tr* which u so essential to our muncil en>.rt* 10 avoid all disaster. Returning to the subject of maicn.i! i:,t` urc, we find that structural failure* e m }* divided into three groups: (a) haihirr* resulting from deterioration of MrmruiTil parti; <h) Failures resulting from r.iiii* design; <c'j Failures resulting from e*t*rtordinary- stresses due to collision*, srtnmdtngs, storm strain, loading, etc. Although failures resulting from the latter are ofttimes difficult to detect, timely recording in a vessel's log all unusual events will normally assist the inspection party in locating areaof possible weakness. Also, elements ni faulty design can generally be detected h> careful inspection during the planning board stage. In- Until* tpected apected JJce* lost s board other then opfasvseeanegeel rctaesausaellstya..s....t.h...e.. result ............. 7 Mres lost on large passenger 0 tSt 0 Lives ton on small passenger es*rta .......... .. 20 Note particularly that this shows but eight lives kt idioard inspected vessel*, as com* pared to aboard those that arc unin* * peeled. Continuing further on the statistical break* town for firal year 1662 wr And: In* train* .. ^ .,, apectea spected Lirre lost u the result of Personal accidents ........... 42 i-lve* |oat as the result of natural causes, suicides, M homicide* * disappearance*.. til 3 S'etaels Involved In espsislng, foundering er linking................ 21 v reset* ineolerd In ftre or 3&S rapiesions ......................... 411ST However, failure resulting from deterrentHon of structural parts is a condition thai can only he alleviated by a planned mainte nance and replacement program; the onu* for this rest* entirely upon the owner/ operator. There can he no relaxation of tlie rules if wc are to continue to enhance marine safety. Even the relaxation which was seemingly necessary during the press of World War it continues to plague us front the practical standpoint of vessel operation. We still have a great number of vessels in operation today which were constructed dur ing dial period of relaxation. This alone require* the enforcement of a strict mainte nance and replacement program. Our "arch way of casualty" experience clearly demon* *i rales this need and has further proven that, from a standpoint of marine safety*, there is no greater insurance policy than that of a sound ship. Sii '/Jrnir BULK MOVEMENT OF CHEMICALS BY WATER Bv COMMANDER ERIC G- GRUNDY. USCG Chief, Chemical Engineering Branch. U. 5. Coast Guard, Washington, D.C. The e'.p.indmy *vteim- .uul tk-- ,vl<ptitet jimuram n-eni >caf* lu* re- .died in ii*i ni irr|iiK.|<.fy affect- i?ii *11 plus-e* `"i hi my Tl.e mvrea>e m technics! nrhievemeni no ngn 01 .f-atemem. A recent article in die Washing ton Host estimated that 60 per cent ot all lentihc endeavor ha* taken place since the <iart ni \\ortil War II, and that SO i<r cent oi alt live world'* wtemthe perrun- r(cl incc the dawn uf history are still living. This irtmeiiduu* output .i research lias n-uuraliy an'eried tiie cinmtcal tnduilry in It it facet*, including tnnsponaiK^n. Competition, by shortening lead time* irotn 'tlioratory to large shipments, and by short ening the advantage time ot a new product W'nre i .-v.fnpciici.f produce* a* good or (etter. ha* built up ureat pressure to speed H liittrihuiion Tlu*. C'Hipled with the ever increasing demand* of our industri-. has re-iihed in n *htft n> l>ulk *hipcnent* inr large luttutme* of chemical* Many of the*e tall into (he cias* ni daiiacrou* commodities, and jrc. therefore, subject to control by regula tory agencies, such a the Interstate Com merce Commission on Lnd and the United viaiw Coast Guard on water. Transportamti uf dangerous commodities in bulk -hipments by water has long been a concern f the Coast Guard and it is ait area which 1* extremely important at ihe present lime. The distillate product* oi petroleum were among the firm dangerous commodities to le carried Oil, gasoline, and most of the oiiiers caused a problem, due to the flamma bility danger* they presented. Now the con ventional petroleum products such as oil and stasoline are considered "old timers" m the "hipping industry, and their hulk transporta tion has Keen standardised. Industry then progressed to the shipment of liquefied ga-s which were readily available to the petroleum and chemical companies, specifi cally petroleum gas and natural gas. The in dustry developed to the point where it became desirous to transport these gases in the liquid state by water. The dangers invnlveil indicated tlw need for regulating this new method of transportation in the beginning, I."inched Petroleum and Natural f.SM**, LH< and LN`G, were amitoriaed to I*, curried in email container* as cargn mi \CT*eis, Liter no there w.i* a transition to fixed cargo tanks, LHG wws carrierl on these earlv ship* in pressure ve**ek mtde the cargo lanks, with the ml cargo oceupvmg the free spaces between the cylinders and the hull- In 1647 and 164*, the v s' Gu/v Dinnumd was renamed the Natahi' o. irurrcs by the Warren Petroleum Cor poration, and converted by Pennsylvania * Shipyards. Inc. into the first ship of U. SKegistrv to csrrv I..PG m bulk by sea, it had 6d vertical cylinders or various sire*, which protruded through weathertight *eals m the weather deck. Although these were presnire-vctet tanks, new problems were presented. One uf the major problem* wax that of ventilating the below deck space* in case any gas should escape. This area wa* guarded bv s com bustible gas delector system which would sound an alarm when the gas-air mixture reached 40 per cent of the hydrocarbon con tent necessary to atuin the lower explosive limit, installation oi ventilation ducts which could completely change the air in all the holds in 30 minutes, and a carbon dioxide ystem which could completely flood the space* instani.. with men gas was the solution. The Xutal* O ll'errn carried J4.000 barrels of cargo between U- A. Guli pom and the Eastern seaboard terminals. During this period, LNG or liquid natural fi-as, in particular methane, caw into it* own. In the early 1650's the fuel demand* of Chicago's Union Stockyard initiated the idea cat transporting LXG up the Missisrippi River fnxn supply points on the Gulf of Mexico. Th* main difficulty associated with methane was that it had to be kept below minus I16*F or it would not remain in a liquid state, regardless of how high a pres sure was exerted upon it. Thus, mam' problems arose, some of which were thermal stresses or the tanks, the ever present ianger of explosion and the problems ot handling the extrewriy cold material. $7 VnJ SiiiuuHji s.ih'tv ( oni(r,'it Tin- Oil Companv .it Havim l.i*ng in Louisiana continued In develop the original Union Stockyard operation which was l*ed on the idea of a metltane fiquefaction barge and a storage barge. The storage targe had aluminum containment liners with outside balsa wood insulation. Further development of this concept led to the conversion ot tlte Xomurtu a Cl* \! AV-1 type cargo vessel, to a methane currier renamed the Methane Pumeer, Her targu tanks were made of aluminum, rec- tmvular tn shape with rounded comers and litre*! with domes that protruded up through the main deck. Balsa wood sheathed with <uk plywood was attached to the hull and oerved as insulation tor the vessel's struc- hire The underside of the main deck was in-ulated hv <-pun glass. Thermal shock was reduced during loading operations by filling through a prav head high in the tank. The Methane Pioneer served as a fore runner m die development of safety stan dards for this method of transporting liquefied natural gas by water. After a emtdderable amount of study by tlte API ( mmittee on Liquefied Natural Gas, the 'Tentative Requirement* lor die Transpor tation of Liquefied Inflammable Gases at or near Atmospheric Pressure," were formu lated These are now used a* guide lines for industry and the Coast Guard in regulating these commodities. Developments for liquid anhydrous ammonia moved along with those <; LI'G and LN'G. Since the method of transporting these two products are readily applicable to anhydrous ammonia with only minor alterations, ammonia made a smooth transition into the field of bulk water ship ment. Many of the same vessels authorised to carry liquefied petroleum gases were also , Hortred to carry liquid anhydrous ammonia. Through the yean die original problems were adequately wived. Ventilation of the mt-loted area* to decrease the explosion hazard wa accomplished by vents and Mowers of the non-explosive type. New metal alloys and improved inflation solved the problem* of thermal stress and brittle fracture lias delecting devices, new and improved safety relief valves, and unproved :nccstonc5 have all helped to make the tfupartAtJo*i of these products relatively ent'e. To-day, however, there are commodi ties proposed for shipment that will bring with them new hazards and. c**n*eqnitii new problems or new aspects of the old problems. These new problems arc often complicated further by the exigence i multiple hazards m the one commodity. Let us look first at the more familiar iiaaard of fire ami <omc of the available mean* of control and prevention Through the years new materials, new- mcth**K and improvements in technique have reduced the fire hazard for standard petroleum product*. However, when polar inflammable or com bustible liquids such as alcohol*, amine*, and most of the water soluble organic liquid* are carried, the standard foam fire-fighting system becomes greatly impaired or even useless. The broad classification as an intfammahle or combustible liquid nn the ha*i* nf flashpoint and Reid vapor pressure will no longer suffice to provide guidance for fire-fighting on many of the newer material* being shipped in bulk, The individual com modity must he evaluated if a satisfactory extinguishing agent ts to be chosen The "alcohol" type loam has proved of value for certain of these commodities. Work progressing at the present lime on application of dry chemicals appears to offer promise in still other areas. The wide dis parity in oilier important characteristics of material* now grouped only hy the consider ation of ranges in flashpoints may lead to a whole spectrum of fire extinguishing agents and methods of application. On vessels carrying several different flammable or com bustible liquid chemicals, it could be neces sary to provide duplicate nr even multiple agents and systems. If such an arrangement were to be adopted a* a solution and a vessel carried multiple fire systems on the same voyage, some quick and certain method would then be needed to determine which of these avail able systems should be used on a particular fire. This merited for intelligent selection might require an educational program for those persons who would be doing the fire fighting on board, and probably a number code, color code or other means of indicat ing the extinguishing agents and methods tn be applied to the materials involved in the fire. While not a complete answer, the guide adopted by the NFPA in 1961 on the "Identification of Fire Hazard Materials," Murine Sn t(..i provide* an approach to the problem IUmc classification criteria proposed were tnrtan** mabihtv. mctivitv and stability, and Iteahh hazard*, with risk severity rating* for each category being assigned on a scale n* zer> u. tour- Color coding annd patial arrwe- ment within the diamond marie on the r* ntamers inform* fire-fighting personnel ni the nature <it the risks involved. Additu of an extinguishing agent code fas \`FPA ha* suggested) might provide a basis for categorizing and clarifying fire protectk*i of chemical shipments, Change* u Coast <>uard regulations are under siudv to pro lific for and require the availability of special protection for cargoes where stand ard equipment, materials and methods arc nr>t satisfactory. Related to but yet distinct from the subject of fire hazard is explosion hazard. In the past, tlx relationship has been much clearer, with the principle concern being to avetd explosive iapor-air mixtures over petroleum and us various distillation prod ucts. In general, this is relatively easy f*cau$e of the narrow- range between lower explosive limit and upper explosive limit. For example, the range for gasoline is 1,4 to 6 per cent and, normally, hazardous con ditions exist only during loading, unloading, and gas-freemg operations. However, with the number of liquid* earned or proposed tor bulk water shipment now exceeding 140 and rapidly increasing, new types of ex plosion Hazards are arising. Then; result from much wider explosive ranges and the instability and reactivity of many chemical* Air t* no longer an essential ingredient of all explosions and the simple, traditional.triangle of fuel, heat, and oxygen nu longer describes either explosions or fires. Let's consider ethylene oxide as an example of * new material which presents new* explosion problems and Is also an in dication of things to come. Explosive limits tor this liquid chemical are extremely wide, from .1 to 100 per cent. In other words, air i* not required for explosive conditions and the hazard exists in tanks at all times during normal shipment. Obviously, two types of explosion are possible for such a material-- the conventional violent oxidation and an exothermic autoreaction which, in the case <>f ethlene oxide, can be either polymenzanun or decomposition. The latter type results from great chemi cal reactivity and this leads to another type of explosion--violent reaction with other material* which mav be carried as cargo at >b* umt time or which may be introduced unintentionally. For example, it has been proposed that J*"hydrous ammonia be carried tn separate tanks on the same vessel with erhvtene oxide or. alternatively, that the two h< carried interchangeably on different trip*. Bersuue of the violent nature of vapor phase reaction* between these two materials, such propositions are nbvmu-ly unacceptable. However, they do illustrate mmlem explo sion hazards, quite different trom those en countered with conventional petroleum bulk movement*. The use of inert gas blanket* to reduce explosion hazards is well known tn industry, but m spite of successful use for bulk shipments of petroleum distillate* hv at least one oil company over an extended period, the practice is a relatively new one for water transportation. The concept is straight forward for oxidation explosions where a fairly high oxygen concentration is required --typically KM2 per cent--and. from the standpoint of safety, more extensive use appears likely. However, application to some of the newer liquid chemicals can introduce secondary hazards. For instance, for econom ic reasons, methane is u*e*i industrially as a diluent over liquid ethylene oxide, but the u?e of such a material introduces safetv prohlems of it* own. Certainly tlte use of a potentially explosive material to prevent ex plosions of another material is a chance from the original concept of inerting. Another relatively new aspect of explosion control for bulk shipments of chemicals by water is the broadening of explosive limits by pressurizing. For example, methyl bro mide is described in the literature as having an explosive range of only 1 per rent <t r, I2.5-14J per cent I at atmospheric presume However, investigations following a recent explosion at a chemical plant have revealed tliat. in contact with air under moderate pressure (120 p*i). the range broadens to 10-22 per cent. The significance is. of course, that seme materials which offer little explo sion hazard at atmospheric pressure mav become dangerous under transportation con ditions because of inadequate information uu their properties. IVf)i ,\u/tuiij Safely Cangrcfs ft t* evident Hal fire and explosion con trol technique must keep pace with the raptdlv evpanding and changing requiremmii of (he bulk chemical cargo field. The tamlard answer* uf the past are just not .kIequate. even for the present--let atone (he future, The Const Guard is working hard, with (tie assistance of industry, to develop hut practical regulations for each new -ituatiou. The desire ami need for transporting i truer amounts of gaseous chamcals in the .aadahle container space has let! to liquefied ya* shipments. Tlie quantity of these liquid iKHtcnais ih.il are gdxcs at ordinary temper ature* and pressures lias increased rapidly .uui continues expanding under the impetus ti growing demand for synthetically built up petrochemicals, whose starting j>ouits are often the lower boiling point hydrocarbons, the space age use of gaseous propellants is 4i-o adding it* share to the burgeoning demand. In order to keep these low-boiling liquids from vaporising and thus causing large bivte* during transfer, cither pressure or reduced temperature is required. In the rarlv years most of the shipment* employed pressures high enough to insure the liquid .ute, More recent products, especially those m the liquid propellant field tike hydrogen and oxygen, cannot I* kept liquid by pres sure alone at ambient temperatures. Many others, such as liquefied petroleum gas and .uihydroux ammonia, could be kept as a liquid hy either pressure, reduced tempera ture ur a combination of hath. The difficultie- .mil ex}>cnsc oi fabricating larger and tarsvr t*ri^-ure vessel* t carry these ntcml- let to tlie adoption of the reduced nnperature methods. Merc new problems were introduced, f ifttuvir; mild steel used for hull construe- i.{' diip- ami large* became brittle and - ca-tlv fractured at the b>w boiling 'mq-erature* ui tlie liquefied gas. This ful.lrm tv met by using *pceia( steel*, such ,t* Mtckrt alloy- ..r other material* such as -iium, t>*r the containing tank. Either itcei or insulation employed -is a secondary barrier protects the main hull ami strengthens members front the induced cold they would otherwise encounter in the event of failure of tlie primary container, Tin* solidary containment must, of course, also }>e constructed of material able to stand the reduced temperature without becoming brittle. Bml-nff losses and air comaimnatioit are loth prevented by drawing off the cargo vapor*. reluiucfymg them and returning tlie maierial to the tanks as a liquid. This method is also a refrigerating process which tnainiains the cargo at the liquid's boiling temperature. For partially refrigerated > -- terns, -tamiby refrigeration pump capacity i* rniuired to lake over in the event of failure of the pumps in use. Vapor sensing ***temj. placed in the void spaces surrounding the cargo tanks guard against build up of dan gerous amounts of vapor due 10 leakage. These are not tlie only problems confront ing the *ie transportation of bulk chemi cals. but they serve as illustrations. As new and more reactive chemicals are produced, new* difficulties wilt be encountered; some requiring a great deal of time and man hours to surmount. Tlie aid and assistance rendered by other government agencies ami the industry is indispensable in their solu tion. Such groups as the American Petroleum Institute. The Manufacturing Chemists Asso ciation. The American Merchant Marine Institute and many others have all con tributed a great deal of time and effort One group, tlie Chemical Transportation Advisory Panel to the Merchant Marine Council is composed of members from the above groups plus the Chlorine Institute and Compressed Gas Association. The Advisor* panel is always ready to assist the C'.au<i (mrd in matters of marine transport. With the aid and assistance of all of the above it is anticipated that die future will crsuinu* to provide better and safer mean* of movtment for dangerous chemicals in bulk water shipment s. Mi Marine M-ro... COLLISION HAZARDS--PRESENT AND FUTURE By CAPTAIN ARTHUR W. JOHNSEN, USCG Chief, Merchant Marine Technical Division, U. S. Coast Guard, Washington, D. C. The economic ftm* of hfe m marine Iran*(ortalmn have l>ern *urh that u ha* tiecome m accepted tradition * die **ra to Morale ('ritili! tie much greater, a* was the ruse ot Hit {`inf-resj i't Ireland, wlurh rap-unl and (.ink m the Gulf of St Law retire m tP!4 hips at high -peed, notwithstanding ad- with the lo of 1024 per*an* ver-e > isinilii > condition* The ca*% and west 1*01111(1 ocean steamer lanes in the V*rth At lantic, ami similar lane* in Long Island and Mlock Island Sound* are mute evidence of ilu* tradition Whether we as safety engi neer* like it or not. it must be conceded that mmt hip* do not always operate so ihev can I* toj>ped within luvtf the range l. 1 visibility, for oiten there is no appreciable vLihilitv for long period* of time. In the case oi tankers, c<illi-k>m represent a -e-ere hazard. Because oj their cnnqiartmentation. tankers are not likely iu I* uhk by collision. However, fire, and possibh ex plosion. is liable when a tanker i< `truck. Hik * not surpnsing when one considerdie magnitude of the energy which must lie absorbed in stopping ships in collisions. The kinetic elergy of a 20,000 ton D.W. tanker nr hulk earner, at la knots, is about 600. Speed i time and time it monev. The 000.000 font pounds. In a collision most <>i u*tc*l ship not only receive* tle choice car* tin* energy may he absorbed in alxjut two eoes, it has generally sailed with more than econd*. Such an energy release rate mav ti* -hare of cargo. Consequently, the quest l>e |nmy compared to an atomic Immb, but tor *t*ecd ha* been relentless, In the shipping it i* *till pretty big. averaging for thoe .old at latton industries, increased speed has two second* about 530.000 horsepower. At itl>een associated with increased sue. any rate, there is sufficient energy ,ih*orhed The cargo ships being designed today are ut friction or electrical short circuit* to ig ulutantially larger and twice as last as those lunlt prior to World War II. Tlie new ships .ire dm* capable of hitting one another with over fyur time* a* much force as tlicir ear lier counterparts. A* * ommander Mason's paper "An Archw;** i.i Ca-iwlty Experience" indicates, cot- nite an* inflammable or combustible vapor* present. Collision*, fiwsihlv more titan any other casualties except groundings, are due to er rors in human judgment. A major factor in many collisions lias been operation at a .-peed too high for circumstances of re h-ion* account for a considerable share of .ill vessel casualties- Collisions may he minor involving Mtlv slight Impact or may be so stricted visibility, high traffic density, and/or restricted channel*. It is the opinion of the author that the economic pressure for speedy evere a* to tear asunder in a few moments voyages, and particularly, for arrival at heavy *ieel plating and structure, leaving kuiling and discharge ports at scheduled Mpmg u-fximK If tiie severe collision is a times, sometimes influences master* to main hmad*ide hit, the `truck ship may be [ creed tain too high speed. Any master knows that * deeply a- to be hroken-in-two. VMille ships Sate deliveries and voyage delays do not look m, i> Mirvivc a minor collision with little good on his company record. This is rea !.<muRc, a severe coilisun may mean sinking sonable and proper so tong as the companv within minute* nr after an agoruring period thoreside management are sufficient!* knowl c erare, a* with lire Andrea Pane. edgeable and do not put undue pressure on Live* miv tie Imt either directly in the their masters. Unwarranted delays needle**ly impact urea nr a* a consequence of the curtail earning* and are to be avoided. went* which follow. Sometimes, a* In the High speed increases collision risk in a cise oi the Andrea Dona, the lots of life number of ways, it increases the likelihood m.t> he much smaller than it might otherwise of collision by reducing the closing time have been because of fortunate ctrcutn- and increasing the ship's head reach, or stop -lances. If rapid capsizing and tnldng oc ping distance. Head reach, stopping from curs--less likely these days, the loss of life full speed, may he roughly seven to nine 61 i'tu* \,itu`iuil Nti/V/v l titflr.vt -hip lengths, wJulc the diameter ot a 'hip.* mmraj circle may be about 3VS to 4 ship lengths. In restricted or conRested waters, where a ship may not be free to maneuver, operation at sufficiently reduced speed may Ik the oulv possible way oi avoiding a cnlIwcm, Tliis becomes particularly important in ii.irnm- channels where the channel width may not only restrict freedom to maneuver }>ut where (lie hydraulic interaction between the ship, or ships, and the bank (or shoal water outside of the channel 1 may raider the ship virtually uncontrollable ;it very high speed*. Mention has already been made of the kinetic energies involved in collisions. A final reason for reduction to moderate speed is the resulting substantial reduction in dam* age should collision occur. Kinetic energy varies as the square of the speed; therefore a speed reduction of about 30 per cent is enough to lialve the kinetic energy and the resultant possible damage. In addition, lie* cause of ihe improved stopping ability usHidated with tlte lower speed, the probable energy' level at the instant of any impact is further substantially reduced In the case of a passenger or cargo vessel, this reduction mav be enough to prevent deeding, and in ihe case of a tanker, enough to prevent rup ture of oil tanks and thereby minimize die probability of fire. Consideration of the stopping distance and aiming circle diameter of ships makes it plain that in situations involving small craft and ships in restricted waters, or at close quarters, the ability to avoid collision rests almost entirely with die smalt craft- This circumstance is recognized, in principle, in Rule 25(c) of "Regulations For Preventing Collisions At Sea," Annex B to the I960 Safety Ol Life At Sea Convention. This rule reads "in a narrow channel a powerdriven vessel of less than 65 feet in length dutll not lumper the safe passage of a vessel w Inch can navigate only inside such channel." M idi ihe great increase in the number of -mail pleasure craft in the last few years, the risk of such collisions is believed to have -nh'ianciaily increased. ' (.twner* of small craft need to realize that it t* very unwise to expect a large vessel to ueld the right of way under circumstances where such jietdmg may not be possible. Prudence dictate* dial the small vessel nor mally should take the evasive action. The increased interest in the use of fndrofoil and ground-effect craft operating at high *peeds present* a new facet to the collision problem, While these vessel* may have ex cellent stopping and maneuvering nbiin;, I heir high speed may be a hazard, particu larly under conditions of reduced visibility. It has been suggested that safety would be served by identifying such craft and other high speed vessels at night, hv requiring that their running lights be ot a quick flashing type, such as aircraft now use. This sugges tion appears to have some ment. tn collisions, both the struck ship and ihe striking ship are generally damaged. How ever, the proportionate distribution of dam age varies widely. For example, a motor boat striking a large vessel may be a total loss white the large vessel is hardly dam aged at all; if the positions are reversed-- the vessel striking the motorboat--it is still the motorboat which is destroyed. This il lustrates a' general common-sen^e rule that h is the smaller vessel which is more likely to iw severely damaged. Another factor modifies this picture, how ever. Vessel hows are generally more rigid and resistive to deformation than are ve*el side*, Thi* is particularly true for fast ves sel* having sharp bows. As a result, a fast vessel running into the side of another ves sel may do extensive damage to the target while suffering very little damage itself Ex perience shows that the bow damage t<* -ink ing vessel* generally does not extend atari the collision bulkhead. The nature wid ex tent of damage to struck vessel* <- >it in terest Examination of casualty data indi cates that vessels are most likelv to t* -.truck amidships, next, forward, and least likely, aft. This is believed to be rationalized by considering likely maneuvers *fld relative vessel motions when collision is imminent. Quite a little has already been said about (he high kinetic energies available tn pro duce collision damage Collisions where the striking vessel is near or at full `peed ai the actual time of impact are not too fre quent, fortunately, as the resulting damaxccould be very severe. Usually, some reduc tion in speed has been achieved by cmergenc) action, taken too late to avoid the collision, but still effective in reducing damage. Based on available analyzed data, the requiting v- -raiie teneth of {artitns -err- t, Imvc ierti .tbout 2b feet for p*<reer and cargo ve-*ids, with an average mhtard penetratm ot 13 feet For tanker* the ronw-p*vfae val ues are scmewiiat htchcr, lecau-e tacking lower -leeks, ihey utter k-*- fc-qtancr to penetration. Ue*pue the laree amount of air travri. much of the world passenger travel i* -nil by ship. Notwithstanding the .-imjrra Horn* case, the past 1$ years have wren consider able improvement in "built-in1' design fea ture* to improve ihe chances of surviving hull damage. However, current international subdivision regulation* are largely bated on concepts framed almost iO years ago. At ihe tnicmanonal Safety Of Life At Sea Conference in I960, the United States, with die support of a number r,f other countries, strongly advocated a break from the past and adaption or regulation* considered to he more logical. The Conference did not adopt those changes but did agree that there was need tor senou* international study of the subject. (. nncurrentfy and since that time, funda mental technical papers have supported that tired, At its first session last Day, the Sub division and Stability Subcommittee of (he Inter-governmental Maritime Consultative Organization agreed upon a specific study program. It will include a thorough study *( actual damage eases aimed at fundamen tally relating vessel subdivision arrangements and stability to probability of surviving dam-He. The end result should be a better equa tion of safety and economy. The t.uiker explosion hazard i now being vmi-tdered by the Secretary of the Treas ury* Committee On Tanker Hazards. This Committee was appointed to review the haz ards inherent in normal tanker operations rfud tn make recommendations as to what -Itould he done tn reduce the overall hazard. Heynnd the immediate concern with the ex plosion hazard related to tankers handling ordinary petroleum cargoes, it is believed necessary to separately ctei-tider tlte effect t collision* which involve vesel carrying langerous and/or poison^]* products and .recur on inland waters, in or near populous areas. So far I have made several primary points. 1. Ships mil always operate as last a* (xH-ildc. 1 The kinetic energy ot a cargo dttp travelling at high -peed * t?ite-ih-n* force capable of lining e\m-ne famine 3. The cnlli-itm hazard tn narrow channek or confined waters is rnmideraMv dif ferent from that nn the high sea* or open water*. My own review or the major collisions which have occurred in harbor approaches, narrow channel* and other sincted waive* indicate that the predominant factor contnhuiing tn ilie` collision* is e*cec*ne *peed- That i *peed loo fast under existing circumstance*, which removes the vessel from effective control, considering the width and depths of channels, the lack of room to maneuver, and the proximity oi other ve<*eb>. The size and speed of ship* today, when compared with the available harbor end channel facilities, ts such that the only reasonable solution to the collision hazard problem tn rest neted waters is a timely re duction in speed. A similar review* of major ship collisions which occurred on intemarinnai waters off the coasts of the United States during the last decade resulted in the following concluton t A targe number of these collisions have occurred during periods of reduced vis ibility and have involved radar equipped vessel*. A fault common tn many of the collision- in question has been what appears to be the almost negligent abandonment of the principles of good seamanship in attempt ing to pas* other ships radar assisted under reduced visibility conditions at ranges so dose that. hou!d an cmergenc> arise, neither ship can avoid collision by it* own action akxie, thus plating the safety of their ves sels at the mercy of last moment extremis action by themselves and an unknuwn, and unpredictable adversary. The following have been quoted from standard reference* in admiralty matters' Arts, 17, 18, 19 and 20 of the International Rules and Am- 17. 19 and 20 of the Inland Rules presenhe the dutie* of which are approaching each other m certain situa tions "so as to involve rid* of collision." The meaning of these words is therefore, important in determining when the rules be gin to apply. It will be noted that the phrase is not "so that there is risk of collision.'* but "so as to involve risk of collision." The words evidently refer to a time when there is not jet actual (Linger, but when the re- 6.1 /OftJ ,Y<i/i<>ii<i/ .Solely Conor,'.(.t iation between the vessels is Mich that danger may shortly artse, f the ruin are not obeyed. {Griffin on Collision; Sec. 17.) "In the final anatvm, good seamanship be comes a factor in collision prevention inso far s$ it influences the navigator, in observ ing the Rules of the Road, to conduct hts i essei where it is safe, ivhen it is safe, and m the manner of a prudent seaman. Such is the lest placed upon him by the courts, ;t% typically expressed by the Circuit Court of \ppcats: '.Vo man is infallible, and there .ire certain error* for which the taw does not Iiot't a ruiigator liable; but he is liable for on error of judgment which a careful and prudent navigator would not hare made.'*' {l itrurll--The Rules of the Nautical Road, I lb l-'irst Rule of Good Seamanship ) It i- the opinion of the author that colli.n.n* on ifie open sea will be materially re duced when ships' officers realise they should not hazard a vessel by navigating into a po'ilinn from which, by their own action, they .annot avert collision. The following comments are quoted from an article in the Journal of the Honourable C ompany of Matter Mariners, "Thoughts tin Radar" bv Lieutenant-Commander Alan Brown, R D,, RNR. The comments are bein# used somewltat out of context as Lieu tenant Commander Brown argues for more adequate manning of radar equipment. ! think the time has come when a new approach must he made la the use and iccepUnce of radar aa a means of adding to the safety of a teesel, and also enabling her to make a faster passage under Incle ment conditions, Many Masters argue that the safety of the ship is the prime eonitdercUei*. and that is not disputed, but -ttnee a Shipowner has thought tit to place vn board his vassal a rerv expensive piece of equipment, then it should be oeed to Its maximum capacity la order to fulfil its two functions--safety consistent with a fast passage. To argue the fact that *afty Is the only consideration is. quite frankly, living in the past. Speed and safety are essential requirements, and it is with the intelligent use of radar that both ran be attained.I I agree with Lieutenant-Commander Brown Hist speed and safety ran bath be attained by the intelligent use of radar. It is m> eoni union at this lime that what is needed most, insofar a* anti-collision navigation i* eoni/erited, is a code of good practice for antiuliisUxt radar uiuikalion. A "suggeltti rode i goo>l practice for anti-collision radar navgallon at sea follows. The thought behind litis code is that every ship should be * navigated that it can, by its own independent action, always avert collision. 1. Minimum distance to pass another ves sel Considcrati a. Ships should pass at such distance* that they are always able to avuid a collision by their own independent action. b. A minimian safe passing distance should be a function of speed, size xnd maneuverability. c. Generally speaking, fog signals arc not often heard in excess ot two miles. d- Upon reaching a position m ex tremis one has only a 30-50 chance of avoiding a collision. Recommendations a Relatively slow ships up to medium size should pass at not less than two miles distance. h. Large fast ships should pass at dis tances ranging up to four mite*. 1. When should course changes l made* Considerations a. Course changes should be made as a result of an evaluation of the di*tance apart the ships arc expected in pus. ! Indiscriminate course changes with out evaluation make it difficult if not impossible for both ships to deter mine wliat the other ship is doing and what they should da ?, Early course changes permit re-eval uation of circumstances by both ships after a course change. Recommendations Court-* changes should be made as early a practicable, but me before an ci'aliaticn of the distance apart the ships will pass. d, What course changes should l madeJ Considerations ii. Course change? of a few decree* now and tl*en are ineffective, hinder plotting on your own ship and con- 04 Marine Section tu-e nther *hip- ami generally result in iictiort commonly de*cnbcd a* "too little and too bte" 1- In complying with the rules of (he it ha* bevemp ru*tranary and traditional t. make right turn* to avoid colli nor* tfivumnu-oduft' -mjt ,-t, 0ure chanue*- >> i *w ileyrco now and then dtotnd he avuwied l The fflinimtan c<w*e i^ungr i>* r4* liiion auiwLixr pupae* <hiri be 30, unt-* action t- taken ver* earls in which caw S6 may W wnfWwoit. r Course changr* ?* a*>**l cofti*i jluxild normally he mode to the nght d. A rour-e change to the left n avoid oilli'ioei usually a dangeevse- nuneuver and shcaald be very carefully vwnsidcred before cxecmk-c. 4. When should a ves-el redurr -peed? Considerations a. Tlie speed of a vessel -Itouhl be re duced when uncertainty exists a to what lies some distance ahead of the ship. h. An efficient radar jet will usually pick up large ships well in excess of ten miles, hut may not pick up some ot the poor radar target Asking ves sels at more than four miles. RecoiMmendatiotts x Speed should be reduced when radar rontact is first made at such slioct range forward of the beam of a ship that there is insuffident time and distance to determine necessary ac tion without slowing down. This dis tance should vary- from about five miles for slow ships to ten miles for large fast *hips. h Speed should be reduerd it the effi ciency of the radar equipment is questionable or has been unchecked for a considerable period of time. When should a vc*ef he stopped? Csmsidenstioni a. Vessels should be stopped when ratiar contact is first made with an un known object forward of amidships at close range k The rules of the road regarding stopping tor fog signals mui be complied with. Recommendations a. Vessels should be stopped when ra dar contact is first made with an unknown object at less than three miles for slow ships and less than five miles for last slops. b V essel* should he stopped when in iloubt as to tlie location of other -hip* known to be relatively close e If fog signals from an undetected vessel are heard coming from for ward of the beam the vessel rmi*t be stopped. b. When dtould the radar lie checked? CondderotiiMS a. Radar equipment is somewhat simi lar to television equipment and occa sionally has trouble due to wear or malfunctioning tubes which may ma terially reduce the efficiency of the radar set b. Due to maladjustment, simultaneous radar and peforus bearings oi pass ing .-hips iiave been known to vary vxnewhat depending upon own course and relative bearing of target ship. fifCiHMMt'ndations a. The radar equipment be checked and its operation verified whenever a v essel leaves port or some equivalent schedule for vessels on short fre quent runs. b, When no-target has been recognized by radar and verified by visual means for a considerable period of time (several days), the radar should again be checked. e The manufacturers* operating and maintenance msintctioits should he well known and checked frequently. 7- Xothing in this Code should preclude the prompt exercise of good judgment and "uod seamanship on the part of any watch officer in any emergency which may develop. 9. An article publtslied in the fulv 1962 L*uc of litc Journal of the Honourable Com* putty of Master Mariners bv Kapitau Walter Hclmers entitled "The Maneuver of the last Safe Moment" is recommended reading. 65 tW`2 Witii'iiitf \it frty ( .iii'tr, ,( THE BROAD ASPECTS OP SAFETY By VICE-ADMIRAL JAMES A- HIRSHFUELD, USCG (Ret.) President, Lake Carriers' Association, Cleveland. Ohio We all feet r ku-.w wh,.t *ate> i bur j-erhaj* it mistf>t Ik- well i tir.i lu-ir hr.w \\el-*ter define* the wnrd. He rt'- i< ",s *r tie t being sate; irewlnm trr<m ilanger nr hazard, exempt from hurt, injury or In**: the nudity or state of being devoid of whatever di*fx>se one to danger or harm; hence the quality of giving con fidence, justifying trust'* and gives the word "-minty." as a synonym. Just a little re flection will bripg home the broad cover* ue of the word. Man's concern with the ennrept of *feiy- *'unt> goes beyond recorded history, h impelled him to seek shelter; it caused him t<> form groups, tribes, states and nation*. He wanted to be safe from the elements, wild animals, predatory fellow-being*, and the ordinary hazards of everyday life. Today he fundamental reason for a nation's ex istence is die safety-security of its citizens. Among the tools our country uses for this purpose can he lited the State Department, the Defense Department with the Armv, Navy, Marine Corps and Air Force: the Coast Guard, the Department of Health. Education and Welfare, the Weather Bu reau, the Federal Aviation Administration, and many other government agencies that have h particular segment of our industry' or our citizen* as their prime interest. When we speak of safety in its broadest cense, we must realize that it is with us. consciously or subconsciously, every waking (tour of our lives. Now let us consider the marine industry. Today, modern vessels are immeasurably safer than those of even 50 years ago. from l(Oth tlie standpoint of seaworthiness and die personnel thereon, t am sure it can be nttegnnrally .stated that Dinted States vesid* are the *uic*t in the world today. I wilt not leit vou tins is all the result of altruism, industrial saietv is just plain good business and results in tfie saving <>t dollars and cents. Rut for those who have a genuine concern for their personnel, a great deal of atisfaerlon can be derived from a pro gressive reduction in (he frequency of acci dent rale in their nrgam/atinm. It in \*iitr *4ictv program* you .*n con* m*ii < t . .mi- men rtv.il yiat are ue-uitfteU erm ernetl alml their wt-HI-emc. Hut their lfiit in uair effort* t (ti-tifiol and that `fit cun W depended u( n t> treat them fairly under .dl cirrum-t.wce*. "U lia>e indeed taken a grew ncp mrward G*i ran tie assured of reaping the benefit* of a higher morale on their part and the pan oc their families, and a greater w-1 lingoes* in understanding the problem* with which em ployers are faced. Moreover, improve-! morale can be expected to result m increased awareness of hazards, in itself- Contented men enjoy life anti are apt to den t*. anything which threaten* to destroy q As you know, while we are makmz progress, we still have not licked the prob lem of accidents on shipboard. The increase in the frequenev and severity of maritime industrial accident* in the nation in the la 15 years is attested to by the fact that the industry ts paving approximately J150 mil lion a year for insurance protection. In these days, when high co*ls and foreign compenon threaten the existence of the nonMibsidized American Merchant Marine, including the great lakes fleet, such an expenditure is of the first magnitude. Seen in this light alone, the need for closer scrutiny of cverv phase of *hip opera tion. with a view- to reducing casualties, i* very apparent. The amount of money a company is forced to spend on insurance over a period of years can be the deciding factor as to whether or not it remains in business. In some cases, the adequacy of a concern's safety program is regarded a* measure of its over-all operational ef ficiency. I should like to speak of the Great Lake* The operators of Great Lakes vessel* are proud of the fact that their over-all per- -.onal injury record is the best in Hie in dustry. This is not the result of dunce. Many of you heard Mr. White or the Pittsburgh Steamship Division tell how- his company, in five years, had reduced us accident frequency frots^ nine per million m;m-lK>urs worked to If** than one. While fV, Ujrmt .ivi'fti-n I'uixl.iirgli'r. -picmhd accbtaptohsimt t*> probuhlv too good to he regarded a* typical <.f the lake iiidu.tr>-, u provide. tine ex ample 01 the attention which Great f.alro operators are paying to safety, arri what plain hard work can accomplish Probably Hie most effective campaign against shipboard accidents, carried on out* .tde the fleet office*, is that of the Great Lakes Discussion Group ui Cleveland. Its members, representing the various fleets, meet once a month to talk over current safety problems and to hear how- they are handled. Often a Coast Guard officer, an attorney, or a manufacturers representative Addresses the group, after which questions and answers flow- freely. Tltcse sessions arc invaluable in finding solutions to safety problems which certain fleets may he en countering for the first tune. The Lake Carriers' Association itself has a long record of activity in Hie safety field. It was instrumental ui establishing load lines for Great Lakes vessels, putting in force present p-'** wt the road, mid setting separate course* for upbound and downbound ships. For a time it maintained, at its own expense; lightship* at important ukc ja-uit-. and an cxten-ivc -i-trm ui l**n\ and ranges Lake operators, working with vuiiutaiturer*. pioneered in the devriupmeet of a marine radiotelephone system tor Great Lake* use. Radar ts another safets device extensively used by Lakes vessels, Safety i!*o i* the chief concern ot cer tain Association committee*. The Welfare Committee distributes safety pamphlet*, and sponsors TB chest X-rays, ship satety com mittees, and vaccination programs. The I-here Captains' and Navigation Committees deal with channels, courses, aids to naviga tion and other navigational problems, while the Electronics Committee concerns itself with nutters of communication. These ac complishments and activities are in Addition to the constant and continuing efforts of mdividual member companies of the Lake Carriers' Association. In conclusion, I would again like to em phasize that safetv and its attendant self interest is a daily part of the lives or ail citizens. A preventable casualty, to a human being, a domestic animal or a machine or instrument, is nothing more or less than sheer waste, and success is never achieved through wa*te. 67 OFFICERS OF THE MARINE SECTION NATIONAL SAFETY COUNCIL 1962-63 (.i'h.tu/ (.'/uimrrjfi--I,' u-r k h M \rKri , A.-i, Mgr, < iprrrttioo*, M.-trinr I Iw . New 'l ifl{ N `l T<mr.i Preeutite General cVtuimiwn--11 I, llrcn wvv, Dir., Claims Div., Pitl-burgh S S Div, V ft. Steel Corp, Cleveland. Olun ecretarv--C Hicmitoko Mitchell. Dir- Public Relations, American Merchant Marine Institute, Ik-.. New York, N \ fdtf.ir, Sturine Xnosieiter-- W. 15, l.tNtww, Dir. nt Snietv, United St:ue< Line*, New Wk. NY, ' ( funrtti.m, Xanimating C-'intuittee--W. L. fln.i, Kxec Vice Pres,, American Exjv-rl Line*. Sen York. N. V . idiisnry i.inmutlre (Past General Chairmen)--K. VV, Rirrv iChairmen), Awl. Vice l*re- United Fruit Cu.. Boston. Mass.; W. L. Hull, Exec. Vjc* Pres.. American Ex port Lines. Sen York. N. Y.; R. E. O'Bwcx, Vice Pres.. Moore-McCormack Lino. New York. X. Y., L. H. Ot-'ACKExausH, Vice Pres,, States Marine Lines, New York. X. Y.. Caw. joxa* P. UtaiK. Vic* l'r**- United States Lines. New York, K V-; tun* D. Room, Gen. Mgr- Marine Dept., Humble Oil & Refining Co., Houston, Tex.; Harrv X. Kelly, Delta Steamship Lines. Inc., New 'deans, La-; Johk G. Pew. Ja., Vice Pres., Sun Shipbuilding & Drydock Co.. Chester, Pa.; Rear Aom. George Wau- twiu*e. Exec. Vice Pres-. Farrell Lines, New York, X\ Y.; Leigh R. Saxpoed, Ship* builders Council 01 America, Pelham Manor, -S'. V.; Louis B. Pate, Consultant, Natl Cargo Bureau, San Francisco, Calif.; Rea* Ahm, Ruaurr C. Lis, Chairman, Moore* McCormack Lines, New York, N. Y.; S'ice Adm. Edwau C Holden, Jr., CSNR. Ket- SYce-Fre*., International Cargo Gear Bureau, Inc., New York. X. Y. ItitHtuitiriilfve Consultant--Harold M. Wick, Port Washington. Long Island, N, A", I nv General Chairman (Safely of Life at Sea)--Anas. E. j. Rot-ssm, I'.S.C.U, Commnndam, I'. < oa*t Guard, Washington, D. C. issistanl to dee General Chairman--Caw A. H. McComb, Jr- U.S.G.G- Chief, In ternational Maritime Safety Coordinating Staff, L*. S. Coast Guard, Washington, D, C.1 1 'ice General Chairmen (Atlantie Area)--John H. Bakes, Asst, to Pres., Todd Ship yards Corp., New York, N. Y.; H, G. Hoewooe, Vice Pres, and Operating Mgr., Grace Line, New York; N. Y,;CL Boyle, Vice Pres., Transportation, Sun Oil Co., Philadelphia, Pa.; W. N. Dahoxtt, Vice Pres, and Mgr., Marine Dept., Sinclair Re lining Co. New York,. N. Y,; C j.Mellenoeck, Marine Mjr. Eastern Div- Tide water Oil Co., New York, N. Y.; J. V. C Malcolmsox. Vice Pres, and Gen. Mgr., Marine Dept, Texaco Inc, New York, N. Y,; Douglas Mansell, Got Mgr- New York Yards, Bethlehem Sled Co, Shipbuilding Dtv- Hoboken, N. J.; R. J, Tare, Exec Vice Pres- LuckenbachS, 5. Ca, New York, N. Y,; Charles Scott, Gen. Mgr., Marine Transp. Dept,, Soceny Mobil Oil Co,. New York, N, Y.; j. Andreae, Asst. Gen. Mgr., Marine Div., Humble Oil St Refining Co., Houston, Tax: 6tf Liaison Committee for Cargo Ship and Tanker Dt.tcu.turm Groups--i Art kH. SiUTH. Mgr., Satetv Dept, United State* P A ! Agency, Jne- New York, N. Y. I'ice General Chairman rGuif Areal--Robert Rader. Vice Pres., Lykes Bros. S. S. Co., New Orleans. I a l ice Genera) Chairmen (Pacific Area)--Law*exce C. Fodh (Chairman), Pres., Califor nia Shipping Co., San Franneo, Calif.; SiANtn* Poweil, /.. Pres-, Matson N'aviganon Co., San Francisco, Calif.: Caw. T. C, Conwelu Vice Pre?. Ship Opera tions, American President Lines, San Francisco, Calif. dee General Chairman tGreat lusher Area)--,If>HX L. H'WTun, \s-t Mgr. Marine Dejrt, Cleveland Cliff* Iron Co. Cleveland. Ohio f'lYe Genera/ Chairmen (inland If`aterwtyt)--F. A. .`.ftCMUNC, Vice Pres., A. L. Mechling Barge Lines, Joliet. 111.; W'u. C. McXeal, Oil Transport Co., New Orleans, La. Passenger and Cargo Vessel*--lYYr General Chairman--Svdsev Bcvckledge, Vice Pr,,, American Export Lines, New York, N. Y. Atlantic Area Cargo Ship Discussion Group--Roieet Sxow (Chairman), Marine Dept.. Isthmian Lines, Inc.. New York. X. Y.; Robeut Coe (Vice Chairman). Safety Dir, American Export Lines, New York, X. Y. Assistant Chairmen--Gulf--Capt. J. B. Rucker, Mgr., Accident Prev. Div., Lykes Bros. S. S. Co., New Orleans, La.; Earle Smith, Safety Dir., Waterman S, S. Corp., Mobile, Ala.; E. R. Seaman, Safety Dir., Delta Steamship Lines, Inc, New Or leans, La. Pacific--l* O. Coftkax, Safety Engr^ Matson Navigation Co, San Francisco, Calif. Great Lakes--Wa. Eckert, Safety Dept., Interiake S. S. Co., Cleveland. Ohio; John Masking, Supt of Operauorts, Steamship Div,, M. A, Hanna Co. Agents, Cleve land, Ohio; Capt. ). McIxtosh, Marine Inspection Officer, */th Coast Guard Dist., Cleveland. Ohio Great Lakes Safety Discussion Group--Robt. E. K*.\T*JOtT fChairman), Mgr., Vessel Perwmnei & Services, Columbia Transp. Div^ Oglebay Norton Ca, Oeveland, Ohio fankthips--Vice Generat Chatrmon^C. A. Culver, Marine Safety Engr., The Atlantic Refining Co^ Philadelphia. Pa- Assistant Chairmen--Atlantic--Caft. Wu. G. Axpcrsox, Mgr. of Operations. Marine Div., The Atlantic Refining Col, Philadelphia, Pa.; A E. Fischer, Mgr., Gulf-East Coast Operations. Socctiv Mc^it Oil Co-. Beaumont, Tax; H. S. Brewster, MgrOperations, Marine Dept, Gulf Oil Corp- New York, N. Y, Atlantic Area--Tanker Safety Discussion Group--Robert B. Davidson (Chatrman), Sun Oil Co., Refinery, Marcus Hook. Pa.; E. Dteterle (Vice Chairman), Keystone Ship ping Ca, Philadelphia, Pa Barges and Towing Vessels--Vice General Chairman--Braxton B. Caps, Pres- The American Waterway* Operators, Ine- Washington, D. C. Assistant Chairmen--Rottxr L. Gray, Mgr- River Operations, Ashland Oil & Refining Co- Ashland, Ky.; G. A. PrrrRjax, Je- Pres- Dixie Carriers, Harvey, La. 69 `Shipbuilding--Vite General Chairmen--Hexrv Z. Cahtf*, Pres., Avondale Shipyard*. Inc., New Orleans, La.; E, M. Hood, Pres., Shipbuilders Council of America. Wash ington, D. C Assistant Choirwen--Atlantic--\V mnwricht Daw.-ov Safety Engr., Bethlehem Steel Co., Bethlehem, Pa.; R. B. Chaw.m. Ik., Incitist. delations Mgr., Electric Boat Div General Dynamic* Corp., C.rnton, Conn.; ft. D. DvtrTTSHCH. Indu*t, Relation* Mgr. Maryland S. R, & 0, D. l`n. Baltimore, Md. i jcm.v M. TlCHrox, Safely Dir, Sun S, B. & L). D, Co., Chester, l`a. i Human j. Nokd>tmou, Assl Plant Protection Engr.. Newport News S. B, & D. D- Co., Newport New*, Va.; John S. Smith, .1*,, Oitei Safety Engr., Torfd Shipyards Corp., New York, X. V. Gulf--James 0'Ponveia, Dir. of Safety, Avondale Shipyard*. Inc., New Orleans, La ; A. M. P*j.ha, Safety Dept,, lngall* Shipbuilding Corp.. i'Ja*eagoiiU. Alt**.: 1. t A ATli*. I Nr. of Safety, Alabama Drydnrk & Shipbuilding Co,, Mobile, Ala \'tt~t\'duAitt?--1 'tee General Chairt*nw--.\vrw I>, \\ sawirx. Pres,, /. Hogan & Inr, New York, X. Y, UsiitiiHt Chairmen--Atlantic--R. U. Nkituciwow. thief. Maritime Safety Sertirt. Bureau of Labor Standards. L'. S- liept. of Labor, Washington D C, Culf--C). P. Yru.AKxuKiA. Claim Agent & Safety Mgr., T, Smith & Son, .Yew Orleans, fJ Pacific--,f. Rowjtt Sjcybc*, Dir., Accident Prevention Bureau, Pacific Maritime \**n., San Frandsco, Calif.; Robert P. Aucx, Safely & Wage Adm., Castle & Cooke, Inc.. Honolulu, Hawaii Chairman, Program Committee--John S Smith, /., Chief Safety Engr., Todd Shipyard* Corp., New York, N, AC Chairman, Membership Committee--}, A. Cewna. Vice Prest., National Cargo Bureau. New York, X. Y. i ViiiiriHOM, Statistics and t antes! Committee--R- Coe, Safety Dir., American Export Line*. New York, Y. Y, Chairman, Ship Safety Achievement Att-anit Committee--C.arr. Jove* F. Drvttx, 1*^ Vice Pre*., foiled States Lines, New.York, S. Y. (`hairman. Awards Committee (Best Papers)--Bat'xo f. A t'Ct.VTt. Pres,, .Marine Index Bureau, New York, X. Y, Chairman, Engineering and Minimum Standards Committee--Cart, C, P, Muwhv, U-5.C.G., Asst. Chief, Office of Merchant Marine Safety. L\ S. Coast Guard, Wash ington. D. C Chairman, Paster Committee--Cart, R N'. it I'-ia. Safety f)5r Farrell Lines, New York, X. Y. Chairman, Public Relations Committee--F*axk B.xvxaw. Dir, Public Relations, Moran Towing & Tramp. Ca^ New York, N, Y. Ifaritbne AtrocioBons Committee--Ralph E. Cascv (CkdMnmm), Frew, American Mer chant Marine Institute, New York, N. Y.; Ca*l E. McOowni. (Pice Chairman), Exec, Vic* Prea, Am. Inst of Marine Underwriter^, New York, N. Y. . Ar'iHU-nt lomnsiltees--( htiirmeu, Safety Polietcs tor Reijulati.'is<. <lnp hupeeto ns-- Ao*. oCA* C. Kohxkx, Chief, Office of .Merchant Alarm* Safctv, L. S Cou-i Guard. Washington. IX C; Ria* Adm. Hackht C Shu'hrako, t'SQi. (Kei. >. Washington. D. C i itJtnmim. Coc`t Discussion Croup--Ca/t, /. B. (Jkes, L.S.C.G., .ASfL Chief. Office of I'ttary. ami Safety Dir., L < S, Coast Guard, Washington, \). C. ( nuirinan. Committee for Sdfety--Piationai Defense Transport--S cat Ai>m, Ku\ \ Gavo. L\5.X,, Commander, Military Sea Tramp. Service, Washington. 11 C. Transportation Committee, MST5--Atlantic Aren--Rzjik Aim. H \rmv Hvi t. USX PfAfii Jr,-if--liLVg \UM. JtlSWit \V. \VlLUAM5, L'5X i,ur,,p, .Iack AI. SeVMucu. L'SN t ,ir luist - Ireu--Cu'T, Jihin K KxArm:, l`SN ."i s`h/i fn-u--t-Arr. Hex H, Stouoh, ,1k. * Snrutan, Xational Defense Transportation--Readiness--t akt. M. I. (fOOUMA.v, Ahirilimc. Admin.. AA'asbingtOR, D. C. inn,,an, t V, Xacai .Shipyard* Safety Committee--Cakt, }, T. UigniAx, Ihr. oi Safely, * rt>cr of Indu-t. Rdatlons, U. S. Navy Dept., Washington, D. C. ' j? R.'p*e*ntatti*--L, W. DITTOS, .Yational Safety Council. Chicago, ML 71 Other Volumes In this (1962) Series Users of this volume will find much value in Its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. i 2 Title General Sessions and Index to ail Volumes Aero-space; Air Transport I to 9 Copies - - $ .65 , .65 10 or more $ .55 .55 Stock No. 022.32--1 022.32--2 3 Automotive and Machine Shop; Power Press and Forging ,65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates , .40 .35 022.32--4 5 Chemical and Fertilizer................. .... .65 .55 022.32--5 6 Civic Leadership; Church, Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining .............................. ' ......................... ................................... 65 .55 022.32--7 S Construction; Public Employee , ., . .65 .55 022.32--8 9 Electrical Equipment. , . . , ... ...... .40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leather Products: Trades and Services .65 .55 022.32--10 fl Glass and Ceramics; Rubber ... .. .. .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE)............... .90 .80 022.32--12 13 Labor ............................ .. . . , . ....................... ...................................65 .55 022.32--13 14 Marine . , . , .......... ............. . . .65 .55 022.32--14 15 Metals............... .......................................................... ------ .... .65 .55 022.32--15 16 Mining , , ..... .................. .................... .. .65 .55 022.32--16 17 Motor Transport; Transit.......... . ....................... ... .90 .80 022.32--17 18 Occupational Health Nursing.................... .40 .35 022.32--18 19 Petroleum............................................................ ..... . . . .... . .65 .55 022.32--19 20 Public Utilities .. . . , - . ... .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing.. . .65 .55 022.32--21 22 Railroad .................... . . , .40 .35 022.32--22 23 School and College.. ......................................... , . .90 .80 022.32--23 24 Traffic...................................... .......................................... ... . .65 .55 022.32--24 25 Wood Products; and Textile................................ , . .65 .55 022.32--25 26 Early Morning Sessions--"Communication ' 27 Public Safety .65 .55 022.32--26 .65 .55 022.32--27 COMPLETE SETS {27 Volumes) $ 1 1.00 any quantity 022.12 All prices showTM ere subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. > CHICAGO 11. ILL. JV005630- MINUS IN U S.l (V?.'? --M 72 1 9 6 2 Volume 15 National Safety Congress Transactions METALS INDUSTRIES # Beginning G ae* A-p*.'erufy Yif of ffl# NATIONAL SAFETY COUNCIL C* CAOO lUNOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the METALS SECTION CONTENTS Back Injuries -- Problems, Costs end Solutions Darrell D. McCoslit 3 Dr. John B. Ntcotia M. L Walker 4 7 The Cost of Unsafety George B, floecut. it, 9 Safety Attitudes: Fad, Fact, or Fancy G. B. Weaver 12 Officers of the Metals Section 1962*63 !7 Other Volumes in 1962 National Safety Congress Transactions Back Cover 2 BACK INJURIES--PROBLEMS, COSTS AND SOLUTIONS By DARRELL D. McCASTLE Foreman, Plant Engineering, Caterpillar Tractor Co,, Peoria, 111, We at Caterpillar believe that in using 'made for the job'* lifting devices, we have reduced the number o: back injuries. In our Peoria plant, u*ing overhead and boom t rines, electrtc and ait hoists on jib crunes and monorail*, in an average day we make between 600 and 650 mechanical lifts every 60 seconds. In a five tear period, averaging 250 work dav* per year, we make 250 to JOG million mechanical lifts. Our lost tune record for the past five years shows 25 lost tune caies due to handling material with lifting devices. I was informed that 21 of these were caused by misusing the device or using the wrong device for the job. This leaves only tour lost tune cases out ot J00 million mechanical Hits. I'm not trying to tell you that we have a way of lifting material in our plant that will eliminate back injuries, but we have de veloped a system which we have found very successful, not only in reducing the number ni back injuries, but other injuries as well. We have a special section which designs, forges, repairs and inspects all lifting de, ire*. We have eleven men in the section, with a combined total of 226 year* of ex perience. This represent* a lot of experience ,n designing fitting devices. Because these men are held solely responsible for this work, it stops every Tom, Dick and Han't* from taking a bent piece of iron and trying >< lift material or repairing broken and ,*urn devicr*. Consequently, it helps to re duce all kinds of injuries due to lifting and moving material. \t Caterpillar, we have two slogans. By niihermg to these two slogans, we have im proved our safety record and continue to manufacture quality products. Our first -togan needs no explanation. At Caterpillar, safety is always our number one business." The second slogan is "I, TAB, WODl* -- "is there a better way of.doing it.*'* That i*. a slogan that w*iti work In any situation, especially those concerning safety. We keep a record of each lifting deviceWe have etu-c io jrO.OOO on file- The infor mation is compiled oa ordinary cards and includes the mud safety load and service, the department and location, the date made and condition. The remark* are used for inflection and repair information. The rec ord IS kept until the device * scrapped We keep a continuous inspection of alt lifting chains and devices However, it is also imfiortant that each operator inspect his own equipment. t believe you must follow the following methods in designing any lifting device, if you're going to pick up a huge tractor or a `malt casting. {That is, if you can get over the center of gravity, and the hoist hook must always be over the center of gravity.) 1. A sling toad or two or four eye bolts ---we use this whenever you can get to ihe load on the four sides--hook over center of gravity. 2. Whenever you can get under the load, hnt can't get to the tour side*, kick and ends are blocked. J, Whenever you can get directly over the -enter of gravity, you can use tongs, or an eve bolt or any device that will go over the center of gravity. 4. When all other ways are blocked, but the lift section can go off center, pry" down with a tail and move the eye over the center of gravity. 5 The only other way, if you can't get i>ver the center of gravity with the hoist hook, as in these four methods, is to go to a fulcrum or lever. Remember, when you use the lever method, that it creates a haz ard. The application of these methods to our many different Sifting devices has certainly helped to reduce back injuries in our opera tions. 3 V?62 Xotu-nm bursty C, uurcss * By DR. JOHN B. NICOSIA Medical Director, East Chicago Works, Slaw-Knox Co., East Chicago, Ind. l.ai\ hack pun is ,i jirfnm anti pot a di'case. It cm r,n*l doc* occur at any age. t? is fair to t|t,u backnc-h..- i-. a frequent symptom, cnuses much toss i.t tn-in hour labor, ts uitfteult to diagnote tor cause. and >., in many mJt.ince, dihiruh to relieve. J* It well recognized that backache iv asso rted with such di*ea* nj arthritis and cancer and commonly follows injuries m industry; in a targe segment of the popu lation, it also occurs unassarmted with di'tase or injury1. \ physician wilt occasionally he catted u *ce a cam? of backache *0 acute that the patient is unable to visit the doctor's office for examination. This may Ik a first att.mfc ur one m a recurrent series in any t*e, the essential duty of the doctor ts to relieve pain. A quick history will disclose the occurrence of the attacks, an examina tion will determine whether the `vmptoms are referntblc to acute backache alone by eliminating all other probable conditions. If the person can move both tegs and feet, fun good sensation, no fever, no blood pres sure change, no pulse ns* or signs of an Acute abdomen, it would teem fairly sale to proceed with the treatment of the acute fuekache Miwr a,-me attacks of mechanical origin mil he sufficiently improved in 4ft to 71 hours to allow a detailed examination. Per sistence of acute vvmptoms beyond 72 hours it highly indicative of some serious under tying problem other than ordinary mechan ical derangement, and hospitalization should be strongly considered in order to arrive at the proper diagnosis, Any cause of chronic recurring low back pain can also produce an acute attack. There fore, to continue the search for the cause of acute backache, consideration must be given to all causes of chrome low back pain A quick rundown makes it apparent that an X-rty survey oi the back will yield findings that include or exclude most other causes. . The following outline lists tin most likely causes that wilt be encountered. The causes are listed without regard to incidence or frequency: they are Arranged to facilitate differential diagnosis classification. !. Infection a. Non-specific--Staphylococcus, strept, etc. b, Specific-Tuberculosis, etc, 2. Diseases a- Rheumatoid arthritis h. Hypertrophic arthritis c- Ostoparosis 3. Tumors--Benign a, Osteomas b- Fibromas e. Hemangioma 4- Malignant & metastie tumors a. Multiple myeloma h Carcinoma of Prosiate e. Carcinoma of the thyroid with me tastasis d. CarCinoma of the breast 5, Mechanical a. Acute sprains b. Chronic sprains c. Degeneration of disc (1) with rupture of disc (2) with instability <i Congenital anomalies (l) Spondylolisthesis 6. Malingering Although usually considered lightly, in fection, both specific and non-specific, still occurs in the spine, as elsewhere in the body, at any age. Most infection! of the spine are subtle and do not show the ex pected constitutional symptoms until well established. To keep them m mind is the quickest way to establish a diagnosis. One must also keep in mind that the X-ray signs may be slow to develop--up to two or three months after the onset of symptoms. Bed rest, immobilization of the spine and the proper ami-bacterial agent is the treatment Non-specific infections will ordinarily re spond promptly and heat with overgrowth of bone at the margins of the involved interspace. Tuberculosis tv-ill be slower to respond and ultimate surgery may be neces sary < fusion) to ensure and maintain ar rest of the disease. 4 Sfttals industries A* for diseases, rheumatoid arthritis in volving the spine usually begins m the low back and sacro-iliac joints and eventually involve* most of the -t.n* ending in the io called poker spine or bamboo spine. The onset is slow with vague aches across the tow back: as the disease progresses, there can be radiating pains in the leg or leg* resembling the pain oi a ruptured disc. The tendency iq use and abuse the term "hy pertrophic arthritis" or ostco-arthritis is ever with us. This is understandable since bony overgrowths at the vertebral body margins can and do occur frequently. The mere presence of spurs, however, does not indi rate the existence of the disease, namely hypertrophic arthritis. Injury to one level in the spine frequently results in bony spur ring at that level, yet to label this hyper trophic arthritis would be inaccurate. We ihould attenpt then to base a diag nosis on the inciting agent, rather than the aftermath- Such reasoning will allow us to reserve the term hypertrophic arthritis for the recognized entity tor which it was intended. When the entire spine become* involved in a degenerating process with pro gressive pain and restriction of spine mo tion, certainty the diagnosis of hypertrophic arthritis on be applied. This ts and must he a progressive disease, just as it is in ihe knee, hip and hands winch arc fre quently associated with it. There ir no treatment to arrest the process and after-w- fiW of symptoms if difficult. Tn order to understand hark pain, it is necessary to say something on the me chanics of the spine. The `pmat column can best be described as a flexible pole. It provides u* with the means ot remaining er Che upright position. U h were a rigid straight pole, it would be more difficult to resist force* that tend to up the body; so nature has provided curves in the spinal column that can resist bending forces. These curve* arc developed in orderly and regu lar sequence. The first curvature encountered is that which allows the head to be held upward forming a convexity forward (Cer vical Lordosis), The next is a curve in the lumbar area, which permits a sitting position (Lumbar Lordosis). As standing ta attempted, the pelvis in clines forward for balance; this affects all the existing curves and tends to flatten and broaden them. For the spinal column to remain upright, it must be Held over the line of gravity. The muscles of the <pine and abdomen constantly adjust where needed, to serve as the active balancer* to move the flexible spinal column over the line of gravity. These are the inctr.rs which give the spine its wide range or stability. Of all the soft tissues of the spine, the inter vertebra! di*c carries the greatest re sponsibility for the preservation of the func tion of the spinal column. The Ut.*c is located between the separate vertebrae Spe cial emphasis is given to the disc because normal deterioration, so common to this structure, lead* to mechanical derangement* which produce backache. Alto, this is one of the many bug-a-boos in industrial medi cine. It is not meant to exclude the other structures of the spine capable of causing back pain, but rather to point out Uic com monest condition: the w called "Ruptured Disc'* A normal disc reaches it* greatest develop ment at the end of the second decade of life. The aging procef* begin* after the second decade and is a complex, little under-tood process. Disc disease i* found with the greatest frequency in the fourth and fifth lumbar area. A disc pro;rufk>n or rupture is caused by a break through the ligament* that hold the disc in it* normal position between the vertebrae. Narrowing of the disc space between the vertebrae, with asso ciated symptoms of backache, and fiber* in the disc itself which are painful under pressure are pretty much indicative of rup tured disc disease. A myelogram confirms the diagnosis. The second of the industrial medical prob lems is the acute back sprain. A sprain, by definition, is a tear of the supporting struc tures m the spine--namely the ligaments, capsules and fascial planes, fears can occur only when movement* have exceeded the normal range. Two common cause* are; O) The sudden forward flexion m might occur in a fall when a person slips on ice or a greasy area, (2) A sudden increased lead while lifting ui a stooped position, as might occur when holding one cod of a beam that ts dropped. Often this is referred to as x sprung back. Examination within 48 hours will reveal protective mu'cle spasm, painful pressure point and motions of the spine limited in all S S'M* X,;ti,-nai Stiffly Congress directions, particularly that motion which ixturred during the injury. X-ray films will be negative unless the tone of injury was n cau*e fracture or dtriocauon, m which ca** the dingnoM* i conclusive- Most sprains will heal tn three weeks if protected against excessive motion and extreme position*. The prognosis is good for return to previous `K'cupattun. \% for chrome recurrent low back sprain, die causes vary from occupational to poor posture. The history of the patient is helpmi in that the straining incident may be `uspeeted by him. The discomfort is slow m unset, progressive, aggravated by fatigue, and more or less relieved by rest, heat and massage. Spina! movements ordinarily re main normal, except when the strained area vs placed under further tension, then the jam is reproduced and the strain is localized. Viav examination mav show calcifications ,it the insertion or origin of the particular ligaments strained. The treatment of this group of backaches is the elimination of the strain producing act. Contracted muscle* and ligaments should be stretched and a support ;v$>phei to the weak area. To nimmariK, degeneration of the disc s physiological, begins right after the age of twenty, shows increased incidence among heavy workers, is associated with injury, aggravated by dampness, drafts and infec tion* It can be extensive without back pain, but man often it is associated with bark jwin which becomes chronic and continuous. Leg pain and/or sciatica is frequently an Added symptom m this group and the history i,f back and leg trouble often extends for months to years- Since degeneration is likely to be proere*sive once it has started, it is under standable that the clinical picture can change trnm time to time. Furthermore, we know from experience that symptoms van be re lieved at any stage; either spontaneously or lv treatment. It is assumed that nature will repair the abnormal tissues by scarring, but the length of time necessary for heading is unknown. We must accept that we do not know the natural course of regeneration and therefore cannot give accurate prognosis. It jx tor this reason that varied opinion will be given in the same case; each examiner must base an opinion on fits own experience. White the onset of back peun us early degeneration may be variable, minor strains will start the first attack. The pain across the low back comes on after a sudden stoop, sustained stoop, lifting, long automobile trip, sudden twist or flip, or mav follow a fall. Characteristically the pain begins some hours after these incidents, which tends to rule out iiffimcnfntu strain. The pain then builds in intensity for several days and slowly sub sides in two to three weeks. Such attacks occur once or twice a year, occasionally re quire bed rest and seldom lead to medical consultation. Each succeeding year the at tacks occur more irequeittty, are of greaier intensity and last longer; the patient be comes concerned and seeks medical aid. Examination at this time is often of little help, except to localize tenderness tn the low back. X-rays will show, at the most, narrowing of the disc space, but will be helpful to rule out diseases imofving the bone Treatment at this time is of real value. It is the time to show the patient how to use the'bade propcrlv and avoid me chanical multi. Support may be helpful lo safeguard against scram*, at lca until exer cise* have established stronger than normal active support. Manipulations ate to be avoided and no known drug therapy'will hasten or assure the ,irret of the degenera tive disease. Operation for the relief of pain in a ruptured disc has a definite place tn the treatment of backache. The indications are clear; fl) if demanded by the patient for the relief of pain, or <2) When neurologic signs are severe or progressive. The opera tion is done by either an orthopedic surgeon or a neurosurgeon, depending mainly on which is available in any given community. Before concluding, a few suggestions re garding malingering may be in order since it is encountered in industrial medical practice. Inconsistency of findings, widespread tender ness, lack of fit between abjective and sub jective signs and symptoms and so on, should certainly put one on guard. The benefit of the doubt, however, should demand a re peated examination and additional corrobsttve evidence. Variations in straight leg raising from one body position to another, changes tn signs by distracting the atten tion of the patient, and duplication of tests in reverse order will help pinpoint presence or absence of definite signs. 6 Metals Industries in some cases malingering is difficult to detect because some persons are quite ap prehensive and likely to exaggerate, i know of no rules to apply to detect the malingerer except tor the aforementioned tests. A definite diagnosis should be made on the presence of the objective and subteetrie wmptom*. By M. L. WALKER District Manager, Pennsylvania Manufacturers* Association Casualty Insurance Co,, Pittsburgh, Pa. The title of this could well be-- `Oh, my aching back!" Backj aid us to sit down, stand un. he down and in our walking and everydav activities, fhey are one of the intricate mechanisms of our body Their care is most important to us and our em ployers, In the human back are centered most of the nerves and muscles and one of the most complicated bone structures m the laxly. Back injuries are the torture of the innocent, the weakness of rare* and the refuge of the malingerer. Back injuries /all into several categories: trauma, strain, falls and aggravation. Those caused by trauma usually manifest them`elves by bruises, discoloration, cuts or tracture. Strain accidents are usually caused bv improper lifting or overtaxing oi an in dividual's strengeth. and result in damage or injuries to the muscle or nerve structure. Their casual effects are hard tn measure, and it is in this area that malingering is most prevalent. We have all seen the demon stration of the safety engineer who lifts a brick by mean* 01 a f ramie string. A sudden jerk or yank will break the string and not even raise ih< brick. On the other hand, a slow* even puli will raise the brick and leave the string intact. Legislation on rules governing back in juries and lifting are observed only by two sutes, and in those states the taws touch on only lifting by females. One state pro hibits objects over 23 pounds being lifted by females, the other, objects over 35 pounds. Extra help or mechanical devices must be given. There are no known laws covering male employees. In many industrial injuries, there are scheduled benefits given by various states which involve a certain number of weeks' compensation for each type of toss of mem ber, or percentage thereof. There are no schedules oi benefits lor back injuries. The workmen's compensation rate times the number of week* disability, pius medical rare, determines, the cost of each case. Back injuries are uiunllv rated on either a tem porary total disability or a permanent total ifitohttuy. In rare instance*, when an em ployee is judged able to do some work, a partial diuabilitv involving a percentage of the weekly rate is agreed upon. Most back injuries usually result in short disabilities. This type of case develops from a mild back sprain of the muscle* tn Pennsylvania, for instance, m the year of I960, 6,633 back cases were awarded an average of $420 per case in compensa tion. Most of these were temporary total in juries with an avenge award of $325. For the same year, Illinois reported a total of 3,476 back injuries with an average award on temporary total of $460; New Jersey showed $501 and New York $714. Please bear in mind that these cost* arc only tor the compensation benefits and do not take into account the national safety council aver age of indirect costs--from four to seven times that amount paid out by the insurance company, in damage to equipment, training of new employees and many other expenses. Many of these cases involve a great num ber of trips to the doctor for strapping, dia thermy and massage: In cases where no time is involved, time spent during the working day in trips to the doctor's office and em ployee inefficiency on returns to work, in volve the employer in a great deal of ex pense. The more serious back cases are breath-taking in their costs. A joung man becomes a permanent total disability case for his life expectancy. The costs can well run into many thousands of dollars. The report ing states show that, in Pennsylvania, 35 were permanent total disabilities with an average award of $12,163 and 20 were fatais with an average award of $11,265. Illinois does not show separate awards for back injuries of different severity,, but it does J0(i? .Yefivnaf Safety Congress <How that injuries to 'j>ine and vertebra ,'s\enged $2,446.CO, Back injuries involving destruction of the discs and those with arthritic spur* can total a great deal more. In the cam of spinal fusion and other severe operation*, hospital, medical and compensation cost* can ato run into many thousand* of dollar*- Recurrent injuries and aggravation to pre-existing con dition* are also prevalent in back iniuries, for instance, most states allow disability lor aggravation of a pre-exiiung condition *ir injury. The thinking i* that the employee w,* able to perform hi* work until the uijury occurred; hence, compensation is awarded Starting about 1915. several of the indus trial states undertook legislation calling for payment to employee* for injuries, whether or not they were caused by the negligence of the employer. Before this time, an employee would have to prove negligence under the >.!d mailer and servant common law. Those that could not present such proof generally either starved, or became welfare case* of the state, in order to avoid such situations, workmen's compensation came into being. Under this law, injured employees were to be paid, even if the accident was their own negligence. They do not, in most states, have the right of suing their employer, but must accept only the benefits under the act. Be muse back injuries, in most instances, are the fault of the worker, most of these acci dents would not have been recompensed. \11 states and possessions now have work men's compensation in some form or other. Benefits on total disability range .from a no wailing period to a week's waiting period, with retroactive period* down to one day ..ltd neekiy benefit* from $53 a week to <450 a week, and medical up to a maximum from $450 to $5,000. In Canada it is usually more. Most state*4 workmen'* compensation coverages are underwritten by private li censed insurance com panic* who pay the benefits prescribed by law. These benefit* are dearly chargeable against the experi ence of the insured employer, and their ex perience determines their direct premium or Seven states; Ohio, West Virginia, Ore* gon, Nevada, Washington, Wyoming, and North Dakota, have monopolistic state workmen'* insurance funds. Every employer in the state must subscribe to these state funds, except where special privilege* of exemption are involved. Some of the larger employer* elect to self-insure their liabtliue* under the different workmen's compensation acts, and pay the benefits directly to their employee*. We have, in the the rest of this discussion only dwelt on the costs to the employer. Equal attention should be given to the cost if, the cmpio>c* who ha* been injured--u> his pain and suffering, loss of wage* (which compensation rarely equalizes), and toss to hi* family and those around him. It is far better to prevent an accident than to pay for it. An employer ts, to a certain extent, his brothers1 'keeper. We can not help but feel proud that in the prevention of injuries, ;vt ate accomplishing a public service to humanity. Bade injuries and their costs can bo re duced. We know of one company that de cided to beat the back injury problem; they worked out a program that reduced their disabling back injuries 70 per cent over a period of eight year* They gave thorough physical examinations, including x-rays of tiie lower back, to each applicant before placement, analyzed all previous cases, edu cated supervisors and employees in proper lifting, bought more handling equipment and required supervisors to report alt injuries We observe that in many cases when an employee is put back to work, he is given the same job that provoked his injury. No thought is given to lighter work until the residue of his Injury disappear* This causes recurrence of the condition, or aggravates the cause of his disability, if more care were taken, there would be fewer permanent back injuries. Metals Industriet THE COST OF UNSAFETY By GEORGE E. FLACCUS, JR. Vice President, Industrial Relations, Jones A Laughlin Steel Corp., Pittsburgh, Pa. it seems to me that we could relfect to i?ood use upon the nagging problem that beset* too many industrial safety expert*, he problem of how to stimulate and sus tain a continuing overriding intere*t in safety '% the ~ar oi lop am Imr management, For on this there can be no disagreement. Improved plant safety performance ran come only through the effort* of the line manage ment. The finest safety expert* are help less if they are not listened to and taken seriously or if responsibility for safety is shunted off onto the shoulders of safety inspectors instead ot resting squarely on the shoulder* of line management where it must belong. These things can happen in any well run company and companies are especially vul nerable in the sharply competitive business conditions in which we find ourselves to day. There is probably not a company rep resented in thi* room that 5* not putting all kinds of pressure on it* foremen at all levels to get more work from employee?, better quality in its product*, reduced con sumption of raw materials and fuels, fewer breakdowns. la short, the problem is to cut costs, all impelled by the profit squeeze we commonly suffer a* a resuit of too High labor and tax costs. This doesn't mean that management is not interested in the safety of its employ ees. Of course it is. We couldn't have the outstanding records in industrial safety if we in American management did not truly feel that we are our brother'* keeper when it comes to the safety of our fellow em ployees. But die difficulty, in these limes particularly, is the competition safety face* to get top and line management's atten tion Foremen can, and 1 am afraid too often do, regard the routines of safety meet ings and the completion of safety statistics and other reports as an unrewarding chore, not because they are not safety minded, out because other problems are crying for attention and solution. Has safety's voice then become small in industry today and j* that what underlies the negative trend in the accident figures this year? I suggest that may well be the case and if so, we must find a way to make safety's voice mere appealing. There are some safety men who believe we should .ell safety, if it needs selling, on humani tarian terms alone, since this is the real reason why companies are willing to nuke mrney and time available for the safetv cause. This is fine, but humanitarian appeal can lo*e ns punch in competition with the many other problems that cry for our fore men'* attention. Olliers feel that the i-teady flow of safety statistics to the top can do the job, if im provement m the figures becomes a matter of competition between departments and if steady improvement is in fact forthcoming. The trouble here is that rocking along with a reasonably good statistical record can be a real lullaby experience; it is under these conditions especially that safety's voice can become smaller and safety performance de teriorate. Of course, I don't advocate aban doning foremen's safetv meetings, reports and the upward flow of statistics. These are essential parts of any good safety pro gram and we know how important the sta tistical report of a record run in safety can be. When our steel plant in Aliquippa, .Penn sylvania, ran up a (&L record of 10,485,721 man (tours without a lost time accident in I960, in the later stages of that run we knew we had a chance for a world record. We w-ouid have made it except for tlie fact that the Gary Plant of IJ. S. Steel was piling up a record at the same time and substantially outstripped us. During that J&L run, everyone at Aliquippa vras safety minded and the eyes of top management were on that plant with thoughts of safety, ^es. the record runs are highly stimulating: but what takes over as the incentive factor when the run is overr At the other extreme from extraordinarily good experience it the occurrence of sev eral accidental deaths and other serious plant accidents. We know this condition to be the greatest stimulant there is for safety action, but no one advocates encouraging 19Xatumai Safety Cotujt accidents so steps will be taken to prevent fhern thereafter No, I believe we have to demonstrate a* best we ran the high <ro<t of unsafely and show management at all level* that by controlling accident* sub stantial sums of money can be saved. If foremen and top management are cost con scious today--as we know they are---why not relate safety improvement as dramati cally as possible to savings in cost Then perhaps safety's voice will not be small but will compete on more equal plane for the attention of a cost conscious manage ment. t have known people who shim this idea as if there were something immoral about it, feeling that we should never stress the dollars and cents cost of unsafetv, but rather the cost tn human suffering and human loss. I agree with them that our interest in safety is a humane one and initiated by the profit motive, but that is no reason why the money saving by-product cannot be used to focus the attention of a cost and profit conscious management on safety. Although some people would have you believe to the contrary, there is nothing immoral about profits; they* are the welt spring of the good life we -Americans enjoy. Why not use the high cost of unsafety to generate action toward further reduction of the ac cident's frequency? Look at your company's workmen's com pensation cost* and the related costs of doc tor*. hospital, ambulance, legal and fixed chirgcs and trends in those costs. At /ones & t-iughlin. we have compared these costs over the eight year period, 1952 through 1*3--19?J being the first year in which these cost* were readily available, and 1*59 the last year in which the costs were finally settled and determined. During this eight year period, the state legislatures in the -tate* in which lone* & Laughlin it **lfiruured raised the benefits 25 per cent; dur ing the same period, medical care costs went up 22 fwr cent as components in the cost of living as determined by the Bureau of Labor Statistics. Vet. despite the >izenbie increases in these cost*, over which we can have tittle or no control, we find that our workmen's eomt<nsation and related costs in those states actually declined in the period. This can 'inly be the result of a 20 per cent drop in day* lost or charged to us as a result of lost time accidents. And, I am happy to say that we find the favorable trend conMnuing in I960. 196! and 1962; however, these three years are not yet dosed for compensation purposes. \Ve have only to point to these Urge increases in compen sation benefits and medical costs to demon urate the high cost of unsafely. Assume the company had not improved its safety per formance in the eight years, that in 1959 tt had the same number of injuries and days tost or charged as in 1952. Under this assumption, a dramatic figure results as the 1959 costs. We have broken down these 1959 costs to show the average cost of a fatality, a permanent partial and a temporary total injury. We can then use these injury costs to show what our costs will be it we slip back or fail to make further improvement in the reduction of accidents; we must as sume that we will experience continued re lentless inflation in compensation benefits and medical costs. I believe effective use can be made of these figures, not only on a company basis, but on a small unit and department basis to show the financial in centive that is an important by-product of safety improvement. But, as is true of the iceberg, we have been looking at only a small part of the cost of unsafety when we limit our view to the direct coils. We know of the well publicized four to one ratio for indirect to direct costs, reportedly based on actual analysis of such indirect expenses as the hiring and training expense for new em ployees filling the jobs of the injured, the production loss often experienced at the time of the accident, equipment or tool damage and the many other things that are an indirect consequence of a disabling compensable accident Overlooked, too, are the many minor injuries that do not re sult in lost time but add up to an cxpeise for the company in the form of time off the job for trip* to the dispensary, nurses' time, etc. We should look, too, at the expense of unsafe practices where personal injuries do not result. Unquestionably, there are siz able costs involved when equipment, tools or materials are damaged without any hu man loss. An effective safety department can materially reduce these unmeasured costs by teaching employees to work safely, and 10 Metals industries by working with the design engineers to insure built-in design safety. [ have been told that one steel company makes a detailed analysts of these non-intury accidents. The analysis totals the cost in damage to materials, tools, equipment and he loss of production, and then goes on to determine the cause and preventive meas ures for the future- The company avs that it* results so far show the substantial savings that can come from appropriate preventive measures. tn tones & Laughlin we have not made a systematic analysis of thee accidents in that fashion, but we are thinking of the possibility of a spot-check random analy sis of these occurrences to give us insight into the costs without additional Adminis tration expene. finally, we cannot ignore what may be called the labor relations cost of unsafety, for we all know of wildcat safety strikes. These serious and often prolonged interrup tions in production can dramatically- under line the high cost of unsafely. E realize only too well that these strikes are oiten under the guise of safety while the real issue Is crew size or somethin* else; but whv give employees or their union repre sentatives any cause or excuse to take the kind of action which so seriously affect* our profit and loss statements. I have not touched at all upon the cot to the company of accidents that take place beyond the plant gate. Under the social insurance programs of nearly all companies. employees and their wives and chitdren are insured against certain hospital and surgical experience. These insurance benefits are raised from time to time as a result of collective bargaining with the union repre senting the emploices. The cost of insur ance has been further rai*ed by inflation in hospital and medical costs, mentioned earlier in connection with tn-plant accidents. We have not segregated the portion of premium co*r under these insurance poli cies that is attributable to off-ihe-job acci dent*. 1 don't know* whether it is possible to do so without substantial expense; we certainly can assume these cost* are sizable, that they are growing, and that the only way to control them is by an effective viieiy program reaching beyond the plant gate into the homes and automobiles of our employees and their families. Perhaps the most effective way to do tin* is by com plete support of national and local safety councils. What I have said is not new to any of vou experts, who certainly know the high ct.ijt of unsafety and the real contribution an effective, hard hitting safety program can make toward the reduction and control of those cost*. What 1 am suggesting is that we make imaginative use of the available cost data, to bring about action at reduc ing accidents of all kinds- For only by eliminating il source of these costs can we effectively control them. In these days, when all managers seek to save a dollar here and a dollar there, communicating m these terms can bring results, 11 1962 Sationat Safety Congress SAFETY ATTITUDES: FAD, FACT, OR FANCY By G, E. WEAVER Supervisor, Sale* 4 Administrative Training, Allegheny Ludlum Steel Corp^ Pittsburgh, Pa, Some companies treat safety as a fad. They have the latent vtfetv equipment, many >aiy meetings, the yellowest paint, the most hard hats; they install stretchers in fancy cases, buy resusitAtton equipment, in sist that goggles he worn, and instruct crane operators to sound the horn, The word is spread constantly that it is a safety-minded t.l.mt. Tlte reason it's a tad?--Production is the gd of ccntrol. If the overload switch is out, operate the thing anyway--but be care ful- If the ladder is broken, use it anyway; if a special toot is needed hack at the cnb,, pry with a wrench; if the billets are leaning, prop them up; if the control swatch U "spit* ting" and 'sputtering.'* use it; if the fire hazard is building up, well have to get to it. but be careful. Always, be careful! This is the dynamic fact of safety being merely a "fad." There are other companies that treat 'vafety a a "fancy." As you approach these plants by car, train, bus or plane, you are impressed with the magnificent signs. Some are lighted with neon tubing and spell out in bold letters--"This plant is a safe place to work-'' The dispensary is a model for all other companies to copy. The paint is fresh and clean on the safety bulletin board with reminders of what happens when a safety rule is broken. The banners flutter from the highest girder, proclaiming the safety slogan of the month. The hard hats are whiter; the yellow tines are wider; the safety zones are numerous and blossoming with receptacles. However, just beyond the "fancy" dress ut safey is the reality of men treading heed lessly close to the brink of disaster because "someone didn't get the word." A safety program based on fad or fancy can be only partially successful. If we limit our ap proach to physical safeguards and good housekeeping, we can be justly accused of treating the subject of safety as fad or fancy. These things, in themselves, are not bad; in fact, some companies go to the other extreme--refusing to spend money for the necessary safety equipment. But, the fad .uni fancy of all the safety equipment in the world will not, in itself, make your plant x place where accidents do not occur. The safetv of humans is contingent on two primary influencing factors: (1) his physical environment, and (2) the individ ual's state of mind. This paper centers on the premise that "safety is an attitude." Maybe wt. play mental tricks on ourselves. Many of us thought that if the Hint could be modernized,, the equipment protected, the stairways and alleys lighted, the air puri fied, then men wouldn't get hurt. But some where along the line we got sidetracked. L'topia didn't descend out of the blue; men were having accidents and getting hurt. What happened along the way? You, with >our experience know better than I- I wonder if we realise that within the past century civilization has advanced farther and faster than during the previous twenty centuries. Every modern device and con venience we ue nonchalantly today was either unkown or in a state of infancy just 60 years ago: medicine, radio, television, atomic power, radar, jets, rockets. Every thing seems to have advanced, except our concepts of dealing with the man, the man who has made all of these things come into reality. In many ways, we are still in the "dark ages" when it comes to understanding this complex organism called man. Man's central nervous system is far more intricate and complex than any switchboard yet devised. We are all so miraculously constructed that no two of us are alike, and yet, we are alike in so many motivations, drives, fears, dreams, and aspirations. Hava you ever stopped to think that the goals for which you work are identical to the goals of the men under your supervision? It is true; we have taken surveys of what goats we work for. 'Some of the things that topped the list-- after money, of course--were "to make a contribution to society"--not in terms of 12 WetoU Industriei inventing some htesavmg drug or discover ing a new planet, but to be considered favor ably by both the men and the upervisor, to receive both on and off the job, that seal nl endorsement and approval, so that if anything happened to us, we would be missed. Your men expect a great deal of you, Mr. supervisor. You are supposed to be a psychologist, counseled technician, leader, trainer, and communicator. In addi tion. you must do the work which is listed in your job description. $ume of you are responsible for produc tion! Others, for laying out work; some, for maintenance; others, for controlling quality. Many of you do some or all of these things. Your jobs are similar in some way and very different in other*. Many of you have heard the following: "My job is different . . .my situation is different ... my operations are different . . . my company doesn't operate like most companies" This may be so, but vou all have one problem in common--you have to deal with people. People are the same everywhere; nothing ever happens without them. People go on strike . . . people have accidents . . . people are prone to be lary . . , people resist changes - . people have problems . - . peo ple complain. But, before we give up on the human race, just remember that people are either motivated, or not motivated to produce, to buy, to sacrifice, to give, to erve. So, let's discuss people and their attitudes. Because we think that safety is an Attitude, we arc going to talk about super vision. Let's roll up our collective sleeves and see if we can discover what makes this `.;uy tick, the fellow who comes to work in inir shop, office, plant, or warehouse. What goes on in a man's mind? Can we say to him, "for the next eight hours, just leave your personal problems at the halltree or locker and give us your devoted alt ? So, hit personal problems go with him into the plant, just as our personal problems extend over into the working day. Our work is affected, and so is he, depending upon the severity of the situation. This guy is a pessimist on one day, and an optimist the next. No one is perfect. We all have a little of "Dennis the menace" in us. While things are going our way, nothing can upset our little world. But once in a while, we do something "just for the devil of it" At times, we wash we could give our men a little shot of magic cure-all so they would always react in the same mood and manner. So we have the types fixed in our minds; let's look again. Here are two workers in the same department. One t* the model of the free enterprise system: ne is always on time; his workplace is neat and clean; his attitude is above reproach; he never com plains; he is willing to work his full sched ule and more. But wait, who is walking m at this late hour of the morning? Good old joe--he's the complete opposite of every thing good in our system. He not only got up on the wrong side of the bed, he got up on the wrong side of the world. Why are these two extremes of interest to us? Be cause we feel that to uncover some of these attitudes, we have to look for causesThrough our conditioning since childhood, we build up tolerances and intolerances, likes and dislikes, and our outlook changes slowly as we mature. Let's look at a breakdown in communi cations whieh can affect attitudes. Does your particular work have a language all Us own? What about a common word like "cat"? You learned the meaning and the spelling of this word in kindergarten, didn't you? Let's take its different meanings, depending on who is using it. ''Cat" to the construction worker may mean a bulldoter; "cat" to a teenager may mean hep or cool, and "cat" to a society matron mav mean a term of demton- This is only saying that when we so glibly use those mill and shop words, we expect esersone to understand. Anneal and pickle is not a Hein* term: cog and rccog is not for mountain railroading; carbide precipita tion ts not a newfangled air cleaner tor your furnace, and "kill the heat" is not a term of mayhem. But you tee. from association and conditioning, we accept terms and build image* that someone else may have meant altogether differently. Before we go on with our study of atti tudes, let's admit freely that we must be cognizant of the physiological conditions in our plants too. Recently, we completed an opinion research survey in our company. As you readily appreciate, heat, tight, noise and ventilation wrtre of little consequence in the offices, but out In the melt shops and billet grinding rooms, this became a real i**ue So don't get the idea that we can 13 /9(5-? Xuhcnal Safely Congress change attitudes lust by being "nice to people" or saying "let's be happy together." 'Co. the physical urroundings contribute greatly to our comfort and feeling o! well being. ll has been said that it is costing less and less to keep people alive ( food, clothing and shelter). Compare our standard oi living with the Russian worker, for instance. But it is costing more and more to keep people content and happy. Our pH chic needs, those things which were once considered the "fringe" area, are taking a more significant place in our demands for security. What makes us tick? What goals, drives, motiva tions, fears, and needs are expressed daily by the man we supervise? Firm of all, he demands attention, as we all do. -Vest, we come to the need for affection Affection is a need of people of all age*. We got this as a child or we threw a temper tantrum. Many of us still have our moments when we regress back to a feeling of "they can't do this to me." We need to belong; our social urge dicutes that we conform to some sort of a pattern so we are part of the group. This revea's itself especially in kids. Now comes accomplish ment. We all need to know we are accomp lishing something, regardless of its import ance. Many of our men don't want or ex pect to become works* managers; they do want to do their particular job well, and have something to "brag" about, even if it is just to the wife. Let's look next at the obstacles (hat often arc thrown in the way of progress. Re member, Mr. supervisor, you may contribute to it, or you may be the obstacle itself. What is the reaction ? Tension comes into play. Throw' an obstacle in front of a man --make him feel like a fool in front of h work group, down goes self-esteem, up goes tension, out comes an impulsive act--maybe ;ui accident. An obstacle can bring on re gression, too. This is a retreat--an escape, anything that makes the man feel sorry for himself. He will fight the obstacle by pout ing, crying, telling talcs about his fellow workers or supervision, resorting to horse play, gossip, or anything that take* the heat off him. He isn't productive or concerned with the goat, but it is his way of fighting the obstacle. The guy *c should worry about most has tost sight of the goal and is in a complete state of contentment. He mistakes activity tor accomplishment, He Is working hard, the obstacle t* tgnoreo. He will resist change, or any suggestion that there nay be a better way. He may even be accident-prone be cause he is quite satisfied with the "status quo." Maybe a good way to be oblivious to i he obstacles is in adopt a state oi resigna tion. If i close my eyes, maybe it will go away. You can't win anyhow, why try to beat the thing ? Hus is the easy way out-- just as some men drink to drown their vnrrows. But the obstacle is still there and now we're fighting the obstacle more than reaching out for the goal. What is the answer* One could well be that we start to use a tittle imagination. Tins is the reasonable, logical adult thing to do when an obstacle gets in the path. In the army, the sergeant used to bellow', "do vxncthing, even if it is wrong J" We wish our men would use a little more imagina tion, We want them to do something, not lust wait for us to make all the decision* When we do make a decision and are wrong, what attitude do we take toward our supervision; Generally, it i* a rationalisa tion or alibi which sounds reasonable. Why do we make excuses for our ihortcomings; Because we want to have a high opinion of ourselves. W* just can't stand to "lose face." This is a defense mechanism which is "built-in,'* and no man should be anxious to belittle our good imettions. This discussion, so far, has been predi cated on the attitude oi employees And because safety is an attitude, we have tried to provoke your thinking on wine oi the causes of behavior. We Have avoided any mention of inter-relationships, or depth probe* of the interworkings of the mind. That is a job for a professional psychiatristBut. the supervision job can be complicated; a?etv can be affected because of your alti tude toward your men- Therefore, we have tried to establish some basis of common understanding. Call it attitude or personality, it is the term used to express the reaction of people to people. Everyone should understand two things when face to face with another: <1) attitude is an emotional thing--people react emotionally to people, and (2) there are only two kinds of attitudes: pleasant ami ifelait fndujlrift unpleasant. Seme persons, or course, don't tall into either class. They live in a dismal no-man's land called indifference. They lock at acquaintances, fellow workers, and super visors with all the enthusiasm ol a corpse. But altitude is the atmosphere one radiates that determine* the impression we make on other*, it is tike humidity, you can't see it, but you can feel it. It is there all the time. I want 10 list and discuss a sew prin ciples of supervision. These principles will not be a magic cure-all or panacea for your -afety program, but through the diligent application of this remedy to some of our attitude*, our men will respond to us. We don't need to wave the flag; our actions will tell the difference. Ski?t*' rv.rp.vf -- Supervising men is a rough job; much depends on what you say anti how vou say it. The men look to you for guidance, but you must respect their feelings when you issue orders. They will do your work, and make you look good, but not it you are condescending in sour atti tude. Get the facts--When a man's work is off base for no apparent reason, you should attempt to find out the cause. Lurking in the background may be a potential "blowup,** which could cause an accident. Labor rela tions people tell me that many a grievance could be stopped at the first source, if we would trouble our*eUes to get the facts immediately. The next two principles of supervision are studied together. They are praise and mffcum. There are many formulas worked out and approved by leading psychologists and personnel specialists that when confronted with a performance interview, you should praise, criticize, and then end on a positive note of praise We do not have the time to discuss the merits of a "system," but we do know that the praise part is wel comed in public, or where the work group can hear and appreciate a pat on the back. Common courtesy dictates that criticism should be made in private. Remember what ne said earlier, that a man hates to "lose iace," When in the public eye, the man is tnore concerned with what they are think ing than what you are saying. A pat on the back is always appropriate recognition, but there are times when a "kick in the pants" Ss also appropriate. As 1 rend the biographical sketches ot some ot our great men of industry* I note that at one time or another tn their careers, they were fired for not doing the job. This prompted them to take stock ot themselves, maybe for the first time, because the super visor was bones! enough to set them straight If this honesty never occurs in your company, >vu nwv be building .1 clan or medtocracy. Next, I feel that too many 01 us ml to set an example. The old "bull of the woods" used to be able to lick any man or do more work than his crew. Bear in mind that the men don't expect you to. Your met know there is a difference between you and them. Accept that fact; it is what >ou do with the difference that counts. The good supervisor ^legates the work. It doesn't mean that you have got to watch the men like a hawk every minute. Quite the opposite, lor we resent someone "breathing down the back of our necks." If you have trained and ex plained, they will carry out the work, even when you are not around. Team effort is a powerful thing if you will set goals. Quit worrying about what the men think of you. If you are doing a good job, they are glad to be on your team. But they are watching you tor buck-passing or howing favoritism Keep them up on what is expected. They have suggestions which can be helptul. Just as a good father as sumes responsibility tor his children so must the good supervisor asatme responsibility lor his work crew. Authority, when properly used, is the mark of real leadership; but when things go wrong, it is also the marie ot a good supervisor to take the blame. This is when a man pledges real loyalty to his crew, (Not---"why those stupid jerks have done it again.") Letting your men know how they are doing is the next ingredient ot supervision. We are not talking here so much of per formance review, but the daily i/u/rMrftojir and explanations. The days of blind obedi ence have tong passed. Men sometimes don't understand orders and they ask questions. Most men will do more than the expected, if they know "why." Tell them, reassure them, often. Silence has little significance and may be misinterpreted This brings up one oi the most important functions of the supervisor, communications-- from the men to management and from management to 19&* National Safety Congress the men. The word also implies, "turn up the htaring aid," because men are unsure oi themselves and need the therapeutic treat ment of a supervisor who will listen. The business world is a pretty {trim place, and lurking in every shop and factory is the prospect oi tut accident, an injury, a catastrophy and doth. These are the times that try men's scuts, both oo and off the job. But if you will help develop quality people, it follows that you will help develop a qual ity product. The quality product we are stressing today is safety attitudes, so that the world will be a better place to work and live. Safety u not a fad--safety is oot a fancy; but , safety is at) attitude. to OFFICERS OF THE METALS SECTION NATIONAL SAFETY COUNCII 762-63 General Chairman--James G. CutXEN, Supvr., Safety Section Employee Services Dept., Ford Motor Co. First Vice Chairman--J, W. Tysse, Mgr. of Safety, Republic Steel Corp., Cleveland, Ohio Second Vice Chairman--C E. Wilson, Safety Engr., Bethlehem Steel Co., Bethlehem, Pa. 'Fhird Vice Chairman--G, Luxort, Asst, Dir , Safety & Plant Prot., Inland Steel Co.. East Chicago, Ind. Secretary--W. T, McLean, Gen. Supvr. of Safety & Sanitation, United States Steel Corp., Gary Steel Works, Gary, Ind. S'tietier Editor--D, L. Johnson', Supvr,, Safety Engr., Pennsylvania Manufacturers Assn., Casualty Insurance Co., Pittsburgh, Pa. CVEditor--Lax D. Tracy, Safety Enjjr., Dravo Corp- Pittsburgh, Pa. Congress Program Committee--\V. D, Williams (Chairman), Am*, supvr. o: Safety. Youngstown Sheet It Tube Co., East Chicago. Ind.; H. D. Hickey. Supvr. of Safety, Bethlehem Steel Co., Lackawanna Plant, Buffalo, NT. Y.; /. D. Laseau, Supvr-. Ind Safety Section, Steel Division. Ford Motor Co,, Dearborn, Mich.; Eovv. Mandrv, Supt., Ind. Relations, Cleveland District, Republic Steel Corp., Cleveland, Ohio; R. A. Mc Rae, Safety Engr., The Colorado Fuel & Iron Corp., Pueblo, Colo.; W. R. ftoaux, Supvr., Corporate Safety, Allegheny Ludiura Steel Corp., Pittsburgh, Pa.; G. F. Grace, Sales Mgr., industrial Chain Div., Columbus McKinnon Chain Corp., Tonnawanda, N. Y, Technical Publications Committee--G. L. Huchxs (Chairman), Safety Director, Phoenix Steel Corp., Pftoemxville, Fa.; D. X. Babb, Div. Safety Coordinator, Union Carbide Metals Ccu, Div. oi Union Carbide Corp., Niagara Falls, X. Y.; D. W. Brown, Safety Eng., United States Steel Corp., Pittsburgh, Pa.; /, 5. Chapman, Mgr. of Safety. Armco Steel Corp., Middletown, Ohio; M. W. Gray, Safety Director, Weirton Steel Co., Weirton, W. Va.; T. W. V/nso.v, Asst Supt, Safety Republic Steel Corp., Buf falo District, Buffalo, X. Y.; J. B. Anbeeson, Republic Steel Corp., Cleveland, Ohio; . j. Laxglaxb, Great Lakes Steel Corp.. Ecorse. .Midi. Membership Committee--R. I. Reichl* (Chairman), Supvr., of Safety, The Youngstown Sheet & Tube Co., Youngstown, Ohio; M. C. Cuxxixgkam, District Safety Supvr., Southern District, Republic Steel Corp., Gadsden, Ala. Off'tht'Jab Committee--R. F. ScnROgpga (Chairman) (Steel Service Center Committee); J. D. Holteaffl* (Past General Chairman)/ W. RL Gilliland (Past General Chairmart) ; W. R. Korun (Congress Program Committee) Traintup and Education Committee--"L. C. Parke* (Chairman), Safety Director, Granite City Steel Co., Granite City, I1L; H, W. Gilherc, Works Safety Admin., Jones & \? Laughtin Steel Corp., Aliquippa Works, Aliquippa, Pa.; W. A OiorrER, Supvr. ot Safety & Security, The Babcock it Wilcox Co., Boiler DU , Barberton, Ohio; P. N I.ijvdW'JiT, Safety Director, Acme Steel Co.. Chicago, til.; W P, ?-AUN uuis, Safety Di rector, Umversal-Cyclops Steel Corp-, Bridgevtlle, Pa, ?:.iutulr\< industry Conumttet--J. PaTIVEJC (Chairman), Personnel Supvr., East Chicago Works, Blaw-Knox Co., East Chicago, ind.: jf. Mason, Staff Representative, Grede Foundry, Milwaukee. Wis.; K. S- Hedges, Safety Director, General Motors Corp-, Detroit" Mich.; J. M- E.uu.v, Dir. of Safety & Insurance. The Ccoper-Bcstemcr Corp., Grove City, Pi.; H- I- Wcicx, Director of Safety, Hygiene and Air Poll, Control, American Foundrymen s Society. Des Plames, III.; G. W. Davis, Employment -Mgr., Sharon Works. National Malleable Steel Castings Co., Sharon. Pa. i W. R, Ethridge. Mgr., Industrial Ri. Aetna Standard Div., Blaw-Knox Co., El-wood City, Pa.; John Spjwsvl*, Safety Supvr, Caterpillar Tractor Co., Peons, III. \`ieel Indutlrv Committee--C P. Voshks (Chairman), Coordination of Safely, tones & Laughlin Steel Corp,, Pittsburgh. Pa.; Rav Willett. Safety Director, Jessup Steely Co,, Washington, Fa,; Berl Ellis, Supvr. ot Safety, Sheffield Div. Armco Steel Corp., Kansas City. Ma; Andrew i`. PocHiasa, Safety Director, Allegheny Ludtum Steel Corp.. Leechburg, Fa; Fat TROtilACGM, Safety Supervisor, Keystone Steel 4 Wire Co.. Peoria, III.; John J a sous., Jones <fc Laughhn Steel Corp.. Pittsburgh, Pa. ;Geo*C H. Reilly, Mgr., Safety, National Tube Div,, United States Steel Corp.. Pittsburgh, Pa.; E G Troutman, Works Supvr, Safety Crucible Steel Company of America, Midland, Pa. Son-Ferrous Industry Committee--B. D. Kent (Chairman), Safety Manager, Aluminum Company of America, Davenport Works, Davenport. Iowa; A. D AtsHTOX, Dir. of Safely St Occup. Health, Fanned Metallurgical Corp-, North Chicago. III.: R.^C, Becjcstlad, Dir., Dept- of Safety 4 Tech. Empl., American Smelting & Refining Co. Salt I.Mft City, Utah; Hovvarb Hoop, Supt, Safety Sr Security. Onnet Corp.. Hannibal. Ohio; T. T. PlXDER. Kcnnecott Copper Corp., Utah Copper Div., Utah Smelter, Magna. Utah; Harry M, Donalbson, Mgr., Ind. Hygiene & Safety. The Brash Beryllium Co., Elmore Div., Elmore, Ohio Fabricating industry Committee--fc, W Engerer {Chairman), Management Representative, Pittsburgh District, Bethlehem Steel Co., Pittsburgh, Pa; Earl Bratton*, Public Rela tions Dir., Steel Plate Assn., Chicago. 111.: j. F. Chocole. General Erection Manager. Chicago Bridge & Iron Co., Chicago. 111. ?teel Service Center Committee-- R. F. Sc'H3tr* (Chairman), Manager, Safety Div., Joseph T. Ryerscn k Sons, Inc., Chicago. III.; Amu** J. Mattix. Manager of Per sonnel, U. S. Steel Corp.. Chicago, III.; G J- Mitchell, Supt. of Ind. Relations, Re public Steel Corp . Warehouse Div.. Youngstown, Ohio Contest and Att&rdi Committee--Steven Collj.-v* (Chairman), Safety Dir., Midwest Steel Div., National Steel Corp., Portage, Ind.; J. C Danes, Management's Representative, Bethtcham Steei Co., Chicago, III. tVert Coast Contmittef--F, P. rzLTON, Jr. (Coordinator), Bethlehem Steel Co., Pacific Coast Div., San Francisco, Calif. Members at Large--HOME* K, Lamvie (Chairman), Kaiser Aluminum St Chemical Corp., Oakland, Calif.: George Nuk^BERGER, Dir, of Safety, Kaiser Steel Corp-. Fontana, Calif.; Harry Schwartz, President, Washington Pipe & Steel Co., Seattle, Wash. S'an Francisco Area--Roy , Mattjson, Federated Metal* Div., American Smelting & Re fining Co,. San Francisco, Calif. 1$ Mortlneesl Area--R, V. Milligan (Chairman.), Htdro-Aluminstm Chennai Corp.. Mead Works. Spokane. Wash-; R. S. Jama*. Deihlclicm Steel Co-. Pacific <'ont Div -icattlc - Wash. '' Jnn.-L-r Area--Emvix S. Wyxkogp /Chairman), Bethlehem Steel Co.. Paetfic Oxw Div,, Los ,%ngele, Cali/.; A. C. Gattl*, Harvey Aluminum Ca, Torrence, Odff. >oit Lake City Area--T heron T. Pixmlx, Kennceoit Copper Corp., Utah Copper Div.. Utah Smelter. Magna, Utah. ` ^.*iirr* and Advisory Cmmitit1.U'--*\\ J>. Matrer (Chairman), Works Safety Admin. Safety & Welfare Dept., Jones 4 Lau-idm Sled C.irp-, Pittsburgh. Pa.; *\V. R. rdi.t.i- t s.vw. Mgr., Safety S: Security, Aluminum Lompam of America, Pittsburgh. J'*-; C. Whtsmax, Retired; *K f. Pt<lJC, Supt. of Ind. Ke!,, Chicago District. Republic Stl Corp., Chicago. Ill ; *1. D. HoLTtAmx. Mgr. of Safety 4 Training; Masv-Knux 1 !.. Pittsburgh, Pa.; *G ). Eicssaaon. Supt,, Ind, Bel. Staff. The Colorado Fur! 4 Iron Cnrp.. Buffalo, X. V.j *E. H- Houck, Retired; *G, O. GkirriN, Mgr, Haaartl Control. Dravo Corp, Pittsburgh. Pa.; ",l. I. Nolan, Safety Engineer, Bethlehem Sled Cn Bethlehem, Pa.; *H, S. Stu**ox. Mgr., Safetv. Caterpillar Traaor Ca, Peoria- lit; H- Hullakb, Supvr. of Safety, The Vcung-iown Sheet & Tul*e Co., K,i Chios->. ti>d:: l I~ Ridinger. Dir.. Safety 4 Plant i'rot. Inland Steel Ca, East Chicago, Ind.; *P, K. Urunomax, Safety Eng, Rustless Div, Armco Steel Corp.. Baltimore, Md.; *C. M, Allis, Retired; *J. F. Collins, Retired; *R. H. Fcwjl-vjx, Asst. Ihr. of Ind Kcl., Republic Sled Carp., Cleveland, Ohio; *D. A. Farrell, Dir. of Safety, U. S. Steel C>nu 1'itulmrglL Pa.; Kll.'f\, Retired; *H f \rcadia, Calif. S/njF Representative-- E, E. Knot, X.itinnal Safety Council, Chicago, 1)1. Pa-t firntral Chairman 17 Other Volumes In this 11962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title ! to 9 Copies 10 or more Stock No. I General Sessions and Index to alf Volumes . $ .65 $ .55 022.32--1 2 Aero-space; Air Transport .65 .55 022.32--2 3 Automotive and Machine Shop; Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates S Chemical and Fertilizer .40 .35 022.32--4 .65 .55 022.32--5 6 Civic Leadership; Church, Home, Women. Youth, Farm .90 .30 022.32--6 7 Coal Mining , .. .65 .55 022.32--7 3 Construction; Public Employee * .65 .55 022.32--8 9 Electrical Equipment . ... , . . .40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leather Products; Trades and Services , , ,, . . .65 .55 022.32--10 II Glass and Ceramics; Rubber ............ . . . .65 .55 022.32--!! 12 Industrial Subjects Sessions (ASSE) . . .90 .30 022.32--12 13 Labor ., ,, ,. .65 .55 022.32--13 (4 Marine .... . , , , , . .65 .55 022.32--14 15 Metals .............................................................................. ............... .65 .55 022.32--15 16 Mining . , ......... .......... ..... .65 .55 022.32--16 17 Motor Transport: Transit . . ......... ........................ 90 .80 022.32--17 13 Occupational Health Nursing.......... ......... ............. .. .40 .35 022.32--18 i? Petroleum 20 Public Utilities ........ .................. .........................65 .55 022.32--19 ......... ......... .........................65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing............... ................ .65 .55 022.32--21 22 Railroad .............................................. .........................40 .35 022.32--22 23 School and College . , ....................... ........................ .........................90 .80 022.32--23 24 Traffic ... , ........................................................ ....... .65 .55 022.32--24 25 Wood Products; and Textile............................................. .........................65 .55 022.32--25 26 Early Morning Sessions--""Communication*'............. .........................65 .55 022.32--26 27 Public Safety . . . . ................................. ...................... 65 .55 022.32--27 COMPLETE SETS (27 Volumes)................................. ............ $ 1 1.00 any quantity 022.12 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO IT, ILL. 3 pttNTto in u.s.a. 02-.32 --i* 2ft 1 9 6 2 Volume 16 National Safety Congress Transactions MINING INDUSTRY Beginning the Ooiden Anniversary Year of Hie NATIONAL SAFETY COUNCIL CHICAGO 11, UUNOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the MINING SECTION CONTENTS Hidden Costs of Accidents Glenn M. Hoilettet 3 Steps That Improved Safety at the Milliken Uranium Mine G, L Hammond 7 Recent Developments in Open Fit Haulage .. . R. Borchetdt 12 Developments in Industrial Safety and Hygiene at Sraden Copper Company ... , Stanley M. Jarrett 14 Safe Practices in Shops ,, S, C, Yule 20 Current Research With Rigid Foam. . Donald W, Mitchell, fdwm M. Murphy 23 The Challenge of Off-the-Job Safety. . Edward C, Leonard 26 Automation Problems in Train Haulage at Kennecott's Utah Mine. , Doag/os R. Maby 29 Protection from Radiation in Uranium Mining and Milling . Ralph M, Wilde 33 Control of Noise at Diamond Drills. ............. R. A. Morissette 37 Reduction of Noise at Percussion Drills. . ...----- William C. MUlet 41 Safety Aspects of the Use of Ammonium Nitrate and Fuel Oil Underground...................William C. McLaughlin, William L Smith 45 Officers of the Mining Section 1962*63........ .... ... 50 Other Volumes in 1962 National Safety Congress Transactions. . . Sack Cover 2 HIDDEN COSTS OF ACCIDENTS By GLENN M. HOSTETTER Safety Supervisor, Taconite Operations, Piekands Mather ft Co., Hoyt Lakes, Minn. The hidden or indirect costs ot accidents have been a topic tor discussion and study tor mam yeur*. have long believed that accident com provide cue ot the most effec tive ot all argumem* in favor ot an accident prevention program- In planning and selling such a program, however, great care must be taken io insure that all costs which con* tribute to the total losses sustained by indus try from accidents of alt types, not simply the cost of medial payments and compensa tion claims, be included in your program. Let us first rferine the word "accident' t<*fore we proceed. 10 make certain that we are at! on common ground. "Accident Facts." published by the National Safety Council, defines an accident a. "that occurrence in a sequence of events which usually produces unintended injury, death, or property dam age." When we accept this definition, we will recognize and comprehend the full ex tent of the tosses rising out of such un intended injury or property damage, 1 first became aware of the potential im pact of hidden and indirect costs of acci dents on production costs through my ex amination in 1942 of H. W. Heinrich** very excellent book entitled "Industrial Accident Prevention.'* This book listed the various factors which contribute to the hidden costs of accidents. The elements of cost listed then are equally valid today. Two visible and direct rmt* nf tnjtim* ire: 1- Compensation paid. 2 Medical and related expen.-e*All too often, industry relates accident pre vention programs only to these visible costs. When wc delve deeper into the problem, however, we begin to see the hidden or indirect cons of accidents. These, just as much as direct accident costs, are a part of the total cost of production. A complete accident prevention program must, therefore, consider hidden costs as well as familiar, direct accident costs. These hidden costs are listed as follows: t. Cost of time lost of injured employee. 2 Cost of time iot by other emplovecs who stop work, a.) Out of curiosity. h I Out of sympathy. O To assist injured employee d.) For other reasons. 3, Cost of time lest by foremen, super visors, or other executives are as follow*: a.) Assisting injured employee. h.) Investigating cause of accident, e} Arranging for the injured employee's production to be continued by some other employee. 4.) Selecting, training or breaking in a new employee to replace the injured employee. f ) Preparing reports and attending hear ing*. 4, Cost of time spent on case by dispen*arv personnel not paid tor by the insurance carrier. $, Cost due to damage <o die machine, tools or other property or in the spoilage of material. 4 Production loss--failure to fill order* on time--Io^s o* bonuses--payment of for feit*. ? Cost to employer under employee wel fare and benefit system 4. Cost to employer in continuing du ll ages ot the injured employee after hi* return during rehabilitation period. 9, Cost due to the !*# of profit on in jured employee'* prralucuvity ami on idle machines. 10. Cost that occur* in consequence of the excitement or weakened morale div to areident, II Overhead com |<r injured rmpioyec --the expense of light, heat, rent, and other *uch items which continues while the in lured employee is a non-producer. Reviewing the most recent edition of "In dustrial Accident Prevention." published in 1959, I found that Mr Heinrich still indi cated that (or industry as a whole, there are $4.00 of hidden costs for each $1.00 of 3 J96? National Safety Congress direct costs in accidents. My own observa tions indicate that this ratio U not excessive. In fact, I have seen some studies which indicate that it may be low. While I fee! the 4-t ratio may hold for industry as a whole. I believe the potential for a much greater loss ratio exists in the mining indus try. This it particularly true m the larger mines and processing plants a here (he mk '>! the operation tends m pyramid (he efieet >i accidents. An accident that causes ten men to tow one hour's time and ten hours of production .t a small mine may cause the loss of 50) man hours and a production k>s of 500 tons in a mine or plant employing 1.000 men. We at Erie Mining Company, and at other mines and plants operated by Pickand* Mather & Company, are vitally interested in the total cost of accidents, both direct And indirect, as we are self Insurers mi many risk items, including workmen's com pensation, where the usual practice i* m pool risks through an insurance carrier. Our costs arc charged directly to the mine re sponsible for them; in the larger operations the costs are carried bade to the particular department concerned, where they directly effect the cost of operating the department. We have been looking at the hidden costs of accidents in somewhat academic terms and have reviewed a good many factors which go to make up these hidden costs. N'ow let us review some actual accidents, spelling out the dollar values of these hidden rmts. In a (aconite plant the tripper car opera tor, for some unknown reason, climbed on the frame of the conveyor between the emergency trip cord and the 60 inch belt ahead of the tail pulley guard and fell on the licit. He was earned over the tail pulley, forced between the dust hood and the belt and discharged into the bin. He received were back injuries which resulted in 25 per cent disability ot the hack. Sole that workmen's compensation cost of S6.095.50 and medical costs of S3,97666, totaled $10,074.16 in direct costs for this ac cident. Note the hidden costs of $190 for searchmg for the employee, and $635 in time lost by supervision and other salaried em ployees investigating the accident, and subse quent time spent m arranging work for re habilitation. Dispensary pcrv.nnc! time was estimated to be $50. A conservative figure of $1,500 is estimated as the toss due to other employees discussing the accident. The injured employee lost $2,300 In wage* above his compensation allowance. Welfare benefits amounted to $450, and we estimated that the rehabilitation period cost the com pany at least $1,200 due to the injured's re duced work performance. The hidden co^t* only amounted to $6,315. There wa* no bo ot production, as our plant draign made i* possible to divert the flow of ore through the south tripper car to the omh ore hint in the concentrator. Another example is a "fall of ground ac cident" that resulted when a foremen1* leg* were pinned against some enbbmg when two timber set* on the level over the raise collapsed. About two hour* time was re quired to complete the rescue- The injuries to the foremen s legs were not major and he kwt no time from work. Therefore the direct costs in this accident were minor, $15 being all that was spent for medical treat ment. The hidden or indirect cost* were eonriricrably higher as rescue work cost $126; time lost by supervisors was estimated at $30; investigation time cost $56; and there was a comparatively targe toss of production amounting to $1,250. The $1,806 estimated indirect costs are over 120 times greater than the $15 direct costs. .Sow large costs can be realized when heavy equipment is involved tn an accident A loaded 35 ton Euclid truck, driven by an employee with one month's experience as a driver, was approaching a seldom-used rail road crossing down a three per cent grade. The driver became confused when he saw a train approaching; he stalled to go into the ditch, then decided he could stop the truck and was traveling one mile or less per hour when the truck struck and derailed the fifth and sixth cars of the train. The truck driver suffered only minor bruises and medical treatment cost $500. The railway company's Haim of $1,984-66 was listed as a direct cost, it is a normal insurance Item. The indirect costs of this accident were relatively large. The mine employee's time cost about $a0 and tractor time amounted in $45 while clearing the track; about $25 ni supervisor's time was spent in the investi gation; the truck damage was $15,000. The charee of $13 for loss of stripping produc Mining industry tion was due primarily to trucks stranded beyond the wreck, other trucks were di verted to another dump. The indirect charges of $15,270 reveal a ratio of over 7-1 comtarcd with the direct charges m this accident. When a fire occurred in an oxygen piping system the direct cost of repair was $61 for material and $110 for tabor. Again we find indirect costs rclativelv high, as the fire oc curred in a machine iliop where employees left their work to new the scene. Fire brigade time in fighting the lire rost $31; investigation costs were estimated at $62; time lost by employes, looking at the tire scene and discussing it was estimated at $310, We were unable to estimate lost of production and overall machine idle time, but it was quite significant. The machine directly affected by the fire lost $15 of pro duction time. You will note indirect costs in excess of 2-1 in the case of this rather minor fire. Major costs can result when a rage acci dent occurs in an underground mine. This accident was (he result of man failure and fortunately did not involve personal injury. One cage became lodged in the shaft and the other cage damaged the cable, spilling it over into the second hoistway, which caused damage to the guides and allowed both cages to fall to the bottom of the mine- The direct costs in this property damage accident were $6,400 for tabor and hoisting costs and $14,470 for equipment repair and replacement The indirect costs were very high due, first, to the time required to repair the damage and secondly, to the failure ot employees to return to work because of a grievance filed by the hoistman protesting his discharge. Production loss was estimated at 35,000 tons at $7 per ton, totaling $245,000. Idle time in pumping costs was Hi dav$ at $2,000 per day, totaling $166,000 From these examples, you have probably noted that in relation to direct costs, hidden costs are substantial, You have also prob ably noted that they vary in nature and cstent from accident to accident, and in imc cases are relatively low due to pre cautions taken in plant layout or training. Hidden-cost* are noi fixed costs and can be contained, reduced and even eliminated m many instance.*. Obviously, the first objective of an aceiien* prevention program is (hat of prevent- mg accidents. We do this in a number of way*. All employees take pre-employment physical examinations and annual physical examinations so that they may be properly placed on jobs related to thetr physical, emo tional, and mental capabilities. Those exams also serve to alert the employee and the company to any physical condition which might increase the employee's susceptibility to injury or might contribute to his endan gering the safety nf his fellow workers. Inspection procedures have been established to insure that tools and equipment are in good working condition. Foe example, in the area of materials handling, all equipment i* subject to periodic inspection. Slings and other lifting device* are designed for the specific job on all routine maintenance op erations. Their capacity and intended use is shown on a metal tag affixed to the sling. Ladders, cages, handrails, grabirons and other safety items subject to damage on mobile cranes, drills, shovels and railroad cars are also submitted to periodic inspection by our Safety Department. We have a continuous program of safety education, involving regular meetings with emplmees and management. We particularly emphasise weekly foreman safety contact* with each employee. Wc encourage and pro vide assistance in the preparation ot written procedures describing the safe and efficient method of performing difficult and poten tially- dangerous jobs. Our safety inspector* provide a continuous inspection program for ill working areas and provide advice to supervision on working conditions, working methods, and other items to improve safety and efficiency. But however comprehensive an accident prevention program may be, as long as the human element is prerent, accidents may occur. When they do, the accident preven tion program must have been so designed as to provide the means for controlling and/or minimizing the indirect, a* well as the direct, effect* of accidents, which quickly translate themselves into costs. The first steps in minimizing costs of accidents is the use of safety protective equipment such as hard hats, goggles, breathing apparatus, to act as protective barriers to guard employees against injury In the ease of an injury to an emplojcc. mif immediate objective i* the humane one *>r attempting to get him the medical care he I9ft2 Xatonal Safely c f>*gr,-.<s Mcrdi, as quickly as |>o*sibIe To this end. supervisors trained in first aid arc available m every shift Emergency first aid equip* merit, including stretchers and blankets, is located convenient to every work area. In our Erie Plant our eommunieaiton system, by telephone and radio, Is such that the nurse, on continuous 24-hour duty in our completely equipped plant di*pcmary. and the ambulance, manned by the plan? security force, can be summoned imme diately, The dispensary telephone number, ns melt as the volunteer fire department number, are attached to every plant tele phone. Men working in remote areas are under the supervision of foremen in radioequipped vehicles, who can quickly summon help through the traffic control supervisors. These measures, instituted primarily out of concern for the employee, are *!*o con tributing factors in control of the hidden accident costs- The supervisor immediately calls for the ambulance by radio or tele phone, renders first aid with supplies im mediately at hand, can summon additional help if needed, and travels with the injured employee to the dispensary af hospital to give medical aid. notify the Injured's family or renders other necessary assistance. This increases employee morale and greatly re duces the time which would otherwise be lost by other employees drawn to the scene of the accident for one reason or another. We feel that by getting medical care to the employee as quickly as possible, we are also reducing hidden costs by reducing the time the injured remains off the job. We have also reduced the time required for accident investigation through comprehensive foreman (raining in the use of our accident investigating forms. These investigations are required for every accident, however minor, md provide most of the data normally re quired for accident prevention purposes and preparation of Workmen's Compensation re ports. In the event o fire, the same type of routine is followed. 'Hie well-trained fire brigade in each department, convening of maintenance personnel, provides adequate coverage on each shift Extinguishers, peri odically checked, are in constant readiness in every working location and all other fire fighting equipment is maintained m good working order for the immediate use m the fire brigade. Here again fire brigade pertonne! drawn from maintenance crews im mediately take over in case of fire, allowing operations to continue to a maximum extent, minimum* loss of time and production. B> emphasizing speed in response to the auto matic fire alarm system, we reduce ihe di rect damage from the fire, reduce hidden .-0*1 * of production and tune loss and restore normal working condition. We have not yet considered a very major indirect cost, the loss of production, A flow sheet of our Erie Mining Company mine and plant would show a plant with a ca pacity of 7,500,000 tons per year, specincallv designed to insure continuity of operation Equipment duplicated in those phases oi the operation, such as the 60 inch crusher vonveyor belts that may be down for re pairs, accidents, or other reason* We havi minimized loss by fire by installing auto matic sprinkler protection in oil lube room*, over belts conveying hot pellets and in other extra hazard area*. The examples I have u*cd were purposely selected to emphasize the indirect cost rather than the cost of personal injurv alone. Nat urally, an effective accident prevention pro gram motivated by humanitarian euuidera lions reduces both costs; but I believe that with the added incentive of a complete COS' picture, the impetus of any accident pro gram is increased further. An accident pre vention program measured by personal in jury standard* aieme is undervalued and management may not be aware of the full value, Our Workmen's Compensation and medical expenses are far below the manual rates m the states in which we operate and we would be the first to admit that recogni tion of the complete cost of accidents help make this status possible- o I fatin'? Industry STEPS THAT IMPROVED SAFETY AT THE MILLIKEN URANIUM MINE By G. L. HAMMOND Safety Engineer, MLUiken Div,, Rio Algom Mines, Ltd., Elliot Lake, Ontario, Canada Milliken Mine is one of the Rio Algom ^roup of mines managed by Rio Tinto Min ing Company and situated at Elliot Lake. It ha* art orebody about 10 feet thick dipping northerly at approximate!' ll degrees, con*ming of tw conformable reefs of con glomerate in a quartzite matrix at an ap proximate depth of 3000 feet. Production at present is slightly in excess ( 100.000 tons per month, which means that (he daily mine production ts nearly ton*. Total force at the property now i* atnut 570, with about 260 of these under ground, Early in our operation we required *ec 1100 men. of whom over 600 were irlerground. The development of our mining nieiltods < clearly described in the Annual Review Number of the Northern Miner, November, !'*VX by our Underground Superintend^ < nt, Mervyn Lawton. \ safety engineer was apjtoimcd before underground work was underway, with duties utd responsibilities clearly defined In writing. He reports directly to the general super intendent Periodically his job description is reviewed and amended to suit changing i nnditions. Milliken was one of the taw uranium mines to be financed and developed. Because <.i this the planners were able to take a great deal of advantage of the experience gained at other mines in the area. Among the greatest ad\-antagca were the decisions to u*e track haulage, and to put the crusher underground. Miners coming from other areas were much more familiar with the .'onvenlionai transportation. However, there were a number of disad vantages at first: 1. We had to compete for labour in a very busy market. Eleven mines were in various stages of construction and produc tion; a large community was being built; iutd there were a large number of contracinrs m the area. I, In the five months of March to July JfiyS, while most of our work was slill being done by contractors, we had to increase itur force from about 100 to 1100. Do not forget that w* had to appoint supervisors, too, m the same proportion. 3. The rate of labour turnover was fanu*tte. Although we hired up to 45 men per day, the rate of separation was up to 2r per day. I recall one underground shif| boss who recorded the names r.f 35 men working for him one night- The loltowing night only 30 of these men were with him. and he had 20 new faces to remember, 4. Work went on, three shifts a day. seven days a week. 5. There was little opportunity lor settled family life because accommodations were not ready. 6 The unsettled condition* fed to poor morale, both among men and supervisors; men would be trained for certain jobs, then they would leave. It seemed all chaos and confusion. Otibougamau had a very small sample of this about ten years ago. ", There was much disregard for Mine Safety Regulations and the Mining Act. Under these circumstances (hen, our injury toll rose until in July 1958 we had 40 com pensable injuries. Supervisors shirked mak ing our injury reports for anything less than a broken leg. During this period the safety program was entirely ineffective. Marked improvement was mandatory. In March of that year (1958), the Elliot Lake Mutes Safety Group was formed to exchange ideas and coordinate the effort* of all the Safety Engineers. A number ot committees were formed by this Group to study special problems. One of these was the Rockbolting Committee, formed before most of us had gained any extensive knowl edge of this vital subject. Recently a com mittee was formed to investigate how to reduce the large number of injuries resulting from breakage of steel during drilling on* '-ration*. 1962 National .Safety Another assist has come from the Annual Safety Night under the auspices ot the CXM.M. This wa*. and continue* to be, the *ource of much useful information. I hiring August. September and October. 1958, certain natural developments entered on our behalf which had a very marked effect on our operation and solved some of our problems. I The system of mechanical ventilation ^.ts tut into operation. This was important It* improve safely and efficiency, and prevent rxce--ive exposure to dust incident to a three-shift operation. 2, The ore passes and underground crusher were Completed and put in use, ihrrsby eliminating all grizzlies and rocker dump ears. 1. We were able to change to a twoshift pention and almost eliminate Sunday work. 4, Outside contractors were reduced in number as cons!ruction was completed. 5 We were abk to reduce our work force slightly and upgrade its quality. ft i SCO miners went on strike, adding 15.000 men to the labour pool. The above items were the natural progres sion of events. However, management alrcTwly had taken positive action to develop a `XtVty program before our company took <er from contractors. This action con noted of a scries of discussions to decide a uitable program, which included supervisory training. The net result of all this has been the following: I Standard practices were issued for most operations. 2. A safety rule bock was published. 3 Each new man is interviewed by the taiety engineer. He instructed on his Job and its hazards; reminded of his respon sibilities in connection with the Mining Act and company rules; and taught what to do ut case of mishap. 4. Every day, tome portion of the mine of plant is inspected by a member of the safety department This is followed by a report which lists every place visited, with observations and suggestions. Copies of this are sent at once to the manager, general supt, dept, head and the supervisor involved. The supervisor is required to fill in on his copy the corrective action taken, and the date this is done and return thi* through the dept, head to the afety office. 5 Regular meetings ot supervisors art held in each department. Injuries are dis* cussed, the related facts being recounted by the first line supervisor involved, who an swers the many questions which arise This affords an excellent opportunity to instruct xupervisors on how to investigate an acci dent and complete the report, Several had never done this before. U iho facilitates <h>cuing means of prevention 6. The operation of (lie tint aid dr-pt was put under the direct control of the safely engineer, and ot course with the amount of business in (his dept, which formerly operated 16$ hours a week, good record systems were required, The*e were instituted. 7. Management with help from Rio Time, arranged for the senes of "I" courses to be given by the Training Section of the Ontario Dept, of Education. All supervisors were required to attend and successfully complete the oral examinations. 8. One supervisor at a time is taken off his job and spends a month in the safety dept, where he receives additional help and instruction. 9. All supervisors were taken off the job, three at a time, and underwent a three week course of instruction in the operation of ail departments, including safety. A portion of this instruction was given by the manager and dept, heads. The supervisors took notes, and at the termination of the course wrote an examination, the records of which were kept 10. Much of our machinery- and equip ment was installed without adequate guards on such items as belts, gears or shafts. Lists were made of these and an outside contrac tor railed in to make and install them. In this way, more than 200 separate guard units were completed in three weeks. Injury frequency during the last quarter of 1954 dropped to one-tenth its former rate. We thought our problems were passing and that life would be easy, but this was not so: injury frequency rose sharply tn the beginning of 1959 throughout the ramp and remained high tmtil the latter part of the year. Complacency and self satisfaction had become another problem. V/im7 industry It was during this year that, wtdi some relief from the abnormally high labour turnover, we were able to effective!;, utilize Mir various safety programs. Previously, management had enunciated the company policy y{ "production with safety," and had backed this up by establishing safe mining practices. These mining practices are under 'Y.nq,mt study and revision, is valued so highly nut it has been con tinued through three successive changes m management. 17- In mid 1959 a safety incentive system was instituted. Crews aecummulating a given number of shifts without a disabling injury were recognized and rewarded with a gift. When I use the word "crew,1** 31 refer to one supervisor and his men, These awards, II All supervisors were required to par though not expensive, were both attractive ticipate m courses of rafet* . stniction given bv an engineer from Gil? iibson's office, .-usd practical, and appeared to generate a good deal of interest, They were, however, -nd again our management rook an active difficult to administer tairlv, due to transfers S-art. ot men from beat to beat. The svstem be 1-2. A program of weekly safety drives wa* organised and is still in effect, with a rosier kept, to improve our housekeeping *ii work practices. Choice of subjects is greatly influenced by the first aid report, and the safety inspection report There need be no end to the fist of subjects, which should came ineffective, and was replaced by a new one a year later based on points and demerits established from inspections. Th4 new system was based more on Individual effort, and was calculated to prevent causes f injury from building up. This too was *uh*equetitly abandoned. always include dust control by tlie use of These various undertakings began to bear waier blasts and sprays, wetting of muck, fruit, and our mine was honoured in winning keeping ventilation tubing well advanced, the area's improvement trophy in the latter wa-hinq and checking bootlegs, keeping chute naif of 1959, This award is contested on platforms, manways and travelways cleared a ^mi-annual basis, the winner being the *>f obstruction*. mine showing the largest reduction m the U. Fir*t aid classes, which had been frequency- of compensable injuries. started tn 1958 were encouraged and ac- This modest success provided encourage velcrated, hot taken on the employee's own ment to the entire organization, and in order nine It is no coincidence that of 400 men to capitalize on it and cive it plenty of -ifid supervisor* who to dale have passed publicity, a small but suitably inscribed gift and received certificate*, almost no one has wa prepared for every employee. These been disabled hv an industrial injury. were presented in each department at small 14, Poster*, and especially movies, are but formal ceremonies, and of course pro utilized, hut the effects of these do not seem vided excellent stimulus and climate tn j very lasting. further our program. 115. For a year we operated a school stop* More recently we have instituted a system * a conditioning place for new men, and of 5-minute daily safety meetings between :* training-place for employees changing jobs the shift boss and hts crew. Each shift -A'i'hin mir organization. Because of the dose bn* ha* one of these meetings every econd -upervision one can make a more careful week, and is kept to schedule by a roster, election oi new employees. I must admit. tv.t only of the crews, but of the topic-. i<*\ that a school slope makes an excellent The men take part in the discussion*. reformatory for those who persist in using The shift bosses write a monthly asses*- <m<atc working practices. mem of each man. and men who are slipping 16. One innovation which has marked are interviewed by the captain formally and effects is the practice of having each in individually. jured man interviewed by his department Studies oi our injury investigations had l*vad a* soon as the injury it reported, and >hown tfiat it was our more experienced I'efure being taken to the doctor, no matter employees who were getting hurt. More what time of the day or night. A second production is expected of experienced men, interview is required with the manager be- and supervisors rely upon them to produce it.re a man who has been on compensation the majority of output The supervisors is allowed to return to work. This practice found it difficult to discipline their better 9 IWd .\ationai Safety Congress producers for minor safety infractions. U appeared that the best way to combat the unsafe acts of the older employees was by an educational prosfiat. A program of Job hazard analysis or job safety analysis had been considered for some months past, and had been discussed with supervision. Tht* program was instituted at the beginning ox tOerfl. and shift bosses were coached on how to carry it out. Small forms were developed, to aid (hem and record which men had taken [art. One sub* ject or operation was covered for a week at a time by all shifters. Each day. a shifter would spend extra time with two or three of the crews concerned with the weekly subject being analyzed. The audience would seldom be more than three men. Questionrung these men. the supervisor would get them to state in chronological order the steps to be taken, the possible hazards, and the methods of eliminating the Utter. It t* important that the workman does the talking and provides the satisfactory solutions This insures that he knows all the reason* for following safe procedure*. It also *how- just how well each workman knows hi* job. Sometimes startling fact* came to light: for instance a number of miner* with experience in excess of 10 year* did not know the burning rate of fuse. Very few knew why they should not straddle a jack-leg. Chi the small forms provided, was recorded not oily the date, working place, and men involved, but also the various hazards and the ways of overcoming them. This was good education for the supervisor as well a* for hts men. This increased effort again paid dividends: our mine won the improvement cup for the second consecutive time. In fact during one month of this period we had no lost-time injuries. One peculiarity is to be noted. Our mine closes for two weeks each summer, and this is referred to as the vacation shut down, For the two weeks prior to and after the shut-down, injury frequency Is about double We are unable to explain this. Variety it the spice of life. Therefore, before all subjects had been covered in our job safety analysis, it was deemed necessary to introduce a new approach. We again turned to Cliff Gibson's office for an intractor to give ail our supervisors a course on the safety system developed by Net! George of the Quebec Metal Mines--Acci dent Prevention Association. This course a the name implies puts safety on a systematic basis. There are five basic points in the system for men and supervisors to follow. A week after the course no one could remember the five points, so these were painted in attractive colors on plywood bill(xiards 3-by-6 feet and erected at prominent place* in all parts of the plant, underground in the stations and lunch-rooms etc., as a constant reminder. Senior supervisors required junior upervisors to practice the *yere. A* an aid this and the next logical step, specially printed note-book pages were supplied to all supervisors. One of these is tilled out for each working place each shift by the *hift boss as he carries out the sjstem They are also filled out by each senior upervisor.. Every tew' days the shifter turnhi* completed sheets over to his captain, who checks them against his own. In tin way the captain can tell if any crew or working place exhibits the same defect* !.*> after day, and also whether he and h: shifter are finding simitar condition* ? complaints. We thank fveil George for developing ihigood system. We found that when vigor ously pursued by senior supervisors it ha* more beneficial effect than anything else w*have seen, but like anything else, there mu*' be follow-up. We have had Rae Fr*r the MAFAO help us in this respect. One of the best ways of developing and disseminating information is b meetings the parties concerned. We hold three t> pr of safety meetings, each of which is attended by the safety engineer. Minutes are stencilled, with copies going to the manager, head office. all senior staff and to each member involved. First there is a quarterly meeting btiweet the manager and department heads to for mulate general policy, and reconcile anything which concerns more than one department Secondly there is a department safety committee In each department, composed of the department head with his senior super visors. The mine department committee meets every Thursday at I '30 pjn. Other department committees meet once a month, ft is at these committee meetings that the 10 Ununn Industry bulk oi the safety ideas are developed and imitated- Thirdly, as the next logical step, in the mine department each captain conducts a monthly safety meeting with his shift bosses. Otic of these meetings take place every Wednesday afternoon. The main purpose is pass on to the shifters the decisions marie by the department committee; discuss the [-acrical mean* of implementing these; and d*o htn to the shifters' ideas and get an cvrrate knowledge ox their problem* I do not think anvthing could bring home in- re forcibly to the first line supervisor tse part he plays in management, than the " .note* of these meetings, his suggestions n print, together with his knowledge that tte are circulated to the top of the organton ani will receive careful consideration. We also have meetings of a safety and .iiili committee, composed of members of v,c union with members of our staff. These v have contributed a share to our improvem:. Three type* oi records will be mentioned ! ere; The safety pertormnnee of each super' iw recorded, and every month is posted 't a large billboard, so that he can see *nd f'-mpare hn own standing. A different l-ard shows hi* cumulative yearly record with respect to that of the previous year. All personnel are kept informed of the iToothly safety performance of the whole ; ;ant, by means of a large illuminated clockhke sign at the main gate, which designates *i;h red lights each injury by date and 'vpartmenL One portion of the monthly report indi ces the status of every man currently off t-e job due to injury, and keeps a con!"tou* iucount of the total day* tost by cidi nun. This is useful to compare with the advice of payments from the Compensa tion Board. The effectiveness of these efforts cut be expressed in several ways. Let us consider frequency, and costs. In 1953 cur avenge frequency was 85. with a peak of ISO at mid year. In 1959 it was /l--not much of drop; but m 1900 it was 39. and is cur rently in the 20`s. Mow a word abcut cost. Thi* will be expressed in term* cf direct cost* paid on <'Uf behalf by the Workmen's Compensation Board- For 1953 this avenged nearly JJ4,G0O per month for the 10 months of opera tion. For 1939 the average was SH.IOU per months; for I960 it dropped to $2,400 per month; for 1961 to date U is slightly over $1,000 per month. I have said nothing about severity, but it is reflected in these costs. Wc have been fortunate m that we have had only one fatality at the mine, and this was a rock fall accident in I9$g, There was one in 195/ during surface operations, but this was a motor accident on the highway. These figures are quoted for one reason jnly, to show that with good teamwork the programs can be very effective. Two de serve particular emphasis--the "job safely analysis," and the "Nril George safety sys tem." They both take time and effort, and even after many months we still cannot say we have them fully developed. We will continue to intensify our efforts until we have attained zero frequency. You know, and 1 know, that other mines have shown us it is quite possible. I have made no mention of industrial harmony and good labour relations but we feel this affects the way men carrv out their work. RECENT DEVELOPMENTS IN OPEN PIT HAULAGE By E. R. BORCHERDT Mining Consultant, San Francisco, Calif. Open pit haulage equipment it now rapidly mortaring in capacity as operators arc find* mg that substantially lower haul com* can He had with larger truck* This applies to the straight and dump trucks, which are generally operated ftn mvre severe erode* than are the tractor trailer units, which were developed originally for the coal industry tor htph-p<ed operation and are now ap plied to moderate grades in relatively shal low pit operation* Due to lower power requirement, this type r>< unit is Raining m the load carrying race with present capacities of 100 ton*, as agam*t 65-ton maximum capacity for *imight dump trucks. The largest diesel engines now available are about 700 HP, although gas turbines of 1000 HP and above have been produced for some years for other than truck application. However, these units, in addition to their high fuel con sumption. are extremely high priced. Gen eral opinion is that it may be five to ten years before economic gas turbine applica tion in trucks will be realized, although one manufacturer has built an experimental tur bine-powered truck which has been in serv ice for several years. The limitation of the amount of diesel horsepower which can be installed in a truck at present appears to be controlled by the capacities of torque con verters and transmissions. Large, electric trolley-diesel trucks con tinue to be of interest to The Anaconda C<"rrpany fe.*f<nnce gained with the protouj-e unit built by the ft. G, LeToumeau CV?n{an> in I'i57 and operated in the Berke ley Pit in Butte. Montana, is being closely* 'tidied as is a diesel driven electric wheel truck designed by the Unit Rig Co. for the M. A. Hanna Co. Two thousand electric Krurpower can be made available for trolley > leration on 15 per cent grades, with 670 diesel horsej'-.wer for level hauls ort the benches. The original concept of electric trolley truck operation involved the installation of trolley and power transmission facilities on the benches as well as the ramps and the minimum use of diesel power only in the loading and dump areas. Due to the High installation cost of these facilities including (*mer romerrion, a change was made to the u*e of the trolley only on the ramp*, where the 15 pec cent grade requires power input far beyond the capacity of diesel eegm*-. and the use of diesel power 'it h* Je\*' Wnch hauls and on the dump* This consideration, therefore, limit* troJJev truck use to deep pits, where the elr.jtuei requirement of ore and waste is hisli, of to applications where the wa-te dump area is restricted and requires the use ot 1 tgh dumps and consequent steep grades. In <ne rail serviced pits the gradual inert-w m pit depth has resulted in excessive a'lvcr*c (rail) grades. This condition might f< al leviated id some pits by the use ot tlcrtric trucks operating on steep grades frutn the iower benches to a transfer point where rat. equipment operating on satisfactory grade* would take the material to the concentrator or to the waste disposal area. In another pit installation a feasibility study may indi cate that a straight electric truck haul from ihe pit bottom to the concentrate nr m the v.,Me dump would be desirable. Some of the large, tractor-trailer type coal haulers operate at speeds up to 44 miles an hour and at a cost of around 4* per ton mile. The experimental. &$-tongton-capacity tractor-trader units constructed by The Reserve Mining Company haw proved so successful that six additional units are being added to the fleet. Loads ot 95 to 100 tons arc not unusual with an opera tion speed of 50 miles per hour on the level. Two 233-HP dieel engine* power the unit, At the Eagle Mountain Mine of the Kaiser Steel Company, a K. VV- Dart 100ton E.D.T. tractor trailer has been giving excellent results since its installation in I960. Operating on unfavorable grades of 8 to 9 per cent, the 10-ton unit increased pro duction by an impressive 55.9 per cent, com pared lo the 63-ton K. W. Dart in general use at the mine. Front tires are 1800x53 and the four drivers and four trailer tires are 2100x35. A Cummins diesel engine Model V-12-7GO supplies the power require \fvung /itdujlry ment. Ten of these truck* are now m op eration in the Eagle Mountain Fit. An off-highway wagon train has been recently developed by the Differential Steel Car Contpanv of Findlay, Ohio, consisting of one tractor and three trailers. Each dump body, both tractor and trailer, has a level (struck! load capacity of 17 cubic ard* or 30 ton* Riving a total capacuv >i 12U net tons. The unit i* powered by an h2>-HP Cbnftnratai gasoline engine, which c*n he read* ilv substituted hv die*el power. An Allison transmission with retarder can he leaked > ut so that tt is in straight mechanical drive when the tram reaches cruising speed. Dumpmif to either *ule i* selective and accomj4i*Jil from the rah The trailer bodies are welded T-i teei, and the three trailer bodie* weigh empty 19000 pound*, with 41,500 t-iund* (or the empty tractor. This gives a total tram weight of 96500 pounds, which, with a capacity of 240,000 pounds, gives * \rr\ favorable live load ratio of almost 25. ;peeii ot loaded tram on the level is 25 mite* per h*iir up 2 per cent. 7.3 miles per Hour up 4 per cent. 5.4 miles per boor up fer cent, and 4A miles per hour up 10 S<r cent crude. The cost of this train of uiur unit* wiih capacity of 120 ton* Is ?ionnon The LeToumeau Wcstmghousc Company I.,** recently announced specifications for the Haulpak Rear Dump Model 65, In which the horsepower has been increased to 600 t'rom 550 in the Model 60 and the body dimensions are increased to give 42-yard truck capacity, instead of the 33-yard caaritv of the Model 60. Overall length of the f>5 is increased 8 Inches and the net weight no load to 72.000 pounds from 66,000 founds Deep tread 2100x15 tires are stand ard equipment, and the excellent maneu verability and short turning radius charwteristic of earlier models i* retained. The F. & S. Contracting Company. Anattmda't waste contractor, recently installed t 270B Bucyrus-Erie Electric Shovel with a 15-yard dipper, which is serviced by eight to ten 60-ton LeToumeau Westmghou&e Haulpak trucks. Three passes of the dipper -ire required to load the truck to capacity, which in waste is something over 60 tons. maximum of 20,000 tons per shovel shift "as bevn obtained with this equipment and :m average of 19.000 tons per shovel shift The 60-ton Haulpak* are now averaging over 200 to.,* of waste or leach ore per hour on a 1.50 mile haul (one way) and maximum lift of 275 feet This compares with 83 tons per hour with the 27-ton ca pacity Mack LVX and 98 tons per hour with the 34-ton Euclid FFD* and the 34-ten Slack LRSVW, The Average waMe haul in the Berkeley Fit during August was 1.70 miles. Maxi mum elevation of waste and leaeli ore was ft.*!4 fevt from 3200 tn S3 "8 Top elevation ut the pit is 6100 feet and the bottom 5206 feet at this time. The increase gross loading oi alt targe.opacity trucks has placed a heavy burden on tires. Naturally, lire com will increase a* larger and higher priced tires are used. However, it is felt that tire costs are sus ceptible to reduction from several sources; from technological improvement in tire con struction to give greater tile and possible reduction in the present manufacturing cost of large tires; and from improved tire life hi the elimination of tire ahuse- It is my personal opinion that the held of improvement possible through the use of stainless steel wire in tire construction ha.* net been thoroughly exploited and should ultimately result in greatly tncrened life. Much of the present costly damage to tires is caused by dipper spillage The sup plementary use of a dozer alleviates this effect somewhat, but the complete solution of this problem appears to be in the design uf a shovel incorporating a variable-pitch dipper. This is a necessity because, if the siiovel dipper aftitude is adjusted fnr cor rect digging angle to yield a high fill fac tor, this same angle is not always correct for quick, clean dumping. The Hami,ch* feger Corporation, in the design oi its new P&H Model 2100 Shovel which will appear in November, has given a great deal of thought to the dipper spillage problem and Ha* come up with a "Tilting Dipper" which appears to offer a satisfactory solution. If uceessful, this should result in substantial tncrca*c* in tire life. Our ideas of road surface standards must also be raised in regard to the elimination of rolls and other road surface irregulari ties which cause extreme flexing of tires under conditions of high speed and ex tremely high loading. Greater attention to 13 /y<i* National Safety Cang< liter application of sprinkling water applied to road surfaces to eliminate erosion and scouring of the surface by excessive amounts A water applied on grades is most impor tant as is elimination of holes m level road surfaces caused by ponding of excessive water. Failure to clean up spill on main haulage roads 1* of course inexcusable, and in this connection It is suggested that inas much as this material is usually small, that a jeep equipped with a dozer blade would tie a very effective unit to eliminate this hazard ^ifety is one of the first considerations <n planning an open pit mining operation .mi begins with the original design of the pit. The drake of safe bench heights and hank slopes is one of the most important uuaiderations in the early planning stages to adapt them to the physical conditions of the ground encountered Naturally the higher die bench which can be used safely, the ! net die jii devriopment cnt will be How ever, ph\ steal weaknesses in the ore and watte are not always apparent at the start of the operation and dangerous falls of ground and slides may require reductions in both bench height and bank slopes to pro tide safe working conditions. Haulage road grades arc likewise an im portant consideration to safe operations. Ex cessive grade*, above 8 per cent, result not only in higher truck maintenance co<ts but are a definite accident hazard. Berms placed or the crest side of ramps are helpful in minimizing accidents as is the use of left hand traffic on all pit roads so that down yrade traffic is on the bank side oi the road and in case of brake failure the con veyance can be run into the bank. Berms are Likewise maintained to warn the driver and check the truck in backing into the dump position. Good supervision with strict attention paid to preventive maintenance go a long way in elanmating accidents in open pit operations. DEVELOPMENTS AND ACCOMPLISHMENTS IN INDUSTRIAL SAFETY AND HYGIENE AT BRADEN COPPER COMPANY By STANLEY M. JARRETT Director of Safety and Ind ustrial Hygiene Department Braden Capper C< i.. Kancagua, Chile lirudi-tt Cnpjnf Company i> * -ubsidtary i thv kennecott Copper Corporation, and it is Incited in Chile. The property is situ ated nn the western slope oi the Andes mountains approximately 90 miles S E. of Santiago, the capital of Chile, and tt is Composed of several outlying camps which <`fiend from Sewell--at an elevation of 7,200 irvt. the highest camp--to Kancagua, a town m the central valley. Sewell is the site of the mine and con centrator: the smelter is looted in Calctone*; the hydro-etectrie plants are in Coya and I'angai; the mill tailing* are transported by a 36-mile flume line to Parrdn. in Ranvacua are located the general office*, foun dries, shops and storage yards. Sewell, Cale'one*, Co>u and Kancagua are linked bv a 45-mile narrow gauge Diescl-cIcctric rail road. flie climate m central Chile is general!} nuld without excessive variations in tem perature; however, snowfalls in Sewell dur ing the winter months range from 20 to 45 feet, while the other camps--at a lower elevation--are seldom affected. The property is located in an area where it* topography and climatic conditions pre sent operational hazards as difficult as lhoe found anywhere in the world. The mine produces approximately 37,000 tons oi on per day. ft is rated the largest underground copper'producing mine in die world. All ore is won through a system oi progressive block-caving. The ore is dropped m the haulage level through numerous orepasses from the caving areas, a vertical distance ranging from 600 to 1,500 feet. From here it is transported by electric train* to the concentrator. The two hydro-electric Mating Industry plants produce an average of 55.000 kilo watts- Total payroll averages approximately 7,000 employee*. Accidents which injure workers, destroy machinery, burn plants to masses of twisted steel, constitute a formidable impediment to the prosperity of any enterprise. Our com pany considers that the prevention of indus trial accidents is a vita! objective of modemda} management. The majority of accidents can be pre vented by proper supervision, adequate train ing, and--principally--by the sincere desire <-m the part oi management to instigate methods for accident prevention. Braden lias always had a safety program. The need for preventing industrial accident'' was recognized and accepted together with the first ton of ore produced more than 17 tears age. Prior to 1946. however, the safety effort was relegated to a service department, and the personnel entrusted with these activities lacked a mo*t important lord; delegated au thority to instigate measures necessary u<r ihe succtsv ct the program When support w*s afforded, the safety personnel Licked the technical training to recommend proper control measures. The application of safety rules was irequentlv resisted by the operators with the bum that production had priority ov ct -.tfety. Supervisors were not conditioned to accept their responsibility in the preventirxi <if accident*, and only sporadic efforts were nude to act upon safety directives. Such lukewarm support to the safety cam paign, and ineffective safety assistance to the operating departments, prevailed for man* years. During this time the plant's opera tions experienced an average of 3S0 !o.*tnme accidents per year, with approximately IS fatalities, and frequency rates well above the national averages. In the latter part of I94S, the General Manager of Braden issued a statement oi "policy, expressing that iht prevention i't industrial accidents must be an essential part of Ike fob, atid if must be the responsibility of all levels of supervision throughout the plant." The safety department was reorganized and placed in an autonomous position under management, and in an advisory capacity to ail department? of the company. It ** invested with the necesar> authority to pro mote and carry out the many phases of an ambitious and far-reaching program, which had the following objectives; 1. Consolidate and improve upon the scat tered efforts in accident prevention and in dustrial hygiene. i Preparation of comprehensive accident rates and analyses, based on internationally accepted standards, to serve as tools toward the planning and execution of the campaign. 3 Preparation and consolidation of safety culcs with authority to control their com pliance. 4. Training and orientation of supervisors and workers in safe practices, with special emphasis on new men. 5 Furnish and control personal protective equipment to workers exposed, and instigate a program of machinery safeguarding. 6, Field control of personnel and of work ing conditions, in order to eliminate accident* r industrial Inglene hazards, with recom mendations and follow-up procedures. ? Elimination of occupational disease haa.<rii*, ami engineering and medieai control yi- all per*onnel involved. To this original plan we later incorporated the fire control organization and (he Sons prevention engineering section*, with the pur pose of further consolidating all related activities. To convince the pcrxunnel of their sinicrtty, management took the initiative to put iheir hop in order. To accomplish this, -everal measures were taken tending to pro vide the men with safer and more hygienic working environments. After this ground work was completed, we placed ourselves in ,i more favorable position to solicit the cof.Iteration of everyone to our campaign. The following is the safety setup at Braden, both in regards to it* position wuhin the overall organization, as well as d* internal structure, Some important aspects oi our program ,%te: . Icoident Statistics. A proper accident re porting system requires that each Industrie! injury be thoroughly investigated by the mans supervisor. In this manner we ate assured of two things: (a) the supervisor will instigate corrective measure* to prevent i repetition, (b) no "off-the-job" injuries !9f>2 Xohouat Safely Connects v. ill be accented as industrial accidents through improper control. There is a tendency for accident statisti cal systems to pinpoint "unsafe acts" and "unsafe conditions." however our method tends to analyze accident trends to be used as g-uideposts for improving performance of men. machines and equipment. Our accident analyses are simple: they indicate why. tthere, svhrn, how and to whom the butk of the accidents are occurring. In this manner they provide a quick and up to date guide for directing our safety campaign with a minimum of time, effort and expense. To attain the highest degree of adequate job placement, close control of every pros pective employee is of paramount import ance. Each man is placed on the job where his mental and physical attributes will assure his best performance. Pre-employment rec ords contain complete information concern ing the person's physical and mental condi tion as well as his oecu|ational historv. including the companies he has worked for, the kind of work he has done, his specialties, etc. This is necessary for a final appraisal of the man's fitness and proper job place ment Our statistics indicate that inexperience is the greatest source of industrial accidents. Therefore every effort is made toward the early indoctrination of ail new men by main* of safety orientation courses, counselling, on-the-job training and constant control 01 their safety performance. Safety rules are designed for the protec tion of the workers, and their compliance is followed through by the man's supervisor with the assistance of the safety inspector. Other controls which guard against acci dents and loss of production have been established. Personnel assigned to transpor tation arc subjected to special safety train ing and required to pass annual physical checkups. This regulation comprises ail loco motive engineers, cranemen, crane hitchers, hoistmen, drivers of motorized equipment, etc Critical installations and equipment, ssdx os pressure vessels, generators, boilers, cranes, shaft installations, cables, etc. are maintained under close control through peri odic inspections and recommendations by our Loss Prevention Engineering Section. Our principal goal U to create a safety consciousne** of the personnel, so that they aiII be conditioned to accept their respon sibility in accident prevention. We utilize vafety meetings, on-the-job talks, posters and bulletin services, pamphlets, handouts, dims, radio broadcasts, etc The interest of the workers is motivated by incentive system*, such as inter-sectional safety contests, award* for good safety performance, public com petitions, etc. The entire promotional program is celt tered around the genuine interest of protect ing workers against accidents and occupa tional diseases, and to make a sincere en deavor to maintain the best possible working conditions. To secure cooperation we en courage active participation of both stij-crvisors and workers. The Are control organization at Braden iplaced under the lots prevention engineering wetion of the safety department on account of the close inter-relation which exists be tween the prevention of accidents and the prevention of fires. An industrial concern diould operate with the assurance of effec tive safeguarding of lives, materials and installations. Our property is spread over u wide area, with 20,000 people housed in various Braden communities. Diversified operations involve z variety of hazards, and our main concertis the adequate protection of industrial au-i non-industrial installations The underground working*, where an un controlled fire can have catastrophic con sequences. have been suitably protected. Ef fective alarm systems (stench, light-flashim: and telephones) permit the prompt warrunc and orderly evacuation of underground per sonnel In the event of an emergency. "Mine Fire Procedure*" have been devel oped, and practice tire drills arc held twice yearly, in order to determine the effective ness of alarm systems, familiarity of per sonnel with escape routes, isolation or the area, supervisor leadership in emergencies, etc. Under test conditions nearly 700 men H-attered throughout 400 miles of workings are evacuated in kss than 30 minutes. Fire control meamres introduced in our mine comprise tanneraos features, such as fireproofing of otfkes and storages, iiutallatkst of concrete and steel sets in main adi carrying power fines, construmea of under ground shelter*, ctionaltring the mine hv 16 Untiiio huUutry mean* ot steel fire door-, and concrete bulk heads, etc Our fire control organization consists of wm principal phase*: fire control and fire fighting. Through fire control we strive to minimize or eliminate fire hazards through con*tacit mspccritxi and recommendation of remedial measures; proper storage, trans(onation and utilization of flammable mate rials; constant training of workers and tfie general public to m-tigate fire-control con- .v.ii-ine**. etc. Our fire-fighting facilities >.4i-t- fo appropriate alarm systems at all >' enronv ramp*: industrial fire brigade* pro- vied with all accessary equipment; auto-tattr and portable extinguishing systems. :id rite accurate control of water *ourcc a.'"1 piping bu-tiu. Tl*e program outlined ha excellent re-tilt*, and the measures de*cnhed have brought about considerable savings and im provement*. such as those derived from the reduction of fire insurance premiums, guar- -mtee oi continued operations, better protec tion of employees and their families, and mutruved safety attitudes on the part of the workers. With its many diversified processes, which include mining, milling, smelting and fotm Irie*. Braden has problems of industrial hsfricne which are typical to such operations. The safety department, as aircadv men tioned, has an adequately staffed industrial hvgiene section, fullv equipped'to render ervices to department* having problem* i dling under this specialty. Our mine is comparatively dry. With iimrc than 400 miles of underground workitiif*. the mining of 37,000 tons of ore per day by the block-caving method, plus the drilling and blasting of about 3,000 show daily, produce dust problems which are as difficult to combat as those found in any mining operation in the world. !*rior to 1^45, our mine workers sliowed varying stages of lung fibrosis after refslively slwrt periods of exposure. Studies conducted by the medical department indi cated that the average exposure for xn underground worker to show definite x-ray evidence of silicosis was approximately 7 ,'k-ars. At that time there were approxi mately 1,400 men working underground. A Idior turnover of 200 men per year was mvi-imcd. with a very high compensation and reemployment cost. A raechanicallv controlled split swem of ventilation was introduced. Fresh air is drawn through the various levels to the production area*, and distributed to the working place* by a series of tans ranging hi capacity from 175.000 to 30.000 c-f.m. Ail production areas Jmve independent fresh air supply, and re-circuiauon of contaminated air is not permitted. Other refinements are auxilary blower* for dead-end drift-, steel ventilation door* and air regulator*, and the driving i*t numrrou* ventilation sdit* and chimney*, 1 Hie to the>e improvement* ;a average of c,f,m. oi i resit air per man per minute now provided, which grcatl* exceed* the legal requirements. Ihi-t counts welt Mow the maximum allowable concentration- are maimaincd throughom the mine Ventilation nn|>* are kept up to date, t he; indicate velocities and direction oi air cur rents, dust and ventilation control >utiurt-, iocauou ot tans, nre and ventilation door*, rctuge chamber*, cmergcnc* route* ot exit, and hre-nglmng equipment. B> utilizing conventional color code*, these map* are a valuable asset in perfecting the ventilation vte*u, and determining what improvements wilt be necessary as new- workings are ad vanced. 1st addition to controlled mecluuucai ventiUnion, the following measures were m*iigated to minimize Uic production of <iut in mdusinal environments; I, 100 fer cent wet drilling was enforced in all underground operation*. 2 AH blasting of development heading* and undercutting operations i regulated to the aid of the sluft. This method allow* sufficient time tor the ventilation to clear Uic atmosphere of dust and gu>c* bciore the oncoming shut, i. IFiffcr joggers are placed is all devel opment heading* and undercutting opera tion*. Water is turned on prior to blasting. In addition to reducing dust concentration*, these loggers ai*o dilute harmful gases from explosives, allow tug men to return to the working surface with a safer environment and a minimum ot delay. 4, In ail mucking operation* the mucknile* are thoroughly wet down to avoid dust dt-per-ion. 5. Strenuous underground work in high S7 .Va/wMd/ Safety Congress altitude* does not generally permit the extmnvc use of dust respirators. However, in ivotatrtj cases where dust concentration* war rant their use, approved-type respirator* nre provided and their use enforced. linden ore contains approximately 43 per rent free silica. Early in 1946 we collected composite samples of the airborne dust from hath underground mining operations and the crushing plant. Samples were forwarded to the Industrial Hygiene Foundation of Amer ica, And the United States Public Health Service. These institutions were requested to separate the samples info two-die tracttaels, analyzing the minus S-micrcm portion tor free silica by (he x-rayJigraetunt method. Since 1946 dust sample* are taken at 2minute intervals (<r hour at established control points through all active production areas. Dust counts afe reported in "particles of tree sllicw under S microns per cubic foot oi air,'* on an 8-hour basis. In addition, a total of 86 control stations were established throughout the mine, where <!ut samples ,xnd airflow' readings are taken periodically for control purposes. Result* are reported to the mine department with recommenda tions for maintaining dust concentrations within permis .blc limits. Regular survey* are conducted by technicians who are prop erly trained in modern sampling techniques, micro-projection and dust counting. Due to water shortage, it is necessary' to crush dry our total tonnages. To control the dust hazard at the crushing plant, four (vet-Opc Utah dust collectors of 35.000 c.f.m. capacity each, and one 25,000 c,t.m. air* Mimblrr type dust collector, have been in stalled. These units require approximately 160 gallons of water per minute. In order Co minimize water consumption, die sludge from these collectors is run into a settling tank-, which permit* clarified water to be re circulated through the *>*tcm, The quantity of dust collected carries sufficient copper to pay for their power consumption. Monthly surveys comprise the cheeking of air veloci ties, pressures and temperatures m all bniiu-h lines at established control points, and in this manner we determine the efficiency of these dust collecting systems. \JI crushers, conveyors. elevators and atiier dust-producing processes are enclosed, and dust counts are maintained below the maximum allowable limits. The industrial hviriene section extends IX technical assistance to all departments for the etiminatkm of health hazard*. purveys are continually conducted to assure that all control measures provided for the elimina tion of health hazards are adequately main tained. Exhaust svstems have been installed on all dust or fume-producing processes, such as are welding, grinding, denning of castings, spray painting, land blasting, re agent mixing, etc. This section assists in die delicti and control of proper maintenance of air cood!license systems, temperature control, illumination, and general ventilation of industrial and non-industrial installation* throughout the property- Modem techniques are being conuonth introduced for the elimination of occupa tional diseases. With the aid of our medical staff and the cooperation of all departments, silicosis and other health hazards have been practically eradicated from our operation.*, Since ;ear 1947 we have won the InterAmerican Safety tVuncil'* "Safety Plaque" for IS consecutive years, for attaining the lowest frequency of accidents among all large-scale participating mining companic* throughout Latin America. Since May 2S. 1958. to December 11. 1961, all department* of die company completed three years and four months, with over 56 tnillvm man-hours of exposure and a Pro duction of nearly 41} million tans of ore mined JIM processed without a fatality. During the past five years the total plant imf operated with a frequency rate of ap proximately 5.00 per million man-hours of i xpr,<uf. The cent at compensation* ha decreased bv about 80 per cent in the 10-year period iO.M-IOM, When an enterprise attains tout accident oud fatality frequencies, accompanied by con*i*tcnt reductions in the cost and the *everit> wt mdiKtrta! accidents, it is indicative t*i good safety performance, and that no 'jan gling of statistics" t* either utilized or neee*-an Such records, which rank among the bc:-J in the metal mining world, indicate that accidents can be prevented if there exist.* the right climate for their elimination. To bring about this climate certain favorable factor* were necessary. The moM important and effective of the-^e factors has been the acceptance by our mano.lfiiumt a: their r.*rpnit'?>i7if-v in accident Mining industry pretention, and their sustained support to the safety program. They have taken the initiative, and made it knows--in no uncer tain terms--throughout all ranks in the organization. They have applied the same executive ability to the prevention of acci dents which they exercise m securing effi cient production, and the elimination of vi-te and obsolescence. In the safety program, management has taken the lead and set the pace for everyone m the plant. They rely upon department heads, and these in turn rely upon section -upervisors (by assigning responsibility and authority) to carry out the policy set forth S.y top management They* are generous in their praise for good performance; however every man in the organization is made to ecl that safety is a policy, not a convenience. This is not the final solution. Safety's '*r4t enemy is complacency, and we exer* "o a helpful and perteverant drive to keep upervisors and workers continuallv on their t"v* Communications play an important t *rt in our >atety program--each and every '-in must be reached by persona] contact. v\e discuss their problem* and their jobs; we resort jo every possible opportunity to .itivate their thinking in creating a safety 1 nctousncs and a desire to work safely. Communications cannot be achieved with* "in a third requirement: adequately selected tnd trained supervisors. Our supervisors arc trained in the haste fundamentals nf organis ing. directing, coordinating, planning, con;rolling, counseling, etc., so a* to prepare ihrm to become capable oi properly utilizing she basic resource* of management. We urmly believe that the front-line supervisor " the key-man for getting things done. He stands befqre hi* work group as a represent ative of management, and transmits direcuv to each one of his men by word and iced. It is not only a matter of what a supervisor knows, but what he is able to impart to his men that really counts in vu'ety as well as in production. He is ulti mately responsible far the attitude and performance of the workers. ,\'o one is con* -idered for promotion unless he has demon-trated a good safety performance, <lhir company has adopted a policy of ** kxtrng supervisors from the major depart ments for advanced safety training, for periods ranging from four to six month*. These men are taught accident statistics. investigation of accidents, fire control, in spection techniques, ventilation, dust control, instrumentation, safety indoctrination of workers, conduction of meetings, report writ ing, etc. When these men return to their original departments, they naturally exert a *?rong influence in behalf of safety and industrial hygiene, and become the necessary multipliers of the safety effort among their fellow supervisors and workers. We avail ourselves of ail possible modern technical information that can be utilized in live improvement of working environments. We are members of the National and InterAmerican Safety councils, the Industrial Hy giene Foundation of America, tlte Wiimnal Fire Protection Association; we subscribe to numerous periodicals and have formed a~ large safety and technical hhrary. In this manner we are constantly striving to intro duce new techniques, equipment or tmining aids to our safety program. We realize that no defense ever hmlt was impregnable against a well-planned offensive, and our enure resources are geared to tin* end. Our industrial workers require more guidance and more technical know-how than the unskilled worker of ten years ago. The rapid technological advance* in industry re quire men of higher mentality and betterconditioned altitudes. To develop safer in dustrial supervisors and workers we have instituted a constant training program ca pable of *atisf}ing the ever-increasing de mands of industry. Our training facilities are also extended to include fiscal and semi fiscal institutions, managers and technicians from private companies, universities, techni cal and public schools, etc. A* a result of this policy, our safety pro gram has had favorable response in ihe field of industrial and public relations.. Further more, by pioneering in the field of safety, ue---in some respects--have become a law unto ourselves. The verv organization* and officials assigned to control die compliance of safety and industrial hvgiene codes and regulations, alien request our assistance and look to u* tor counsel and guidance At Braden, accidents and occupational dis ease# have Ixrcn greatly reduced through proper application of a few basic principles of human engineering, the cooperation of the employees, and the honest desire of the management to make industry' a safer place to work and to live. 19 JW>* Xaiivnai Stiffly Ccngrrrt SAFE PRACTICES IN SHOPS &y S. C. YULE General Superintendent, Kerr-Addison Gold Mines, Limited. Virgmiatown, Onuno, Canada 5*m> in the -hop# rt the Kcrr-Addison (itld Mines Lumted. Yirgintatown, Ontario. Canada i* Everybody's Business. Bv mean' v*t regular safety meeting*, kmonstratioo* <* -..i working pr-ortices and peeper awfccirmatiun * new mm. an mthujcaslw attitude toward thirty has been developed among ur diop employees. How ever. <.** the anjarfUM ccntribctioru to a k^imI *crt<ed has been the aiwlni .{ < r donranrMwl twidv i rrmm and xatm t rec-ciuze hazards aid ti take adequair tcjw tc. e'umna*r them *f -v-hite t!>rR a HMrtanmR W* Ud like n- |MnM .: *1 : oixi factor* tea drnr> e 4mt `tie at Kerr-A<W*i*--i*-u *daa *hK'-` are, * are <**mde*.:, * uki1 . , . -r to anfMlent prevent - Figure 2 In Figure 2 we have 4 ..<w : * we^d^tg 5<rrart*i Suspended over the r we i-ne of two IMnch diameter ' ' hv mean* of flexible tubirg exhaust i ,in. Tlie volume of air exhausted at each ti**xl will vary from 000 to WO C.F.M. w-tih an inlet vekjaty of arotmd 1800 feet per nmtue. This exhaust tan ha. been a opera tion mr tour and one-half vsars and has ! Ten scry eflective in removing fumes, smoke 'n<l heat from the welding booths. This adds to the comfort of the welder, and who will -irgue that a comfortable workman is not a safer workman? Figure 1 in Figure 1 we *** no* of several portable -rre*n uwd in the plate shop to protect other workmen from the dash of a welding .ire. This screen is 5 iet by 10 feet, con tructed of li-inch plywood nailed to a light wooden irame and painted with a life re* mam paint. The screen is supported on twr> pair of 4" diameter rubber-tired casters. The wheel base or each pair of casters is .30 inches and they are attached at a point 34 inches trom the end of the screen- The deara nee between the bottom of the screen nd the floor is 10 laches. This screes is light, liable, easily moved from place to place, and has provided complete protection fa Figure 3 we have two Stories construct ed of 2-mch dian.eicr pipe. Welded on edge on the lop of the horizontal 2-inch pipe is a iength u Vin x 2" flat bar. During a 20 Mining Industry '.utting eperauoo--say catling the bottom flange off an H-beam--the flat bar prevents the flame from coming in dose contact with and weakening the horizontal 2-inch pipe with the possibility of dropping the beam on the operator's foot. If the fiat bar be comes badly burned, it can be replaced. Welded to each end of the flat bar is a liorr length of pipe which provides a pock et inti wfivh . -afm j m tr.*> I* i~,erte*. In Figure 3 we have an underground Die sel locomotive chassis sitting on four sup porting stands. These rtands provide a -ait, stable support tor the chassis during maintenance which requires the mechanic tr. work on the underside of the locomotive. Figure * In tvifure i * hair *n<. iraieUmg cn a crane nut. Obvt- u*ly the crane-. -->im t* k*ji at ,% **:* distance tn.m each thcr t*. prevent inter ference with and possible jub-equent in juries io members of separate work par ties. Projecting from the left crane beam at crane rail deration is a 714-foot arm, on i!k end of which is a spring-loaded bell. Projecting from the right crane is a 7?4- foot arm which makes contact with and rings the htll when either crane approaches within 13 feet of the other. The spring ar rangement causes the bell to ring clearly several times. It is a distinctive signal and promptly alerts one crew as to its proxim ity to the other. Figure 5 Figure 0 lit btpurv nr ;;v- a devi.r f* r putting -itety snariU **r? -aline Imr- The guards nverl are rut fn.ro it-cd rubber Pelting and ire washer *tp-d with an u,D. of 2 inche* and an I.D, of 1316 inches. These fit virv tightly in a 7 *mch hexagonal sealing liar and without proper equipment it would be next to impossible to slid* these guards *.ief the scaling bar. *'.mr Mechanical Department accomplishes tin* with a 4-inch by j2-tnch air cylinder nuHinted vertiealh- on the wall. Tlie piston rnd is hollow with an O.D. of 2 IVIfl inches and an I.D, of 1*4 inches. Fitted over tlie end of the piston rod is a remov able cap which can be locked in place with a <xi*-quarter turn motion. There ts a 1* 4-inch hole in the end of the cap and inside the cap is a space which forms a receptacle large enough to hold two rubber u.t-herf. Tlie washer* are placed inside the cap "tefa is ther. placed on the end of the piv ` rr4 and locked m place, The piston is *n 'nracred. the bare caiing bar is held 21 Itt6? Saiumal ba/Vfv C^ngrfts vertically ui line with the hole in the piston tod, ciif x jxrfrmited to the top of the piston and die rubber guard is forced over the bar. A onc-quartcr turn releases the cap and the piston is then retracted. This has proved to be a safe and economical way to place an effective guard on a scaling bar. Figure 7 In Figure 7 iu h.i>> .* plug diwonneet witch used by our Electrical Department to isolate a feeder line from a distribution venire. This is a low c^t -witch, require? a minimum ot iq-ace. is ca-v tr install and is completely enclosed. Although plainly marked. 'Do Not Pull Under Load', there i always the {*>->ibiliti oi Hjme absent* minded individual pulling a plug just to see wliat happen*. This will cause serious jtfvmc* in the switch and any motors being fed off the line could start operating on angle phase--a most undesirable situation. To prevent this, all plug disconnect switches are equipped with a safety bar held m front of the plugs with two boh? The plug* can not be removed without first removing the lar and we believe that this feature reduces the (>i iriiidvertrtit removal at one ur more plug* to a minimum. Figure $ In 1'igure o we move to the Framing Plant for a look at a id-inch cutoff saw. This saw is suspended from the ceding and swings in a vertical plane through a 65-de gree arc through the action of a power feed screw salvaged from a rock drill. The guard on this saw- is constructed from J-'tft-inch steel plate and is in two sections. The dark-coloured section is rig idly attached to the saw frame and swings with tt with no movement relative to the frame, The light-coloured section it ataciied to and will route about the arbor. I'o the nght of the arbor and attached to the movable section of the guard is a Hat l*r, the other end of which is attached to a fixed bracket on the ceiling. As the saw iwmgs back--away from the operator -- this arm causes the movable section of the ttuard to route in a counter-clockwise di rection. As the saw swings forward, the quard rotates in a clockwise direction, and when the uw iv fully forward the guard i* down, completely covering die saw and pr'iudm^ adequate protection to the oper* .ttur- Figure 9 hi figure 9 we fee an operator feeding ,v l..vril mm the planer. To protect him irnni anv `kick-back' such as might remit iri.m a loo-e knot, this guard, made from ,i piece of belling attached to a light wood n trame, i* placed on the planer irameknv splinter or knot thrown hade by the planer knives is deflected away from ihe operator. Anotlwr safety device is found in the K.err-Addison flag pole. Every day. a 12foot Union Jack flies from this mast. 215 feet above ground. Several years ago dur ing a wind storm, the flag pole broke and crashed down through tlte roof. It was replaced with the present pole which is made of a 20-fool length of J-tnch pipe ;.nd a 15-foot length of 2-inch pipe over lapping by five feet and welded together. ,\fitttng Industry inside the pipe, firmly attached to the top ut the pole, is a yS-mch cable which is pulled taut and anchored to the base plate of live pole- Should the pole ever break during a high wind, the safety cable wtU prevent it from falling to the ground. In presenting a review of these safety devices, we realize that ihey are not nec essarily new at original. However, we hope tluvt this paper will be of some interest to other operator* and that it may stimulate further imereti m Safety. We wish to ac knowledge the valuable contributions to this paper of Harvey Anderson, Master Mechan ic; L. K. Malane, Chief Electrician; Irwin Foss, Surface Foreman; and P, S, Oliver of the Safety Department at Kerr-Addison. It i through their efforts that Safety- is Evers hodv'* Business around our shops. CURRENT RESEARCH WITH RIGID FOAM By DONALD W. MITCHELL and EDWIN M. MURPHY Health 4 Safety Research 4 Testing Cent'-, U.S. Bureau ot Mines. Pittsburgh, Pa. Kiei.l foam- l hi* i-.untiai f'.r increas ing -nim au-l iih-iiii\ in mining. The ln.vnv* max lv uwl effectivclx for improving 111 mine air o-n-litneuRg hv reduc ing fieat and nac-ture tramier from the mine r*-k to the ventilating air; li) mine `CMiti.-itHm b\ making stopping?, bulkhead* .md their tramr- more rcMstam to air leak age. tnw-tevei ground movement and blast ing vihrartf-n*; U) wall-roof control by tmmmmnc mechanical and chemiea eray nt rK-k The foam ai?o ran be uwd in luiderkTouwl rwininion of nonimd-bearmg t.i exphrsive magazines and ventda- n. n duet* Tcurative guidelines for evaluat ing :!r -atm amt effectiveness of rigid i*;,m- underground were presented previli-tx Tin* taper cover* current research at the Bureau of Mines and describes foam appli cations made last Febnary and March m the High Ore, Mountain Con. and Steward Mines of The Anaconda Company at Butte, Montana. Although data from the pre liminary field trials arc not conclusive, they show sufficient promise so that the mine management has initiated a more compichensive and extensive test program. Rigid urethane foam is a tough, cellular material made by mixing dtisocyanate and poJvetbcr polyol resin. The resultant chemi cal reaction liberates heat, volatilizing a halogcnated hydrocarbon contained in the resin. As gas bubbles are created, the mix ture expands; a silicone surface tension depressant maintains the integrity of the iurming cell?, winch are 85 to 95 per cr-m closed mth common membrane lace*, Wulmi seconds the mixture tohihfie* to a \i4urkup to JO times greater than that of die uripinal components; extent or expansion i> dependent primarily on the clwmical formu lation. During expansion, the foam interlocks in ihe interstices of rock, timber, cloth, metal, *nd cimcme. Excessive wetness reduces the interlocking action, but in such cases ad herence can he improved by a preliminary application of an absorbent dust such as cement. The effectiveness of foam adher ence can be determined by a `'pull teat" on a tour inch square steel plate embedded be tween one inch layers ot foam. For most mining applications, adherence is adequate if more than IDO pounds are required to pull ilic plate through the upper layer of foam, without disturbing the bottom lexer. The dosed celt and common membrane tace structure oi the toam creates an effec tive barrier to moisture and gases. The transmission of water vapor through one inch of properly applied foam is about the same as that through four inches of oak or solid bnck masonry. The effectiveness of a foam coating for inhibiting weathering of coal was shown in a test strip, eight montht after mining, moisture and air slacking split the uncoated blocky cool below the inter mediate slate band, whereas the coal pro tected by foam remained unaffected. In the Mountain Con copper mine, at rela tive humidities greater than 95 per cent 1&62 .Vct/iens/ Safety Congress and interior rock temperatures of 110 F, the foam effectively restricted water trails* tsiisucet from the air to the rock and from the rock to the air. The transmission of air through foam it greater than that through uncracked plaster and plastic films: however, foam-coated ventilation-system con trols leak less sir because of the superior seal at joints, cracks, and at the perimeter, and because the foam is less subject to crack' trig and tearing. Rigid urethane foam is an excellent in sulation material having a low thermal con* ductivity, 0.16 Btu/*F-sq ft-hr/in. Conven tional insulation, such as rock wool and expanded vermiculitr. will transmit heat at higher rates, having thermal conductivities of 0~27 and 0.4 respectively. Foam when used as insulation should be low m density and liavc a small, uniform cell structure. Experience indicates that these properties are dependent primarily on foam-application equipment. For example, the diisoevanate and resin must be metered to the spray gun at their optimum ratio, and they must be mixed and discharged from the gun with little or no air atomization or entrainment: otherwise, the foam will contain voids and huge air bubbles, causing an increased thermal conductivity. Rigid team applications in the cupper mines have >h>wn adequate reliance to ero sion by water and air. During the past eight months, impingement by water, at flow rates of Vs to tyt gallons per minute, and by dust-laden air, at velocities up to 1,300 feet per minute, have neither caused deterioration nor affected the foam adherence or Same resistance. Its laboratory tests, a "center" rut foam sample was not eroded by a ;et of water at 120* F applied at an angle of 30 degrees for 16 hours (2.6 ft lb per hr kinetic energy)- For safe and effective use m mines, foam must resist burning and flame transmission to a greater decree than do the combustibles normally fcwid in a mine. Experience and research indicate that the flammability of a foam formulation can be reduced effec tively by adding balanced'combinations ot halogen-, nitrogen-, and phosphorous-release agents that combine with the urethane radi cals when exposed to heat. The use of water<>r acid-soluble flame retardants in the basic formulation is unsuitable because of the leaching effects of most mine atmospheres. A tentative field test developed by the Bu reau insures that the degree of flammability is less than that for Pittsburgh coal and white-pine wood specimens. The adequacy of this test is being re-examined to consider the effect of high-velocity *ir currents on flame spread. Tests by the Bureau of Mmes. Public Health Service, and industry indicate that persons handling and spraying the chemicals should be free of a medical history o allergies or asthma; persons in the vicinity of foam application should war Burrau ot Mines approved organic-vapor masks equipped with a dust biter, as well as safety glasses with solid-side shields; effective ven tilation should be directed to the area while foam is being applied. Urethane foams, like most organic compounds, evolve toxic g**e and dense smoke when heated or enveloped by flame. Tests indicate that the potential concentrations of these gases and smoke should not materially increase the hazard of an underground mine fire. Properly formulated and applied foam should have a longer life expectancy in normal mine air than plaster or gunite. In accelerated aging tests, foam on concrete block did not lose its adherence, crack, or become friable after 40 consecutive 24-hour cycles m 100 per cent relative humidity at 61* F, followed by drying at 16S* F. In similar tests, coatings of plaster and gunite r racked and loosened from the block in less than 10 cycles. The effectiveness of urethane foams in mines is largely dependent on the foammakmg equipment and application techniques. Based on experience and research, ihc Bu reau considers that foam-making equipment should be in accord with the following; t. The machine should be designed for one formulation. A umt suitable for differ ent formulations is generally more expensive, complex and difficult to maintain under ground. 5. The equipment should be nigged and simple in construction; maintenance should t>e limited to replacement of components by nonmechanie personnel Chemical solvents should not be required for cleaning. 2, Mixing should be done with minimum atomization and air-cntrauiment of the chem icals. The mixed chemical* should be dis charged as a froth or as a nonauimized ^4 Mutiny industry spray. Excesme atomization and air-entrain ment increase the airborne particulate matter concentration and impair foam adherence, as veil as its resistance to air. moisture, and heat transmission. 4 Two types c*i foam machines should be developed, one for limited operations in ureas without power sources, and the other for major application m areas where power is available. When applying loam, the chemical supply lanks, pumps, merer* and hoses should be maintained at a temperature between 40 .uid 70* F. In ambient temperatures, colder itian 40 F or warmer than 70 F, the rhemieal-feed tines to the gun should be as mort a possible; 28 feet is the maximum recommended length. Sprayed foam provides optimum resistance to moisture and atr trans mission when applied in several thin, over lapping laver-. first m a vertical and then in a horizontal plane. Feasibility tests of rigid uretiune loam were conducted m copper mines at Butte, Mont, during February and March 1962. These mines offer a wide range of environ mental conditicn----air temperatures from 64* to 97* F, relative humidities from 52 tu 100 per cent, ventilating air velocities I com 50 to 1,400 feet per minute, and dry to wet quartz mottzomte and rhyolite having high geothermal rock gradients, are present. Foam applications made m these feasibility tests included; insulating the ventilating air from heat and moisture transmission from (he walls and root, restricting water issuing from the rock at low hydraulic heads, and mating to reduce delinquescence of rhyolite .tnd corrusum m Meet pipe, and for air seals doors and bulkheads. In the overall test program, two men sprayed four pounds of chemicals per minute on IS square feet of surface. Actual cost data are not available; IkOwever, on the basis of these and similar application*, it is estimated that chemicals, equipment amortization, material handling and labor cost 55 cents per square foot of eurtace covered. Foam was applied as thermal insulation in a 75-foot section of intake airway having a wall and roof length of 27.5 feet. The airway was driven through quartz monzonite ^tt by the rhyolite dike; the interior rode temperature was 110* F and the surface of (hr rock, cooled by conditioned air, averaged 82* F. After eight months, the interior rock temperature was still IJO* F, and the rock surface behind the one inch foam blanket had increased from 82* to 101* F. Because of changes in the ventilation svuem and ambient temperatures, the data are inade quate to conclude that this desired increase in surface rock temperature is due jolely to the foam. Eight months ago. because ot inadequate experience and knowledge, the quality of the foam applied in the test area was lower than that presently available. The reduced quality resulted in a foam with a thermal conductivity of 02J rather than 0.l6Btu*/Ftq tt-hr/m. Foam toughness was inadequate; m a "pull lest." 55 rather than 100 pound? ruptured the top (aver of foam. However.' adherence of the loam to dry surfaces wa* excellent. Where there were constant water dripping* the foam became voaked and spongy. Core samples of wetted foam were divided into three `retion* through the depth oi the coating; these contained equal quantities of moisture, indicating that the water penetrated uniformly into the team. Adherence of (tie foam to rock surface was unaffected, and there were no visible indi cations of decay oi coated orthociasc inclu sions. Bureau tests indicate that the thermal conductivity of foam increases with moisture content. Therefore, where uretiiane loam is used as insulation in wet locations, it may l>c necessary' to divert flowing water, to coat the foam with a waterproofing material such as asphalt, or to use a denser foam. Research subsequent to the field trials in March shows that the foam characteristic* are improved by maintaining the chemicals and pumping equipment below 70* F. Cool ing prevent tiling of the halogeruted hy drocarbon i .ie formulation. Bolling creates undesirable bubbles m the resm and causes fluctuations in the ratio of chemical combi nation. In the copper mines, acidic water at tem peratures of 110 to 1.W F issuing from fissures in the rock walls and roof increase* the mine-air humidity and corrodes exposed steel. Rigid urethane foam was applied di rectly onto the wet area in one trial, onto plastic screen in another, and onto metal lath in a third test Water flowed behind the foam, plastic screen, and lath to n cov ered trench. 25 1962 Naitonei Safety Congress Mining tndustrv tn all tests, the loam effectively restricted subjected to a live inch water gauge pres also a problem to be dealt with it further **>irv hospital and surgical forms. These moisture and heat transfer from the hot sure. When flexible base materials are used, advances is reducing accidents were tn be jre only a iew ot ihe many costs we might water to the air. Core samples of foam they must be stretched tight. realized. Companies began to inject teach associate with off-the-job injuries. divided into two sections showed the portion adjacent to the water contained nine per cent moisture by volume, whereas the por tion exposed to the air contained less than me per cent. Foam bond to metal lath and screen was excellent. The foam did not adhere to the wet arm but formed a sealed bridge to adjacent, drier peripheral areas, where the foam adhered firmly to the rock. Rigid uretliane foam was applied onto rhyolite, which in the Mountain Con environ ment tends to deliquesce rapidly, owing: to decay oi die orthoclase inclusions, and onto 'itti pipe that is corroded by acidic water dripping from the roof. Eight months after tram was applied, the coated rhyolite and steel were in good condition, whereas un treated adjacent portions underwent moderate to ever* deliquescence and corrosion. The loam restricted moisture transmission from Air at a relative humidity as high as 96 i<er cent. Core samples showed uniformly low moisture contents of less than one per cent by volume. The foam was used to convert burlap, plastic tcrecn, metal lath, and wood into barricade*, air seal-*, and door frames to control ventilating air. These trials show The foam bonds and seals at dry wall and root junctures, but not to wet rock. For a good seal at the bottom, all loose material must be removed or a rioor-lutch made. The loam should be applied to the lugh-pressure side of the seal; whetc this is not practical, a portion of the seal must be left open, until the loam has aged. A rigid foam seal can withstand tow-tcvel blasting vibrations and ground movement. A door frame with stood light blasting shocks tn a nearby stope. The timber frame was demolished by a major blast; foam on walls and roof in the vicinity oi the door was unaffected. Urethane foam hat many potential uses in mining because oi its combined and de sirable qualities; expansion, adherence, elas ticity, rigidity, sound and thermal insulation. In addition to the prestuu>i> discussed proj ects, foam .was effective m forming a mooh lining in an airway where the ventilating air velocity was 1,300 feet per minute. It was also used to build a shelf to hold an explosive charge on a wall; this, and similar -malt-volume application;, could be made more conveniently by foam applied from a mtwII squeeze tube or aerosol can. From the mccessiul trials tn applying foam on If ing and traiiang eat their programs, to show the employee how to perform his work safely. The introduction of program,* designed to develop proper safety attitudes and to motivate safety interest among the employees was a will farther step to strengthen the effectiveness of the undent prevention work. These programs have takes on many form.*, but essentially they show the employee why- it is important tor him to work safely- The fourth and nw-r recent uinovatioa is off-the-job safety few years ago. scene of our more farsighted safety educators became aware that the employee mjary m- udence was considerahlv higher while they were away from work than when they were on the job. Investigation showed that off- the-job injuries were affecting production cost* in much the same manner as injuries occurring on the job. Off-the-job injuries, as well as work in juries, frequently result Ln the employee being absent from work. This necessitates replacing the injured employee or attempting to function without the services he normally performs. Replacement of an injured em ployee with some one who u inexperienced It was ai about this time that the Na tional Safety Council and other organiza tions were beginning to make the American public aware of the *eriou* problem of auto* mofale. home, amt recreational academy. Tht*. j.i course, increased the general awarene** that aiet> mut lake on a broader mettftHig than the prevention of only on-ti.ejob mione* Industry was beginning to see 'hat tt had a moral and financial stake in sarryng safety beyond the plant gate. While looking over various materials m prrpwratvtw for this paper, l happened across a copy of a calk on off-the-job safety prefflWcd by Thomas J Berk, then Assistant Director of Safety for the Metropolitan Life Insurance Company of New York, before the New York Chapter of the Amer ican jtanccy of Safety Engineers in 1950. The problems and concepts are very much the same as those we are dealing with at the present time. He mentioned that he had conducted a poll of some 400 companies m the United State* and Canada concerning their off-ihc-job safety activities; only 43 claimed to be doing anything on off-the-tob safety iliat loam effectively seals against air leak metal lath, indications arc that it may serve may result in equipment and materia! dam Hu* -urvey was made some twelve years age when properly applied. They also show fur construction of underground shops, of age. When an employee who has been in aj.-o, l am sure that if a similar survey (hat a foam-coated seal is only as strong fices, and magazines, foe building of air jured returns to work, it is very often were conducted among the companies today, the iiasc to which it is applied; in one ducts, a- hemming in shotholes, as a binder several days or weeks before he is capable there would be a considerable improvement uwianre, a weak saran cloth, covered with tn tiuc-nniolidated ground, and possibly as a of performing all of his duties effectively. m the results. However, when looking over foam tore lonce at the perimeter when -ealant :gain*t radioactive za*es. He may suffer some permanent disability, the vtaiistkai information furnished bv the which will prevent him front ever attaining National Safety Council, it would appear Ins normal efficiency. that industry* barely progressed beyond the THE CHALLENGE OF OFF-THE-JOB SAFETY By EDWARD C. LEONARD Safety Director, Iran Mining Department, Inland Steel Company. Ishpeming. Mich. Sine* the ' rigm of the industrial *aiety movemvnt early m the IQflO's, there have l*ccn n number of tittmficnrit ciian^c- made in the approach to the prevention ot acci dent*. A* you know, the very first efforts made u eliminate accidents were directed im'nr w.i- made V'vr n tune, however, the rate .ti w!i(i-h - were being riimi- iiatid braan m taj-er off. It was becoming apparent ch.it milking inflections, guarding of machinery ami providing protective wear ing apjarel for the employee were not all In recent years, the so-called fringe bene fits which are paid out in connection with off-the-job injuries have become increasingly broad in scope and represent a considerable cost to the company. In this area, wc have the hospital and surgical care as well as the sick benefits paid out to the employee during the time he is disabled. These costs may appear tn the form of insurance premiums r may be direct payments on claims re ceived. In addition to the actual costs, there are also many hidden costs which contribute tn the overall picture. Some or the super visor's time is consumed in setting up the threshold in the area of off-the-job safety I doubt that any of u* would disagree that off-the-job injuries have a substantial effect on the operating cost of a company. We would probably agree that the problem ivenous enough to warrant the inclusion nf off-the-job safety in our safety programs. If so, why, has there been such seemingly Slow progress in an area that costs mdutry millions of dollars annually? It might be well to identify the conditions possibly responsible tor limited attention to the problem of off-the-job safety. ,>1 mcchamc.il safeguarding. It was perhaps dim win- necessary to stop accidents. -chedule to provide a -epiacement for the 1. Management has long had the attitude ihirimr ihe*v first tew year* of organized It was at this point iliat safety people injured man. The clerical department is that they do not have the right to interfere 'atel>. that the greatest amount of improve- began to recognize tliat human behavior was required to -pend time processing the nec in a man's personal life tn' attempting to 26 27 196J National Safety Congress control his* activities white ne is away from work. 2 There is a feeling on the part of man agement that the employee will resent and resist any advice given by the company concerning his activities during the off hours. 3, There exists a feeling that the com pany's primary objective is to prevent acci dents on the job and that this requires full lime attention- 4. Some people feel the company has little, if any, control over the employee's actiocs while he is away from work, and therefore any olf-the-job safety program would be of questionable value. These attitudes are known to have been in existence in the past and to some extent might still exist today. It becomes our job, as safety people, to convince management that a problem does exist, and that there are effective means by which accidents in this area can be con trolled. First, the management should be provided with sufficient cost figures and sta tistical information to familiarise them with the company's off-the-job safety experience. The safely department should also develop nd submit to management a Sound off-thejub safety program, which may either be oxiitueted independently or incorporated into the existing safety program If these steps -if* taken, the groundwork will have been laid for the eventual introduction of an `ff-the-job safety program. The next question to a?k is, what tvpe of program can be developed? This, of course, *tqtends on such factors a* needs, available jter^nnel, and money Seieml of the larger '-'iTipanie* sucii as the Bell Telephone Com pany, General Electric, ami DuPont, have, in recent year?, developed me very elabo rate off-Uie-job safetv programs. Several of the'e companies have reported outstanding reettlts. Sot only have there been marked reduction* m olf-the-job injuries, but one company reported that their occupational injuries were reduced by 40 per cent during the time their off-the-job, satetv campaign si a* in progress. ' program. This brings up a problem that probably faces most of us. Our companies are not large. The safety departments con sist of as few as one or two people This makes it extremely difficult to find the time necessary to develop an extensive program, The budget, more than likely, is correspond ingly mull and leaves little provision tor developing new programs. These are real problems which cannot be easily remedied. Of necessity, most ot us must relv heavilv on outside -viurces for material* and >dea? to be used in an off-the-job safely program I'crhap? the most available ami abundant source of this type m material is ihe \'ltonal Safety Council. They have what they call an "Off-the-job Safety Kit,*1 which includes numerous booklets and tact sheet* containing various mggesitons on how to avoid auto, home, public, and recreational incidents. They also have a number of very excellent film* covering many subjects. They have an outstanding magazine called "Family Safety." Tliey have the "Safety Almanac," first aid booklets, pottery, and many more item- which will *uit most conditions and occasion*. Ideas on off-the-job safety programs can usually be found in the various safety maga zine* that cross our desks. Here, too, the National Safety Council can be helpful To illustrate a few ideas currently m use, some companies are making certain safety items, such as automobile seat belts, fire extin guishers, and first aid kits, available to their employees at industrial prices, Other com panies are using such things as slogan eontests, allowing members of the employee's family to participate in the program. You can see that it is not actually necessary to liave a large stall of safely personnel to embark on an off-the-job safety program. There is a considerable amount of material .waitable which can be suited to almost any tvpe at program. The important thing is that some type of definite program he adopted, even though it may have to be limited. In summary, i would like to brieflv review five points: However, the companies winch I have mentioned provide % reasonably large budget for safety. They are equipped with a large *a*t> department which has the personnel, line, talent to develop an extensive safety 1. TIiere seems to be little doubt that off-the-job injuries have a definite effect on production and operational costs. 2. It behooves us, as safety, people, to bring this.to the attention of management > t/tnuu? Indus/rv and seek their moral and financial support tor the promotion of an olf-the-job safety program. J Of necessity, there will be limitations as to the extent of off-the-job safety ac tivities. It is important, however, that a definite program be developed and followed. 4. Make use of the National Safety Coun cil material, and any other material that may be available to you. s It is inevitable tliat we mm? make off-the-job safety an integral pare of our accident prevention program if we are to achieve ravimum lately- AUTOMATION PROBLEMS IN TRAIN HAULAGE AT KENNECOTTS UTAH MINE Bt DOUGLAS R. MABEY Contract Engineer, Utah Copper Div,, Ktnnecott Copper Corp., Salt Lake City, Utah' In tins dvnan-ic era. it is vitally important for all indmtru- keep pace with rapidly idvAiicuig st?indar*l <> safety and overall efficiency. Ttii* i* |>stmcularU true in the case of the 1`uh Copper Division of Kenne- cou Copper Corporation, the world's largest mine producer or copper, The manv prob lems encountered in inning vast amounts of law grade copper *-re have required extra ordinary irvhiKiocicai progress to establish and maintain L tab Copper's high levels of Aitetjr and efficiency. In order to improve these liigh levels of `dfety and efficiency still further, it wilt be necessary to take advantage of all avail able advanced technologies and automated production techniques. This will require re search, innovation, creative thinking, and sufficient flexibility in individuals and cor porate structure* to adjust to the change* required by improved methods of production. This pa'per describe* same of the problems encountered tn irain haulage at Kennecott's Utah Mine operation, and shows the auto mation and communication techniques used to solve them. The Utah Mine of Kennccott Copper Corporation is a huge, open-pit excavation located in the Oquirrb Mountains about thirty mile* southwest of Salt Lake City. Utah. Looking at the mine from the air, It resembles a huge football stadium covering more than 1,000 acres. The mine i* about two mite? wide and half a mile deep. There arc 30 mining levels on the east side of the mine, and 36 on the west These level? are about 65 feet In width and iir t. fkl feet m height. Each level carnc.i -t.tnriard gauge railroad trnrk, and the v.ri'.u> levels are joined bv switchbackThere are approximately 170 miles m such tracks in the mine. Electric shovels load waste material into wa-tf train? for transportation to 'h-pn-nl area*. Ore train? are loaded and dispatched ihrouuh 'he mine's three tunnels to Copperton 'i arif. and from there sixteen miles north im the Arthur and Magna concent.rjitorv Dunnt? the 58 years that the mine hnoperated, mare than 15,600,000,000 pound* of copper have been produced, and more tlian 2,300,000,000 tons of ore and wa*te material liave been removed. If ait tinmaterial were spread over a flat urea, it would form a three foot deep layer covering .?j$0 <quarc miles. Approximately 00,000 tons of ore and 220.000 tons of waste material are removed each operating day. The total weight is about 310,000 tons, or more than three times the weight of the largest ocean liner afloat. At the turn of the century, tins mining properly was dubbed a "wildcat" because the wre contained less copper than any being Miccessfully treated at that time. There were, however, enterprising men who be lieved that the tow grade ore could be successfully processed through mass mining and milling methods. The first mining op eration? began in 1V04, and within a few year* the mine was a major copper pro ducer. At present, the mine produces about 20 per cent of the newly mined copper in the United States. 29 It ran ea*ilv he *em tli.it the nature ot *hr operation at the Utah Mine could lead to extremely liazardous working: conditions. The pit ix covered with hravdv-traveied rail lines and high-voltage trolley wire*, and it iv the scene at large vc.de daily blasting which mwt ri un without disrupting the rest oi the operation. Furthermore, the weather conditions are anything but favorable. Summer tempera tures sometime* rise so high that the rails expand and develop kinks capable of derail ing trains Overhead trolley wires sag in the heat and frequently damage locomotive pantographs. V totem wind and electrical *form* result m blown down high-voltage lines and extensive lightning damage. In the winter, sub-freezing temperatures c*u<e high-voltage trolley lines to contract uid break. Drilling snow obscures visibility, foul* switches, rovers traffic signals, and causes high-voltage flashovers. Moisture m train air lines freezes and causes air op erated mechanisms to become inoperative. In the spring, melting snow causes dumps to settle at faster than normal rates, which po*cs the threat of slides. Temporary railitwul beds become soggy and unstable, and ue* become water *oskcd A a re*ult of this, a* many a* oOO derailments have oc curred in one month during a spring thaw. Even without adverse weather conditions, the problem of safely coordinating the im mense amount of traffic and blasting is clearly not an easy one. The traffic density on the mine railroad is the highest of any railroad in the world. In spite of this, the record of safety at the Utah Mine ha* been an excellent one. Last year, for examine, the frequency rate for disabling injuries was 265 "{'his compares with 5.99 for ail in dustries, and 6,18 for noo-terrenas metal mines. The frequency rate so far this year has been 0.96 an outstanding achievement. This remarkable safety record has been achieved through * vigorous and compre hensive safety program covering all phases of the operation. In order to attain greater safety and efficiency, Kennecott has been applying automated techniques to tram haul age at the Utah Mine as rapidly as *uch techniques have been introduced and proven. Centralized Traffic Control, or "CTC' as it ts called in the railroad industry- wav initiated at the Utah Mine in 1916 with the automatic control of 13 efaetrkalty operated JO Huiutg Industry witches. Additional remotelv controlled -witches and signals were integrated into the syiton tn 1946 and 1953, bringing the total number of electric switches to 5$. These switches are controlled from three eparate location* manned by' a total of 16 men, Since the locomotives were not equipped with radio, it was necesvary for the dis patchers to puss instructions aml orders through telephones connected to field speak ers alongside the tracks. When the locomo tives were bevond the reach of these simple communications devices, switchtenders, spe cial flagmen, and loremen would have to pass along instruction* until they' reached the locomotives. There were many tunes when such messages were not delivered, and tiie dangerous situations resulted Recognizing that this method of operation was hazardous and inefficient, Kennecott be gan a program of CTC consolidation and communications modernization. Feasibility and traffic simulation studies conducted m 1958 resulted m the appropriation of over Si,000.000 to automate 21 additional switcher, consolidate all CTC systems at Coppenon, iiid proride a complete two-wav radio com munications System. The two CTC control boards then existing a the mine were eliminated and a new. consolidated. "NX" route board was installed at Copptrton. The use of new electronic control systems developed by the General Railway Signal Company made it possible tor one man lo operate the new consolidated board, whereas three men had been required to operate the three old boards. The "NX" system oi Centralized Traffic Control is based on the fundamental idea that all routes through an interlocking rail y*tem have entrances and exits. The op erator, knowing where a train is to enter and leave the system, has the information necessary to direct that tram through the control area. The term "NX" is derived from the first syllables of the words "*N`trance1' and "cXIt." The CTC system as a whole consists of a succession oi interlocking track circuits, each containing regulatory traffic light- and electric switches These traffic fichu and `witches are remotely controlled from the Traffic Control Center at Copperton Yard. The CTC operator operates a control board *t which a track diagram ha* been en graved to represent the territory under the CTC system. Within the engraved track lines are lights to indicate tram occupancy. Switch knobs are provided at each track intersection and entrance-exit point on the track diagram. By manipulating these knobs, the operator activates the track switches and signals in their respective field loca tion* This operator plans the routes and priorities of ail rail traffic within the CTC system, and the engineers or the railroad vehicles respond to traffic signals set up along a given route according to established operating and safety regulations. To line up a route for a point-to-prant move, the operator pushes the entrance-exit knob corresponding to the point where the tram i< to enter the control are*. Thi act is known as route initiation. The light m the barrel of the entrance knob flashes green. \t each available exit point, die opposing Mortal knob flashes red, showing the op erator ait possible routes that mav be set up from the point of initiation. The op erator then pushes the entrance-exit knob -it the desired exit point to complete the route. The flashing red light changes to steady red. and the remaining exit lights are extinguished Tht* act is known as route completion. The route light bars illuminate white, pro ducing a vivid picture oi the route called tor, The switch correspondence light bars rfah white each switch in the route in transit. The flashing green light in the en trance-exit knob changes to steady green when the switches complete their movement and the signal Ls* clear- As the train pro ceeds -,ver the route, the white route light bars change to red. A (ter the train has passed through each zone, the route light bars are extinguished. A unique feature of this particular CTC installation ts the inclusion of an automatic "zig-zag" system, which makes it possible for the operator to route a train through a series of switchbacks without manually operating each switch. The operator merely selects the desired entrance and exit points, and the switches automatically sequence themselves as the train passes from level to level through the switchbacks. The operator may also make "follow-up" moves, initiate "end-to-end" routes, cancel 31 J9&? National Safety Congress previously established routes, eontrol switches individually, operate switch heaters, or ma nipulate the system m various other ways. Two radio dispatchers who work with the CTC operator in the Copperton Tower in struct the vehicle engineers as required The overall system has been designed to be both flexible and fail-safe, and it pro vides smooth, sate traffic flow into and out of the CTC control areas. Both the ore units arid tile waste and maintenance units operate under "`open call ing." This means that any unit ran call any other unit without going through a base station. The ore units, however, are capa ble of operating under "selective calling." This means that they1 would not communi cate with each other directly, but rather would clear all communication* through the dispatcher. A problem equal in magnitude and diffi culty to that oi Centralized Traihc Control * the problem effective communications. The present solution to this problem was initiated early in Id?#, when several major communications companies Wean making feasibility and engineering tudie* o deter mine the radio requirement* oi the Utah Mine operation and the f >re Haulage opera tion. The design criteria called tor maximum reliability and the best possible radio re ception at all locations. As a result ot the ragged terrain, high noise levels, and diffi culty of obtaining suitable power supplies, these requirements were act easy to satisfy. After the systems studies were completed, however, it was determined thaz a 450 me system and mobile repater licensed under the Special Industrial Radio Service would do the job. Motorola CommunicaiiraGs & Electronics, Ine^ was awarded a contract for two sepa rate radio systems to serve the mine and ore haulage operations. The mine system provides ceenRSurocatkes for rail traffic am the pit itself, including ore trams, waste trains, various maintenance rehides, and supervisors. The ore haulage system pro vides commumraiknj for ore trams gemg to ECcnnocott's two Utah concentrators. Sep aration of the two systems is necessary be cause of the independent nature of the two operations, and became of the large num ber of mobiles to be accommodated. The mine radio system consists of 73 locomotive mobiles, 36 other mobiles, nine re mote control unit*, and two mobile repeaters. Alt units are designed to operate on two pairs of frequencies. One frequency cover* the unit* in ore operations, and the other frequency covers the unit? in waste and maintenance operations. Supervisors tan switch to whichever frequency is necessary to complete their communications. One of the Copperton radio dispatcher* handles cotumunicaborn involving ore and CTC, and the other handle* commumcanons involving waste and maintenance. A spe cial mailer key is available to call all unit* simultaneously in case of a major emergency. The ore haulage radio *y*,rm is some what simpler than the mane radio system, it indudes 20 locomotive mobiles, fire base stations, five remote control touts. and a mo bile repeater. .^11 units operate under open railing, and utilize a smgte frequency pair. The me haaiage system is completely ln> dependent of the mmr system, and has its own CTC beard. CTC operator, and radio dispatcher. An Jraercmw i pvmvdtd to com- manRate with the wwnc fe*pasctiers what passing tram* fr>w ,r *ywem to the other The raffio wetm and the CTC system form ecvnptoHKseary bmkimK Wricks of a unBiiimritviiwi ucd ccsrtoJ arrwwfe that welds the imnr and ore haulage operation* ado one m.A. wife, and esfictept produc- ttew ant The m* of these systems pro vide* the faOewog haA&r* directod1- Rati traffic t* to a safe. or derly. und effiewwc nuvatr, aad is far less dependm* cot isveraMe waiter erndittons than is the paw. Z The powdwSiry ot cofliskm- and other aanicsts baa been greatly reduced due to tte cbounstion of baasi error* ami the depeadtenoe on vsmd ceauroi methods. A The rados yyrton provides the roofdmatk* nccettajy for rate tdartmg. and ran be twed u> report dangermj .tnatket* and aersdenu mseuaamoosly- dttproved snanrawcrably by quick radio com* A major eoanbotsag factor in the rcaltratkai of these benefas has been Kermecott s use of tamijHeiajaniiw! trasumg programs to Muting industry instruct employees m tiie operation and main tenance ot new systems. No system can achieve success without the cooperation and knowledge of its users and operators, and no system can continue its success without proper maintenance: hence such training programs are an indispensable part of sys- >ems engineering and automation. Advanced and *ucce*stul as the CTC and radio systems are. however, it would he economic suicide to regard them as being the ultimate The problem of materials han dling at the Utah Mine is an increasingly difficult one, and it is c**mal to con stantly develop and use better metltml* of production. i the idea* that hate been proposed for implementing such bet ter methods are the following: 1. Radio control ot switches and field equipment to provide greater flexibility and reliability'. 2. 4 train reporting i>oem. mte^rntrd by radio, with a real time display and print out capabilities to improve scheduling, 3. Automatic track maintenance equipment to keep tracks in high speed condition and eliminate derailments and other track prob lem*. 4. Automated, unmanned tram* run bv remote control. \ Mammoth, scli-propelled mining ma chines instead of conventional shovels and trains, h Data processing equipment and elec tronic computers to automatically run the entire operation at peak efficiency. Some ot these ideas may seem far-fetched at present, but our fantastic rate of techn< logical progress could well make toda\`* futuristic schemes t)te tried-and-true convert(tonal methods ot a iew rears hence. Focft je*e the grade of ore at the I'tah Mine decreases, and the amount of re quired waste removal increase?-- This prob lem is made more difficult by rising labor costs, increasing foreign competition, and unpredictable world fluctuations in the price oi copper. Kcnnecott's management is therefore vi tally concerned with increased efficiency, and is ready to implement automation and advanced technology wherever possible. The transmofi trom conventional methods to au tomation and computer control is obviously not an easy one, anu many problems must he met and solved in so doing. The bene fits to he gamed, however, ut speed, effi ciency. quality, saiety, and all other aspect* ..i production more tlian justify the effort required. PROTECTION FROM RADIATION IN URANIUM MINING AND MILLING By RALPH M. WILDE Radiation Safety Director, New Mexico Operations, 'The Anaconda Co., Grants. N, M. Within the last ten tears the mining and mining of uranium c-re< ha* become econtl largest of the nnnfcrrou, metal industries m the United States, exceeded in dollar volume only by copper. In 1940, domestic mills produced only 2JO.000 pounds ot ura nium oxide. In 1961. domestic production was almost 35.000,000 pounds. The mining -md milling of uranium ores it intimately involved in the handling and processing ot radioactive materials and. thereiore. presents ,* potential radiation hazard to a Urge in- iu*iml population. In this country, we arc dealing not Only atli radioactive uranium but with all of its radioactive decay products. All three upe* of unclear radiation, alpha particles, l^cta particles and gamma rays, are emitted by uranium ores. Radiation exposures, in curred m the handling of uranium ores may te divided into nvr> general classes: external exposure to beta and gamma radiation 1963: National Safely Congress emitted from radioactive materials outsuie the body, and internal exposure to alpha and 1-eta radiation emitted from radioactive ma terials which have been inhaled or invested nd depoihed m specific organs of the body. Uranium ores are produced from both open pit and underground mine* In open pit mines, radiation hazards are practically nonexistent. Uranium ores usually do not emit sufficient beta and gamma radiation to result in a hazardous external radiation -.lose. Film badge survey*, conducted at the open pit lackpilc Mine of The .Anaconda Company, have shown chat the miners' ex ternal radiation exposure is less than 10 per cent of the maximum permissible dose oi 1 23 rems per calendar quarter. The internal radiation exposure of open pit miners, resulting from the breathing of ore dust, is very small. Customary dust control practices are employed to reduce the amount of dust generated. These include wet drilling and die wetting down of working places and haulage roads. Any dust which may inadvertently be generated is immedi ately dispersed and diluted in the atmosphere. Similar conditions are present in under ground mines with respect to external radia tion and ore dust exposures. Where normal ^rood-practice dust control measures are tn force, only a minimal hazard exists from these source*. However, a unique radia tion hazard is found in undergroun . ura nium mines, due to the presence of radon ^as and its radioactive daughter products m the mine air. its daughters m underground mines. That method j* dilution ventilation. Sufficient ire*h nr must be supplied to the working in dilute and reduce the concentration 'i radon and daughters to below the recom mended working level. It Ss roost important to *eal off old workings, to prevent con tamination of the fresh air supplied for dilution ventilation. In most cases, proper ventilation technique* will control the radon hazard. Every mine presents a different ventilation problem and controls must be designed for specific conditions. The stand ards for mine ventilation based upon a certain quantity of air per man are not generally applicable to uranium misses. To the radon hazard, the ventilation require ments of uranium mines are generally far greater than those of other kind* of under ground mines. There is suit much to be learned about the physiological t*-ct at exposure to radon and its daughters, There is a tack of basie liata on this subject for it can be obtained only by observations extending over a long period of time. The New Mexico Depart ment of Public Health is currently conduct ing a program of annua! physical examina tions for underground uranium miners, which includes chest X-rays and sputum samples. The X-ray films and sputum simples ate examined by radiologists and cvtologtst* for evidence oi the presence of lung cancer. To date, no case of lung cancer has been found in any of the uranium miners examined in this survey. Studies made by the United States Public Health Service hare indicated that the in cidence of lung cancer among underground uranium miners is significantly greater than in a similar, unexposed population group. The increased incidence of lung cancer ha* been attributed to exposure to radon gas and its daughter products. Kadon is a mem ber oi the uranium decay sene* and is pres ent wherever uranium is found. It is an intensely radioactive inert gas that decays to radioactive solid daughter products. To illustrate the amount of radioactivity in volved with small quantities of radon, one milliliter ui radon gas, at standard condi tions, will contaminate one cubic mile of air to above the recommended working level At the present time, there is only one practical method of controlling radon and A correlation of the medical and environ mental data front this survey should yield valuable information on dose-response rela tionship* at various level* of exposure- This information will be useful in evaluating the hazards of radon and daughters, and should aid in the establishment of a safe and resMrnablc working level. The production of a uranium concentrate from raw ore is accomplished by several different milling methods. In each of these methods, the ore ts crushed and ground and the uranium ts leached from the ore. The uranium is that separated and purified as a oucentrate, otten referred to as "yellow case." External radiation exposure; usually. A not a problem in the milling industry. Mill .olutions and concentrates, like uranium ores, emit little penetrating radiation. However, H \linnui industry we have found that under some conditions, radioactive materials, in the course of some of the plant processes, can accumulate to lit* extrnt that e\ce*jccK high level* of radiation result. hi one case, we discovered chat radio active materials were accumulating in the wooden plates and frame* of filter presses that were used to clarify uranium-bearing udution*. To eliminate this potential hazard, new plates, and frames tliat had been painted with an impervious coating were installed. Treating these wood members with an epoxyrvpc paint has been effective in preventing the adsorption and accumulation oi rodioictive materials and has greatly reduced the radiation level* in the viemitv of this equip ment. Mini ladytc*. to monitor the external radia tion exposure* of individual mill cmploiec-, have been in u< continuously for three years. During lliAt time no person 1 rrrriuil a radiation exposure in exces* oi the maximum !ermi*ible d*. The highet recorded du* was only JO per eent of the maximum J>crmi*ible. Periodic survey* are made of the (Twliation level* in all area* of the mill with die beta-gamma survey meter, to detect any igiufic.int chance* which may occur in ra- tarrls and to idenlifv area- of j*.tentnlly high exposure. The moe common hazard encountered ut the milling of uranium ore* arises from air borne radioactive material. This hazard has been controlled in our mill by altering equip ment or changing operational procedures to reduce the amount ot dust generated, and !>y providing adequate hooding and exhaust ventilation nt points of dust generation. In the crushing plant all crushers, screen* and conveyor belt transfer points arc provided with exhaust hood*. In the sample prepara tion budding exhaust hoods are provided for pulverizers, screens, splitters, and oilier ample preparation equipment. In the wet processing areas of our milt, comprising the leach and ion-exchange ection*. a source of air-borne radioactive ma terials was eliminated by a change in process equipment In this case, a mist was pro duced by the free fall of uranium-bearing olution* into storage tanks. The piping was altered so that the solution now enters the bottom of the tanks, and the hazard tu been eliminated. The imt difficult problem we liave en countered. in regard to air-borne radioactive material, was the elimination of the hazard during the drying of yellow cake and the filling, handling and sampling of the drum* of vetlow cake. We were able in solve thl* problem snecesstullv. bv making several equipment modification* and operational .changes. The yellow coke drier* have been scaled, nml a negative presmre i* now main tained inside the dryers so that no dost can escape- Drum filling equipment ha* been modified *o that the yellow cake lntm .ire n...v filled through a two-inch hole m Hie drum lid. The lid* are iiahth secured Winrr the empiy drum* arc placed in the nHin/ location*. The dn lettnw cake i* divliareed from the dryer into the drum through a flexible rubber ho*e, Kn automatic sensing device -urnsds Hie operator when the drum i full, and also close* a valve between ti*e dryer and the drum to prevent mernfling. The bote in the drum ltd t rapped before the drum is moved to the simpler. At the sampler the c-q* * removed and the drum is sampled with a pring-ealed, totally encloed auger-type ampler. The cap i* then replaced and -crewed tight and llie drum is ready for shipment, l~ocal exhaust hoods have !>een installed at the drum filling and sampling points to cap ture any dust which may be generated. Each <it these hood* exhausts approximately 1,000 cubic feet or Mr per minute, mcr and around the top of the drum*. The dust laden air that i captured by the exhaust ventilation equipment in the yellow cake section and also in the crushing plant i* .'leaned by* passage through dust collector*, before it i* discharged to the atmosphere. There i* at present no area of our mill in which the concentration of nir-bomc radio active material U above the maximum permi<ib!c concentration. As a result, we have been able to eliminate the use of respirators tor all routine operations. Respirators are 'till available for emergency use if they arc needed. Extensive, periodic air-dust sampling survey* are made to insure that the dust control equipment is operating properly and that nn excessive amounts of air-borne radio active material are present in any area oi tlte milt. Approximately 100 air-durt samples are 3? SG,`* Salsuntil Safely Congress uiktn ami analyzed each month. Uencral ;ifH sample* are taken throughout the milt and breathing zone simplex are taken where dust may be generated during a specific oper ation. Environmental samples arc taken at the perimeter of the restricted area of the plant, to determine t)ie concentration* i .ir-bnme rsidioftcltve material that may be entering the surrounding area as a result ot milting operations. \ttothcr problem encountered b> all ura nium mills i* the disposal at large quantities of low-level radioactive waste. Both liquid ami solid radioactive wastes are discharged a* tailings from every uramimt mill- Thc*c tailings contain appreciable quantities of Radium-226 and other radioactive materials. Anti are usually stored til tailings |>onti adjacent to the milts. Seepage of flic liquid, from a tailings pond into potable ground or river water may pose a serious threat to a large population group, both because of the fiuiioactive nottrwl* and lierausc of the sx\ic rimvnvat* mmmned m the waste water. The Anaconda Cnnijiuny i* currently using unique method of liquid waste disposal. With the approval and consent of the New Mexico Department of Public Health and the United States Atomic Energy Commit*i*n, we have been disposing of our liquid vtakte hv deep-wet! injection. Our null tail ings water Is filtered and injected into an iwlalion rcjcrvoir formation, which lies be low ail potable water aquifters of the sur rounding area, Laboratory ami held lc*t* have shown that Uie reservoir formation will effectively rapture and retain the radium am! the other radioactive material* contained m the tailings liquid. The disposal system is periodically mon itored. to insure that it doe* not contaminate the iocnl fresh water supplies and lfeome a threat to public health. The regional mon itoring program, which was begun by Tlte Anaconda Company in J9S6, has been ex panded into a formal system of sampling and reporting. Periodic samples, from 40 itometir, industrial, agricultural and municipal wells, are attained for their chemical mut radioactive contents. These wells withdraw water irom one. or more, of all known fresh water aquifier* within an area of .*0U `-iteire mite*. To facilitate its radiation safety program. The Anaconda Company has constructed . radiological laboratory at the Blucwater Mill. This laboratory i equipped to perform uranium, radium, thorium and gross alpha malyso of the air-dust and water sample. t;ken in our monitoring and survey pmlirnin. We alu have available, instrument>mi equipment to evaluate any radiation haz ard that may be encountered In our mill. The intensive effort* directed b> The Anaconda Company toward the monitoring ami eontrul oi radiation hazard* have sc< "inphshcd the desired objective ot protect ing our employees and the people living aiuuud u 1 root the hazards of radiation. Uur nccumplishmems ui controlling radiation hazards are probably typical of those of the uranium mining and mining industry. This c a relatively yotsig industry and we have nude good progress toward the control of radiation hazard*. Continued effort is needed if wc are to maintain safe working condi tions. To tiiis end, a radiation safety program m the uranium industry should strive for the following objectives: 1, To evaluate the extent of hazard from radiation to personnel working in mines and mills. 2. To determine and maintain effective ness of control measures which are in use, J. To maintain accurate records of earh worker's radiation exposure. 4, To monitor and control the environ mental contamination which might remit from uranium mining or milling operations With a continuing program of this nature, both the employees Oi the industry and the general public will he protected from the hazards of radiation, incident to the mining and processing of uranium ores. .10 Industry CONTROL OF NOISE AT DIAMOND DRILLS By ft, A. MORISSETTE General Manager. N. Monssette Diamond Drilling Ltd., Haileybury, Ont., Canada The object m :i i puper is to present a brief outline the work lone, and the results obtained, m contmllmu noise at an underground diamond drill. A year uuu, .Ur, .lames BntM-rd, industrial Ingiene engi neer with the Bethlehem Strei Company, save a paper on "\`oi*e Abatement." He told us that noise was no longer an accepted part of the industrial environment- He pointed out that a total noise level reduction of eight decibels was obtained on rotary diamond drills through (he use of an exhaust hose and muffler. Shortly after this, we were approached by the directors of the Mines Accident Prevention Association of Ontario nit this subject. We were also told by one ot our customers that we should do some thing to reduce the noise at our diamond drills, o we immediately started to look into this problem. To appreciate tlie full meaning ot a noise level reduction. I will quote Mr Botsford "A decibel is a logarithmic unit, and each decibel reduction, therefore, correspond- m , fixed percentage reduction in noise energy. The scale i such that when noise energy is halved, the noise level decreases only three decibel*. Ninety per cent of the vncritv from a noise source must be dissipated to get a ten decibel reduction tn noise level. Then the noise will seem about half u loud as before. A 2 decibel reduction would leave the loudness of the noise about 25 per cent of its original value." It can readily be seen, -then, that a reduction in noise of even a fevr decibels is a considerable im provement. Noise is del <1 as a loud sound, or a confusion of sounds, and can cause very serious injury. When we refer to noise, wc mean undesirable noise. Not al! noises are undesirable; in fact some noises such as music, even though sometimes quite loud, can be very desirable--and so can the sound of stiver coins pouring out of a slot machine when you hit the jackpot. However, un desirable noises can cause high blood pres sure, muscle contraction, excessive fatigue, breakdown of the nervous system, as well as direct physical injury fo the ear. Hits* are all possible reult ot being continually subjected to too much noise. The average person probablj will not be affected by a noise level ot between bi and 94 decibels for cuutinunu* eight hour daily exposure, but die test* taken at uur utuiercround drill:* indicated that every ivpe of machine wc use, produces an overall not<c level of 100 decibels or more. This was an obvious reason for action, but there were other reasons as well, for reducing the noise level, ft was a known tact that the most effective, and possthh ihe most economical, method of reducing the noise level at a diamond drill was to muffle the air exhausts. In considering the situation, first of all, we knew that it was very difficult tu talk to sour partner at a drill, h was certainly impossible for the foreman, or lieldmati, to instruct a new man while the drill was running. The fog produced made vi-ibifits practi cally nil, which in itself was a very haz ardous condition. It also cooled the air. especially in a confined space, to the point where the workers were often very uncom fortable. Many drillers did not wear safety glasses because of this fog. Undoubtedly, many of our drillers were suffering from excessive fatigue, without actually realizing that the high noise level to which they were continually exposed wa the wise. These 37 1962 National Softly Congress were some of the existing conditions which we felt could be improved. There were also disadvantages to be con sidered. How difficult would it be to make a satisfactory design? How much would it fo*t to eomptetely muffle more than 100 units? How long would it take to do this, and how rotten would it tie up one of nur fieldmen * How would our drillers react to the extra equipment which they would have to move between holes1 Finallv, but prob ably the biggest worry, how would these mufflers affect drilling performance? In other words, would the penetration rate be reduced * It did not uke too much studv or rr-earch tc, .arrive at a decision. The cc.-t might be ronvtderable, but the benefit*, e^pcciallv u rut min. would be very grati fying We *? -ltd ' i ,.iv lew niufihnw units nr J, machine* i he > fimtniviif.il of these units consisted wf a dt.-tincmv tudiinuhl. ! wlurii a s|<cciat hose was clamped, with a standard car muffler attached to the other end of this hose, The de>ign of the adapters from the exhaust ports to the manifold presented the biggest problem on the f.V. drills. The I.V. diamond drill is the machine used on more than 75 per cent of our underground 'frillm.tr There are two styles at f.V.\ the old and the new. nvo r> finders to each drill, and two exhaust ports to each cylin der. None of these outlets is the same. Therefore, four different adapters had to b banned, and most-of them had to be a. .$d on the job for a proper fit. These .V' were made of steel They were drilled and tapped, and fastened to the cyl inder* with Cap screws. On the CP.33 and the Haaooka. two other types of drills fmwerrri with vane motors, no problem existed, as there is only one outlet on each of these machines. These two drills are used oniy on short hole drilling, but mostly in slopes or raises. The manifolds themselves consisted simptv of a series of two inch elbows, nipples, and Ices made of light duty bronxe and copper tubing. These fittings were streamlined as much as possible, in order to keep the fric tion and resistance down to a minimum. All the nipples were machined so that they AOuld easily slide into the elbows and tees Some of thee fittings were soldered as unit*, but the two main nipples were left free to five the operator the choice of directing the hour and muffler to either side f t hi* drill, without necessitating a sharp fiend in the how. \ny air which could escape between these fittings would soon be sealed off by frost, hortlv after the machine started running. The complete manifold was held to the two i ytindprs hv means of two strong spring*, similar to ued on ski harnesses. To r.f'.uvt thru? light fittings against damage when moving. *.ur men were instructed to mumii the mamivld and pack it in a special Mv.-t Ui\ which was provided for this pur- [** The manifolds were designed to be t.wi> di.rruintled and reassembled. Hi, ix.-v which we used was a Dunlop F'xlniu-t Mippre*wfl Hose Having spiral rili*. <(i-*urneil to trap sound, moisture, am! >.il m thr air it was two inches in diameter uni nude i>i a material which is not affected to any extent bv oil, or by the condensation if cold air. It was very flexible, yet held it* roundne** reasonably wrelL We art still experimenting to determine what length of ho*e should be used to give the best result* Presently we are using a 2S foot length at each drill On the pumps, we use vanou* lengths, from 15 feet to 23 feet The muffler used at the end of this ho*e was the came style as that used in a stand iird 1030 Chevrolet half-ton truck. Thi* muffler was chosen because oi its sampliatv. effectiveness, and cast It mi made or galvanized steel, was cylindrical in shape, and about five inches in diameter by -- inches in length. The hose was clamped t<> a two inch nipple at one end of the muffler From experiments, wre have found that the muffler it*rlf is of very little value if 25 fret or more of hose is used. However, it ,* shorter hose is used, the muffler is helpful 38 \timng industry We estimated the total cost ot a complete ooise suppressing unit ior a J.V. diamond drill, depending somewhat on the length of hose uied. at about one hundred dollars. This figure includes the cost of four adapt ers, the manifold, 23 feet of hose, and the muffler itself, as well as the labour and expense involved in sending our field super intendent on the job to actually fit these units to the drill. For some companies whose drills may be more concentrated, the total cost could be less than one hundred dollars. any case, this represented a sub stantial investment, when we considered die tact that more than one hundred of them would be required. For this reason (here were two important questions we warned mswered before going into production: first, would the reduction in noise be sufficient, and second, would our drillers accept than? Mr. Rae Fraser, of the Klines Accident Prevention Association of Ontario, and I took our first sound measurements on two J.V.'i at the Dome Mine early last ftovem* l>er. VYe used a Noise Survey Meter, and although this instrument did not give a com plete picture, the results obtained were eeramJy convincing enough to justify gouig .ihcad with our pian. The second question was a!*o very quickly answered. One of our underground contracts, where four ma>.hmc* are operating, had had one of these drills muffled for a long time. Every1 runner lad a chance to work on this drill, and each week we would receive a letter from the foreman *3mj: "The men want to know when the rtker machines are going to I* muffled.** This was very good news to u*. \W have tried many new ideas in the past which we thought had merit, but always found that anything that was not accepted by the runners themselves had no chance for suc cess. Since that time we have equipped drills with these mufflers on all but one of nur underground operation;, and we archappy to report that 100 per cent of our men who have used them are in favour r.f them. We have made it a practice, in all cases, to send our field superintendent to the job to introduce this equipment- He has remained on the job, long enough to con vince the drillers that this is for their ow-n welfare. Now we merely ask them how they like it--it is no longer necessary to "vein them the idea. Two months ago, wc were verv fortunate to obtain the services of Mr. Tom Cum mings, through the courtesy of Mr. R. G. Elson, Director of the Ontario Department ot Health's Hygiene Laboratory. Mr. Cum mings made a senes of noise analyses on our drills in the Timmins Camp. Mr. Fraser and one of our ficidmen assisted him m these surveys. The results of these analyses follows. All (he measurements were obtained using a General Radio Type 1351-B Sound Level Meter and 1550-A Octave Band Ana lyser, The results are averages of several readings. Test 1. Test taken on a /.V. drill at the Preston Mine in a drift approximately 7 feet wide by 7A feet high. The noise was meas ured about 5 feet from the drill, chest htgli, near the operator. (a) Total noise level (muffler off) --105 ibi Total noise reduction I muffler oni --5 v) Maximum noise reduction (150-300 Frequency) -- 17 ill* <11* db, T*- 2. Test taken on a C.P.53 drill at tlte Atittor Mine m a stope 15 feet wide by feet long bv 7 feet high. The noise was manured about 4 feet front the machine, i n I 1 mat noise level (muffler ori) --107 db tfi) Total noise reduction (muffler on) --- 12 db. ** Maximum noise reduction 1150-300 Frequency) -- ,24 dt*. AMuffling a vane motor is much more effective than muffling a piston motor. 3d #v*i Sattomii Safety Caitprr.u Test J. lest taken on a Bazooka drill at (he Preston Mine Noise measured .1 feet iron* machine, chest high. (a) Total noise level (muffler off) (b) Total noise reduction (muffler on) --JOS db. -- <fb. (c) Maximum noise reduction (75-150 Frequency) -- 15 db. Vote: Overall noise level surged occasionally to 120 decibels i unmurtied) making the average figures shown only ap proximate. The following (our t*ts were taken on "iurfacr at the Dome Mine on a J.V mounted on a test cradle, operating under "no load" conditions with an air iine pressure ol 45 pounds per square inch Test 4. Test taken with muffler on, head on and head off. (a) Total noise level (head on) (h) Total noise reduction (head off) --I0J 4b, -- ? db. Test 5. Test taken with muffler nfl. head on and head off (a) Total noise level (head on) --iiw Ht (b) Total noise reduction (head off) -- 2 db. Vs/< With the muffler oft the drill, the addition of the head to the motor does not appreciably increase the total tmiur level lest 0. Test taken wuh head vuv, muffler off. and muffler on. (a) Total noise level (muffler off) --IfW db, (b) Total noise reduction (muffler on) -- $ db. .vofr; The total noise level of the complete J.V. here is slightly higher than that of the drill underground. This is an unusual point that can only be ex plained by the fact that some diamond drills are noisier than Gibers. Test 7. Test taken with head rtf, and muffler on. (a) Total noise level (muffler off) .ft, muffler --1*)0 dh. (b) Total noise reduction (muffler on) -- 10 db Si'tf The effect ot the muffler when the head is off U iwice what it i* with the head on. Test tt. Test taken on a B.B.U.2 drill underground at the Dome Mine. (a) Total noise level (muffler off) --110 db V*tr.- This type of machine is emit used for deep holes, hut you will notice that if produces the highest total level of all our drills; this amplifies the need in? u in design a suitable manifold, uliirh will reduce its noise level, *)ne ot the big questions concerning us wa* the question ot penetration rate, with and PENETRATION TESTS ON JV DRILLS DISTANCE UN INCHES J MUFFLER ON 12m 1 ase i 1 MUFFLER OFF 12300 1 1260 1 . MUFFLER ON MUFFLEROFF 61-00 LjhsJ 62-50 i 638! 11.15 0-24 .... 950 AIR PROS.REj REMARKS"^] RSI 86-6 940 iDRIXEDONaOO: ........................... -....-........... I 71.3 .J SOFT ROCK j 693 MUTLEBON 60SO 1 348 1 MUFFLEROFFi 61 -OO 354 ) MUFFLER ON j (25-00 MUFFLEROFF! 155-50 40 794 1 039 5-75 ...55!____ 6*35 6.68 | j 700 70-6 68-4 663 1300 FEED ISOFT ROCK * |DfiIXH>ON3QCi v/inm'i IndH.tf. without muffler, it the machine was slowed down, to any extent, by the mufflers, it would not be possible for us to use them. The customer wu also very interested in this, since it could reflect directly on the drilling cost per foot. The table shows the results ot tour tests we took with the assistance of engineers at the Dome Mine in South Porcupine, and at the (>e<*o Mine in Mamtouwadge. You will notice that in one case the penetration was slightly faster with the muffler off. However, this is more than accounted for, by ihe fact titat the air pressure was higher during the umc the muffler was off. In the other three tests, the penetration was slightly faster with the muffler on, but here again, the air pressure was slightly higher during the time the muffler was on. We found it virtually impossible to arrive at a perfect comparison for three rrasens-- the fluctuating air presure, the changing hardness of the rock being drilled, and the rorever changing condition oi the dnil bits. However, the figures obtained were sufficient to satisfy us that adding a muffler does not increase or decrease the pertetranm rate -ugnmeamiy. b.cn tt>r imi <\tmwe ex ample shown in the table, tei number i<n. adds up to a total difference of only nine minutes during a complete shift. This cal culation is based on a performance of 56 teet per shift. The second, third, and fourth tests in the table would average up to a tola! difference ot only three minutes dunny an eight hour shift- As you have seen t tom the rc-ults ob auied, these muffler* have towered the total none level on must ot our diamond drill*. v that there is less danger of our men being seriously injured by constant exposure to too much noise. We do not have all the answers >et, but we are continuing so ex periment, in hope of further improvement. We hope that this paper will, ut some wav help the mining industry' in its effort to control noise underground. While there i- no immediate financial return for the in vestment involved in muffling diamond drills, the appreciation shown by the drillers in the knowledge that management is concerned with their welfare, and the fact that they will be working under much bet'er conditmn* compensates somewhat tor the effort REDUCTION OF NOISE AT PERCUSSION DRILLS By WILLIAM C, MILLER Chief. Kalla Office of Mining Research, U.S. Bureau of Mines. Rotla. Mo. Noise generated b> percussion drills create* cue of the m-ist revere acoustical environ ments in-the mining industry'. The present trend in drill design is to increase power, mechanical efficiency, and durability; this trend results in an increase tn the intensity of tii* noise generated. The importance oi obtaining valid sound measurements oi the drill in action and of abating this drill noise <s receiving increased attention from the mining industry because the Workmen's Compensation laws of over half the state* new recognize hearing loss as an occupa tional disease, when caused by exposure to excessive n>/ie levels. What noise level is considered excessive; Tentative viirrage-risk criteria published in fft* bulletins of the C. S. Public Health service and ot the Subcommittee on Noise if the American Academy of Ophathalmolft) and Otolaryngology, and m articles by i-ccognired authorities on noise are in sub-tantial agreement. When the iound-pres.-utx levels exceed $5 decibels tn the 300- io 000-, 600- to 1,200- or 1,200- to 2,400-cps octave bands, some damage may occur to the hear ing oi certain individuals. Most of the Workmen's Compensation laws employ this criterion as the basis for determining com pensation benefits- In the research project conducted by the Bureau of Mines to reduce the noise radi ated by percussion drills, the same criterion was selected as the basis for the amount of reduction to be achieved. The instrumenta tion, techniques, experimental data, and re- 41 t,,o' Vufr.mj/ taf.'ly Congest ulii of Uits rcwareh trill he described tn a forthcoming Bureau of Mines Report of Investigations. The work was divided into three categories; instrumentation, held meat* urements. and laboratory studies. Sound-measuring instrument* and instru mentation system* best suited for conducting noise surveys in the mining industry were determines. Measurements of the noise gen erated by rock drill* were made in the environments in which the drills are nor mally operated in the mining industry. Labo ratory studies were directed toward the measurement and reduction of exhaust noise. Various instrumentation systems were used to measure the noise generated by percussion drills under held and laboratory conditions. The most satisfactory system for field meas urements consisted of a dynamic microphone mounted on a tripod and attached to a sound-level meter by a .5- or 100-foot cable. An octave-band analyzer or a magnetic tape recorder was connected to the output of the sound-level meter. In the laboratory an instrumentation sys tem employing a tape recorder, a sound-level meter, and a frequency analyzer satisfied all the requirements necessary ior the analysis ,.t rock drill noise. A graphic level recorder {roved to be one of the most useful labora tory instruments for the noise control studies. It produced paper records of the acoustical -pectrcigrams automatically and rapidly. The technique used in making the sound measurements in the held was to measure tiie noise generated by pneumatic rock drills without an*/ attached muffling or vibrationdamptng devices These measurements were then repeated while the drills were operated with an attached muffler, an exhaust hose, a < iliration-dampiRg drill part, or a vibratieo,lamping device fastened to the drill steelinve-tigations were conducted to measure the amount of back pressure developed by the muffler*, the icing characteristics of muffling devices, and the mechanical competence of ,t fO]iper-RURgarie$e alloy piston. V series of noise measurements was made m which a commercial muffle cover was used *.m a pneumatic paving breaker and a sinker* type rock drill. The effects of the cover ofl he efficiency of the drill were also deter mined during the measurements. Investiga tions were conducted to determine the sig nificance of reflected sound and the direction ,.f arrival of the und it the microphone {position in underground sites. Measurement- were made at various microphone location* in the vicinity of operating drills x> deter mine the standing-wave pattern Frequency analyses of the recorded noise level* were accomplished in the laboratory bv playing back the magnetic tapes on the recorder and measuring the amplitude* at the frequencies with an analyzer. Continu ous tape loops were used when a narrowor octave-band analyzer was employed in he ystem. Segments oi the tape were used when a one-third octave-band audio frequency spectrometer and an automatic 'pectrum recorder were utilised in the sys tem. Spectrograms for the one-third octavehand analysis were drawn automatically by the level recorder on frequency-calibrated taper. The noise of the exhaust pulsations of a modified air ccmpretror was used to simulate the noise generated at the exhaust ports oi & pneumatic rock drill. The compression cylinder was tapped at the midpoint of the piston stroke for the air take off. Air was fed into the cylinder from a compressed-air line. An anechoic chamber was designed especially for these studies. The dimen-ion* f the chamber were selected to minimize the standing waves in the .iudio frequencies. The simulated exhaust is let into tne cham ber by a pipe that extends through one oi the walls. The noise present in the exhaust as it leaves the pipe can be measured by a microphone placed in the clumber. To determine the characteristics and per formance of mufflers, overall and frequency smind-levei measurements of the sound gen erated by the simulator were made with a microphone located at venous positions near the end of the exhaust pipe -V muffler was then attached to the end of the exhaust pipe, and the measurements were repeated. Table 1 shows data obtained from repre sentative overall pressure-level measurements and octave-band analyses of the noise gen erated by stoper, drifter, and sinker drill* operated with and without mufflers, and by a sinker drill, operated with and without an extuust hose. The octave-band analyses were made at the drill site. These data show the intensity of the dampened and undampened noise, the noise reduction achieved, and the frequency ranges in which the risk of hear ing toss occurs. \tinuuf Indus!?' TABLE j__ Octave sound-pressure levels, m decibels Octave bands. + cycles per second `-l u stV- ,OKve-rr. ?a>a.. all 75 !20 102 IIJ 100 2 7755100 10S 98 ? 115500300 105 9f9t 5300ftQQ no 103 $ M60O01200 I(J4000- 2,400 2.400- 4,5004,800 1,600 214 115 115 106 10ft 8 104 U 107 8 103 3 Ltr.:*rr -thi*? tW'Vr \S t-h - -Vv e-Sice* ''tVittvvt --zfflr- 'Aiih murder Kedocrsrrt ^ V** :l evA-j-JW -'>* . 115 . tew u U* (OS 10 Ml I'M S 101 94 97 92 5 0? sot % 100 ft90 92 8 100 108 39 m 11 20 <14 Q? 79 85 15 12 10rt 110 U m W 10 98 12 % 12 94 14 iH 104 105 to* ft86 87 92 102 23 17 13 ftg 100 107 108 ft* 9 Vt> 101 10 6 II 5 104 91 U 9ft 92ft 99 8* I! \ : R*$un*.*i m the range oi values r- -fi ?(* three dnS type* mdicates that: greater attenuation oi the noise levels w* achieved at the surface than underground because oi the effect of reverberant sound * ti"per drat- generate the highest in- on underground measurements. ---:*.v ms-e 1\ abatement *nniv for each type : frill is required. ' In ih* frequency range from JOQ to .4>X> cp* dve greatest reduction achieved by i*;n* mufflers was with the linker-type Data obtained from these measurement- were used to calculate the noise energy gen erated by tiie exhaust ports and by liu impacts of the |?ton and dnll steel. The value* derived from ihe compulation showed tlmt 8941 per cent oi the total noise energy was produced by the exhaust ports and 10 5 irn. per cent was produced by the impacts. A i An overall sound-pressure measurement `cries of noise tests was conducted under utheut a frequency analysis does not permit ground to investigate the effects of rever i complete evaluation. The overall sound- beration noise. These tests showed that the iwsure level tor the drifter and inker average attenuation of 1 feet from the dnll 1rills operated with mufflers and the sinker wa* 5 decibels; at 20 feet, 7 decibels; at irill operated with an exhaust hose was 104 M feet, 10 decibels; and at 35 feet. 12 ieeibek; hene'er, values in the frequency decibels. These values show a departure nd4 varied considerably. fmm the inverse square law of radiation, a- Table 2 show* overall and frequency sc-u-xi. pressure level* obtained in the fre~ jueney bonds from 250 to 2,500 cps from one-third octave-band analyses of sound wa* expected. Noise tests on an aO-pound-cias* pavmw breaker showed that a commercial muffler cover attenuated the overall noise level* b> measurement* recorded at surface and under ground drill >i.es, A sinker drill operated with a steel or a vibration-damping alloy about 40 per cent. Vnsauslactory result* were obtained when a suiker-type drill was operated with a muffle cover. The drill be piston and with or without a muffler was came to hot that it would not function prop used in these measurement*. A comparison erly. Investigations to determine the effect ut the data obtained from the surface and underground sites shows that: 1, Newt levels were higher underground than at the surface when the same drill and operating air pressure were used. Z The muffler achieved more reduction of mufflers on the operating efficiency ot rock drills showed that an acoustic-type tiller muffler developed neither a detrimental amount of back pressure, nor additional ic ing around the exhaust ports. No decrease in ihe drilling rate was observed. tbn fh* lfiov piston. 43 Xalimat Safely Cdigress TABLE 2 -One-third octave sound-pressure levels, in decibels One-third octave bands. + cycles per second Site and piston Surface, stect piston: Without muffler -. With muffler Reduction .............. JOS 102 Underground. steel piston: Without muffler ,.. With muffler Reduction .............. 111 105 :urf;tce< alloy piston: Without muffler ... With muffler ...... Reduction ....... Underground, alloy piston: Without muffler ................ With muffler Reduction . no 1CM Surface: Steel piston . Alloy piston , Reduction , 105 101 t, ndrrgrotind ' Steel piston ........... . ill Alloy piston ................. 110 Reduction ......................... 1 250 315 400 500 630 800 92 91 98 93 93 90 70 71 70 70 72 72 22 22 23 28 2t 18 97 93 98 03 94 97 84 82 87 85 85 84 U 16 It 13 9 13 83 89 83 34 87 87 67 67 66 67 63 6 16 22 17 17 19 18 06 95 94 97 93 92 34 82 SO 82 S3 83 32 13 14 15 10 9 92 93 98 96 93 90 83 Pft 83 84 87 87 9 4 15 14 6 .? 07 08 98 0S 94 07 96 95 94 07 03 92 1 i4 ! 1 S 11,000 1,250 1,600 2.000 2,500 91 89 88 94 90 *5 35 82 36 82 16 4 6 8 8 04 9* 04 9? 97 US 87 86 92 9> 088 s 5 86 8K S7 91 89 72 74 72 7ft 83 14 14 15 3 4 93 93 02 % 95 ft3) 83 84 66 93 12 8 10 2 91 89 83 94 90 86 83 ft7 91 89 = l t ? t 04 9a 94 97 97 93 93 92 96 95 1 22 1 2 copper-manganese vibration-damping alloy 'honed that under operating conditions: !- The allov piston of the exact diincsi'tom of the standard steel piston expanded n the drill cylinder. This expansion was evidenced by irregularity of blows, by diffieulty in removing the piston from the cyl inder, and by scorings on the piston. 2 A slight!' undersized alloy piston elim inated the difficulties encountered with the standard-size piston; however, the operating efficiency of the drill was slightly lower. Field and laboratory studies were con ducted to determine the type of muffler best -mted for percussion drills. Both dissipative and reactive types of commensal mufflers were used in these studies. The results of touiid measurements and laboratory* investi gations indicated that a reactive-type muffler would be more adaptable to the design cri teria imposed by Ihe use of percussion drills in mining environments, and would be more suitable for analysis by electrical analog simulation. From our evaluation of the data obtained from the sound measurements made at the sites of operating drills, and from our fre quency analyses of the measured sound levels, we arrived at these conclusions: 1. Techniques and instrumentation systems developed for the study of the noise gen erated by pneumatic rock drills are capable of producing data that can be duplicated under similar test conditions. .1 Efforts to attenuate noise levels should be concentrated In the frequency ranges of SQ0 to 600 eps and 1,500 to 7,000 cps, as the results of an acoustieti energy study show that most of the sound power occurs in these frequency ranges. j. The intensity of rode drill noise has been attributed to the following sources; Frequency range, cp* 40 to 100 100 to 000 000 and above Source Rate oi impact between the piston and drill steel and between the drill steel and rock. Exhausting of air from the exhaust pons. Resonant frequencies of the steel parts of the drill and of the drill steel. 44 .Vfintiur industry 4 The tuund teveis ot the noise generated by the exhaust pons and the steel parts ot the drill mult be reduced, to lower the mtemitv of the mik generated by a pneumatic rock drill to a level that would preclude damage to hearing. 5. Each type ot drill requires individual n."e abatement treatment. SAFETY ASPECTS OF THE USE OF AMMONIUM NITRATE AND FUEL OIL UNDERGROUND By WILLIAM C. MCLAUGHLIN Research Engineer, The Anaconda Company and WILLIAM L. SMITH Chief Safety Engineer, The Anaconda Company, Butte. Mont. Initial underar-un-l te-tmg u ammonium nitrate and fuel oil (\S-FO) tn polyctlnlene cartridge* wa done by The .Anaronda Companv m November of I960. A Swedish high-den-cv granular product was fir*t tested. If wa found that tariff charge* and freight plus labor of tartridging and loading polyethylene "sausages" into blast holes resulted in very little rwt wing over Masting with dynamite. Prilled fertilizer-grade AX, (Spencer X IV) having a mrfactant (sulfonate of napthrdenel as an ami-caking agent, appeared more attractive cosiwise but there Still re mained the problem* of low hold-loading density (about QT5 goifcc) and slow load ing rate of "sausage*" in the blast holes. Next, a pneumatic pressure-vessel placer was tried, and the rapid rate of loading and higher density ot AX-FO in the blast hole gave better results. Disadvantages of the pressure vcsfel were the large bulk, heavy weight of about 400 lb, and high cost of about $700 per unit which made this type nat feasible for our operations. In Butte, to most efficiently utilize AX-FO, each work ing place w-uuid have to be equipped with a placer. At about this time, an inexpensive con tainer using a hydraulic ejector on the suc tion principle was developed bv Sunrock Uranium Limited, of Canada. Based on data furnished by S tarrock, our efforts were then directed to the development and manu facture of a Tate, light-weight, low-cost, erector-type placer best suited to the under- itf'Aind condition*, uv Suite Such a unit ivas developed ami placed m use in our More than 100 of the stainless steel can-tv pe placers with gravity feed to the ejector, were put in service. These cost $0-$90 each including the can, Penberlby bronze ejector, foot-operated or remotecontrol hand air valve, and necessarj hoses and fittings. \ more recent development has been the lag-suction type of placer using a stainless steel ejector (made in our shops), 10-12 ft. or H in. plastic garden hose on the suction, a quick-opening H in. air control hand valve, and Vaedley H in- BVC plastic discharge up for safety fuse and cap blasting, in electric cap blasting, an anti-static plastic discharge tip (such as Du Font anti static) is substituted for the Yardlcj lip. The discharge tip is 4-11 it, long, depending on the depth of holes to be blasted, and the tip is inserted to within 12" of the bottomprimer stick before loading of AX-FO is `Uirted; withdrawal of the tip is at a uni form rate so that the loaded demity of \X-FO is uniform. Total cost is |t5-WO each, depending on type of discharge tip used, and it appears that the bag-suction placer wilt eventually replace the can type. Over 200 of the bagauction type are now in use. During the early part of 1061, extensive tests were made underground under various conditions of temperature, ventilation, hu- 45 (Vtfo? .National Sa/rtr Cvmgmi nudity, and type* ai ground to determine fume characteri*tie*, hole burden and spac ing, and fragmentation from AN-FO blasts, and comparisons were made with the same components from blasts with Gelex #2 45 per cent bulk strength dynamite. Results indicated that Spencer N-VI (or compar able grades ci prilled uncoated AX) mixed with fuel oil could be used to supplant Gelex #2, on a pound-for-pound basts, in the total amount of 75 per cent-80 per cent of the dvnamite u>aitc- The following con ditions are considered essential to safe and eiheient AN-FO use: 1, Mechamcallv mix uncoated prilled AN ,\)th No. 2 fuel oil in the weighted propor tion of 94.33 IK AN" to 5 67 Ih FO, in a UHidihrd concrete mixer on surface. Date Kigs when loaded. 1 Transport to underground magazine* ,wd then to working places in 50 lb. polvethvlene* and 25 lb, polyethylene-coated Kraft paper baps. Observe and enforce the same safety rules for handling and trans porting AN-FO as apply to dynamite. 3 Load holes pneumatically with ejectortype placer to a density of 0,90-0.95 gmj cc and bottom prime with one stick l* ,xS ` Gclex #2 per hole, using safety fuse and cap or electric millisecond-delay cap. Loading rate of AN-FO in \lA" diameter borehole is about 3 set./it., or 12-1-4 Ib./min, 4 Although tests to date have indicated that under our condition* of high relative humidity (50-90 per cent) and high con ductivity of the rock, static electricity is not a hazard, as a safety measure we require that a semi-conductive (anti-static) plastic discharge tip be used wherever AN-FO is loaded over leg wires of electric blasting raps. We recommend that the miner dis charge himself by touching a rock bolt or the rock before handling fuse and ops nr electric caps. 5. Use of the Anaconda air-water spray is required a* standard procedure, and ade quate forced ventilation is provided before re-entering the blast area. The spray is designed so that a mixture of water and cnmprevwd air (atomized) blows directly 'DeieHcrarioa of (KJreOiylene bag* due to FO or dye la the U-KO or a combination of both, la a problem that la presently being into the face blasted, settling the dust and diluting the gases from the blast 6, Presently, we are making tests on semi-conductive suction hoses with copper chain to ground, for the bag-suction placer. Under certain conditions, it may be ad visable to use this system. Underground tests and production use ot AN-FO to replace dynamite indicate the following advantages; !. Aa eventual saving of 40-50 per cent in cost of explosives. 2 Less fatigue and faster hole loading. 3. The pneumatic placer permits one-man loading or rounds, tn vertical up hole* awell as in horizontal holes. 4. Fewer powder headaches are retorted by the miners and supervisors. Fume arulvies indicate that AN-FO blasting tumeare no more difficult to contend with than dynamite fumes, provided adequate precau tions are taken in mixing and placing. 5. AN-FO U a saier blasting agem n* handle. Because of a few instances of "hang fires** when missed holes of AN-FO were re-fired by collar priming with a stick ot dynamite, our safety rules now state that no missed holes can be shot by this method, but that such misses must be washed our with Hater. Also, in event of a missed hole. <.-ur experience indicates that the AN-FO may be compacted and due to the higher density very didicult to detonate. An aniline iye is added to the AN-FO in the mixer to aid in detecting missed holes. Fume testing by our Ventilation and In dustrial Hygiene Department indicates the following conditions are necessary to keep noxious gases under permissible limits; !. AN and FO are weighed foe correct proportions and then mixed mechanically. 2. Pneumatic loading of AN-FO for maximum confinement in the blast hole and adequate boostering for complete detonation of the AN-FO mixture are important fac tors. 2. .Air-water blast is required and kept about 30 feet from the face. 4. Auxiliary ventilation must be provided AN-FO is a substitute for dynamite on a pound-fnr-pound basis. In a 1H inch di ameter hole, the loading density of AN-FO 40 '/iNirty industry '* *U-tit 06 lt per u4; (firec and three quarter sticks of l* x 8* Gelex #2 dyna mite weight one pound. In implementing the use of AN-FO, two operating supervisors have been avsigncd to the Mining Research Department, and these men work with and instruct the miners in drilling, loading, tim ing, and blasting of the round* It t* per missible to use dynamite m the lifters and other wet holes, but the operating supervisors will thortly start a program of loading AN-FO into boles that have some water and possibly canridging the AN-FO in holes that are making water. To tmhze the inll rosr-sating potential of AN-FO. it is necessary to adapt its u*e to wet at welt a* to dry holes. Placing of the primer stick ot dynamite inside a polytthjloie "`ausage" i in wet hole*) is not res* manended because oi static charges developed when pumping AN-FO into the insulated polyeth}lene. A '.tier practice is to place the primer in the Krttwn of the hole and then in*ert the l'-au*age" on top of the primer, trimming the end of the cartridge so there is no gap In-tween AN-FO and the primer. H.vrtj on recent report* irum some Ca nadian mine*, the placing ot 12-24 inches of SN-FO has been tried in the bottoms of L4e*. the printer sticks then inserted, and the hole loading completed with AN-FO. It appear* that this method may have ad vantages over placing primer sticks in the bottoms of the holes, in cutting down on bootlegs and providing more fuse length ror timing. A mixing plant, conforming in general to tentative safety recommendations issued by the U. S Bureau of Mines, has a capacity of about 7 rom AN-FO per shift. A 60 cu. ft- Ranscme concrete mixer, altered to eliminate wherever possible any metal-tometal rotating contact and with shrouded hennngs and drive, has a rapacity of 3000 ll> AN-FO per batch. Mixed 4N-FO i bagged at the mixer discharge, placed on wood pallets, pallets transferred by Hyner to flatbed truck and trucked to the various mines; standard powder cars are used to transport the AN-FO underground and then to magazines on the different levels. No \S-FO is stored at the mixing plant nor on urfacc at the mines, but is taken to under ground storage magazine* on the same day that it is mixed "No Smoking** is strictly entorced m the plant, and when handling AN-FO on sur face or underground. Two men operate the plant. They open the 50 lb. bags of AN, dump the content* into the mixer intake hopper, weigh the FO lo determine pounds per gallon, then meter the correct number of gallons into the mixerAn aniline dye t added and after ten minute* mixing, the JOG-Ib, charge of AN-FO is loaded into 50-lb. and 25-Ib, bag*, bags are wire-tied and placed on pallets. These men also transfer the loaded pallet* to the fiatbed truck, where a truck driver take* over for delivery to the mines. This procedure is repeated until the mine AN-FO orders are filled, which are presently running 6-10 tons per week. Safety provision* in the plant include "Ex plosives'* and "No Smoking" signs, steam unit heaters, chemical extinguisher for elec trical fires, fire hose (water turned on from outside the building) for AN fires and for washing the concrete floor, removal of FO drums and pump to outside of building when plant is not operating, use of brass screws for wood pallets, and explosion-proof elec trical equipment. AN itself is not classified as a high ex plosive for highway or rail haulage, and thi* is delivered to the plant bv truck from magazines located seven miles from the plant. When mixed the AN-FO is then handled a* a high explosive Standards for underground explosive mag azines were set up in the Butte Operations cetera! years ago. The powder and cap magazines are separated by a distance of 100 feet or more. Dynamite i* stored on a wood or rock bench fifteen feet from the haulageway. Two thermocouple fire sprays installed in a oneinch water line are used for fire protection. When the use ox AN-FO was introduced underground, it was decided it would be permissible to store it in the powder maga zine, but that it should be kept separated from the dynamite by a distance of not less than three feet. It was also decided that remotely controlled flood sprays should be placed over the AN-FO storage area. The existing magazine* had to be revamped to make suitable storage space tor the AN-FO ns shelves were built. The shelve* are made t'Ort* S'tthfmitl Safety Ctmqrrxr with two inch planks, spaced for ventilation and to allow easier cleaning of spilled ma terial Any material spilled is brushed to the floor and is then washed out of the magazine. A separate water line was brought into the magazine tor the flood sprays and a remote control valve was placed in the line 100 feet or more away from the maga zine so a man could activate the sprays in tomparaitve safety. The spray* are made from one inch pipe caps having a slit cut in them with a thin hack saw blade. Because it was felt that more room was desirable, new mngaxinet will be built. It is extremely important to use the oldest bags of AN-F0 first from the magazine. All bags are dated when Hie AN and FO i mixed at the plant and taken underground (the same day). With our conditions of high relative humidity, the bags deteriorate .ml the AN-FO absorbs moisture in a few Meeks' time. When AN-FO is delivered to a magazine, the older material is moved ir. the front so it will be used first Camas powder sacks are used to trans port AN-FO and dynamite from the maga zine to slopes and raises; unused AN-FO is returned to the magazine at the nd of the shift. Small temporary storage boxes for 12-14 sticks of dynamite arc provided at each working place. The plastic-coated Krait and polyethylene hags, after the AN-FO is used, must be disposed of and not allowed to accumulate and constitute a fire hazard. A X'eiihley Model 600A electrometer has been used extensively to measure static elec tricity in the various AN-FO loading sys tems. In laboratory* tests, with JO per cent relative humidity (ambient) and pumping AN-FO into a Kraft paper bag through 15 ft. of clean, non-conductive (9,000,000 ohms/ ft.) Vardley PVC discharge hose, with the stainless-steel can only grounded, the static charge measured at the discharge end was 11,000 volu and 0-14 micro amps. This same system was then taken underground and AN-FO pumped into drill holes in hard granite where relative humidity was 55 per cent ambient and the Vardley hose was coated with drill cuttings; static charge measured at discharge tip in a 0 ft hole was ft 03 volts and 8 micro amps. Anti-static, semi-conductive plastic hose (10,000-25,000 Mims/ft) wa substituted for the Vardley and the static charge was then read at 0.02 -volts and 0.25 micro amps. Corresponding measurements of static -"barges with the bag-suction placer to date have been essentially the same a with the foregoing, but we are still concerned with possible hazards and we wall continue to make underground tests under varying con ditions until it is certain that the full extent of the problem is known, and a workable and practical solution is reached. In the laboratory, vie have attempted tu build up a Matte charge in various capacitors, including the operator of the bag-suction system, to determine if an tmtsnt discharge fmm the capacitor will detonate an electric Masting cap or safetv fuse and cap. So far, no detonation has resulted io cur tests, even with sqmbbs which require about one-half the current required by an electric cap for detonation. However, with our system of bottom-priming, and wherever \N-FO ipumped over leg wires of electric cap*, a emi-conductive loading hose is required a' i precautionary- measure, to provide a con. slant drain of static to ground. According to Prugh and Rucker (Ref. I, in the Bibliography) based on the minimum leg-to-le* ignition energy for commercial electric blasting caps of 0.01 ioule and a safety factor of IO, the voltage on the oper ator should not exceed 2500 and for a ground resistance of 10 megohms, a current of 250 microamperes could be allowed. Our underground measurements to date have in dicated static charges of only a fraction oi this voltage and current. AN-FO has replaced dynamite, except for the primer, as a secondary blasting agent in stusher drifts and finger raises of the Mock-caving mines. A fast, economical, and practical method of folding a piece of bur lap (20 x 24 inch) around the AN-FO and a half-stick of Gclex #2 lx inch primer was devised for a bomb. It takes no longer lo make up the AN-FO bomb than it does to make a stick-dynamite bomb, and a sav ing of $0.14 per 1-lb. bomb is effected. It is also easier to securely tie the AN-FO bomb to a blasting stick. The half stick dynamite primer is delonated by electric cap through lead wires from the stusher operator's battery lamp. A dual-hose, portable air-water spray i* u*ed in some eases, if fixed spray at the dustier is not adequate. 48 BIBLIOGRAPHY J. Pragh. R. W,, and K. G. Rucker, 'StaticElectricItr Hazard* (a the Pneumatic Load ing of Blasting Agent*. ' Fifth Rock Afertanlet Symposium. Practodinfft, Minne poll* I May. IK2). 2 Hunkin. C. O , R- Droyd Sr. and L. A. Glbbens "Application of AN-FO Ezplozire in Underground Mining at Stanrock." The Canadian Xtlmna and Uatalturgieat Bulle tin (September, IMS*, 1 Huribut, 3- W and W C. McLaughlin *'011. Jerground Use of AN-FO at Butte." .* orthiceit Mining Attvaalton Convention, Spo kane iDecember IHli Hoberatorfer, O G "AN-FO Slatting m Underground Mine* at Bollden. Sweden. Canadian Muting Journal (October 1*69) Staff, ITS. Bureau of Ifhim Tentative Safety Recommendation* for Ftetd-SJlxed AN Blattlng Agent*." t, C 791* U9d0>. Babcock. C, 1. "AN Behavior In Flr* " .Vafiondt Fire Protection dezociettox (1940). Monsanto Chemical Company "AN-FO M*alure*.'1 Technical Bulletin ,\'a AG-1 <Sov 1M0). 5 Spencer Chemical Company " Development and Application of AN-FO to Underground Mining.'" Midtetin .Vo. i 119391 49 OFFICERS OF THE MINING SECTION NATIONAL SAFETY COUNCIL 1962-63 -1 tsocuUicns-Pubhaty Comimtlee--RoasRT M, NEU. (Chairman), The Hanna Mining Co* Iron River. Mich.; George Sau, Mining Congress Journal, Washington, D. C.; Alvin W. Know, Engineering & Muting Journal, New York, N. Y.; George 0. Argali* Jr* Mining World, San Francisco, Calif.; Chris Mamex, Canadian Mining Journal. Gardensale, Que* Canada; Richard -S. Paull, Hanna Mining Co* Hibbing, Mina; David N. Stau-lNCS, Skillings Mining Review, Duluth, Mina Hygiene and Ventilation Committee--R. .1. Searle (Chairman), Kennecott Copper Corp* Magna, Utah; John W, Warren, The Anaconda Co, Butte, Mont.; G D Wisexs. General Chairman-- Low sen C Le<.\' \ri>, Inland Sled Co., tfhpermng, Mich. C7idiVwiiB-7AT & ''Yrerfurv--I \ Gikl, i-alconbridge Nickel Mines Ltd, Faleonbridge. Ont,, Canada. j | U S. Bureau oi Mines. Lakewood, Colo.; G ft. Yociit, Rio Tinto Management Service* Ltd* Toronto. Ontario. Canada; Joseph T Mortimer, Ray Mines Div* Kennecott Copper Corp* Hayden. Anz.; W. .\* Bardswich, Mine* Accident Prcietuir.n Association or Cmtario, North Bay, Ont,. Canada. `oe.ond Itr^-Chairwdii--Hkkbert A. Wexdel. The Anaconda Co., Bureau of Safety, Butte, t TVj'tnnp Committee-- lor T. Williams (Chairman), The Bunker Hill Co* Kellogg, Idaho; Mont. H. Blov, Mines Accident Prevention Association of Manitoba, Winnipeg, Man., Canada; Third I'ue-Chairumn-- D. Vna xse. lennej^e Copper Co* Copper Hill. Tenn, N. K, Gsok'.e, Quebec Metal Mines Accident Prevention Assn* Bourlamaque, Que* Canada; M- K. Fraser, Mine* Accident Prevention Association oi Ontario. North Bay, MrsnUtter Bdit.tr-- Att.es D. Look, U, S. Bureau of Mines. Duluth, Minn. Ont* Canada; Harold L. Bare, Bethlehem Cornwall Corp* Morgantown. Fa. issistant $eu'tletfer Editors--Xortheastern District, F. D. Wouusen, Oliver Iron Mining Div* L". S Steel Corp* Hibbing, Minn.; Southeastern District, H. F. Thompson. Ameri can Zinc Co. Mascot, Tenn : IVrstent District, W. Lynx Hart, American Smelting and Kefinmg Co-. Wallace. Idaho; Sanihvestem District, R. L, Johnston. Chino Mines Dtv* Kennecott Copper Cor?.. Hurley, N. M-; Eastern Canada District, M. R. Phase*, Acci dent Prevention A**octauon of Ontano. North Bay. Ont., Canada: tVestcm Canada \!embers-at-Large--*A, Kolc, Pickands Mather & Co* Duluth, Minn.; *C R. Nett* Beth lehem Coniwall Corp. Cornwall, Pa.; *S E. Shaju*. Tennessee Copper Co, Copperhill, Tcnn.; *R, K- Wilson. Oliver Iron Mining Div* L`. S. Steel Corp* Duluth, Minn.; "Jot T, Williams. The Bunker Hill Co., Kellogg. ida!:r>; *1, M. Smith, Asbestos Corp* Ltd* Thetford Mines, Que,, Canada, A'omifwtinp LUMimWr.--1*Al Koll* (Chairman); *C. R, -Veil; *S. E. SHAtr (Secretary/. ftuinet, R. B. Kiv.i, Mining Association of B. C.. Vancouver, B. C-, Canada. Slag itef-resentJltz-e--Ci.tSTos H, Hock, National Safety Council, Chicago, Illinois. Off-the^iab Safety Committee--I, A. Cook* (Chairman), Falconbridge Nickel Mines, Ltd* Faleonbridge, Ont., Caruiia; Hcaaorr A, Wendcx, The Anaconda Co. Bureau of Saictx. Butte, Mont; .A. D Avxaxb. Tennessee Copper Co., Copper Hilt, Ternt. Past General Chairman Entertainment Committee--Errattr White (Chairman), Mine Safety Appliances Co* Pitts, burgh, Pa.: .to* T Williams, The Bunker Hill Co.. Kellogg, Idaho. finalneerirtf Committee--W. H. BoXXEVtlXJE (Chairman), Canadian Johns*Manvilte, Asbes tos, Quebec. Canada: Gemot A. Bo*cesqn. M. A. Hanna Co* Hibbing, Minn.; Chaxlcs C. Hilton. U S Stndtsng, Refining St Mining Co* Salt Lake City, Utah. Memhershtf Committee--Ha*ols L. Bare (Chairman), Bethlehem Cornwall Corp* Mor gantown, Pa.; Waite* E. Moxtoomssy, Quebec Asbestos Mining Asm.. Montreal. Que* Canada; K. Blow Mines Accident Prevention Association of Manitoba, Winnipeg. Man. Canada; Hajku tr. Thompson, American Zinc Co* Mascot, Term.; Walt** O. Gr.vttvix, Hama Mining Co., Hibbing, Minn. Program Committee--Roy G. Stott (Chairman), Bureau of Mines, Washington, D. C.; A. W. Ness, American Smelting 4 Refining Co., Salt Lake City, Utah; M. R. Fraser, Mines Accident Prevention Association of Ontario, North Bay, Ont* Canada; Joseph Hall, Reserve Mining Co* Silver Bay, Minn. Visual Education Committee--Morgan Wadsworth (Chairman), American Metal Oimax. Inc, Climax, Colo.; Glenn M. Host strut, Erie Mining Ca, Hoyt Lakes, Minn.; A. W. Ness. American Smelting & Refining Co., Sait Lake City, Utah; Fro Pearsox, Noranda Mines Ltd* Norasda, Que* Canada; WnxtAM L. Smith, The Anaconda Co* Butte, Mont; Melvin Taylor, Cananea Consolidated Mining Co* S. A* Caninea, Sonora, Mexico. Statistics Commt/fee--'JOHX C. MaCHISak (Chairman), Chief, Accident Analysis Branch. U S. Bureau of Mines. Washington. D. C; R. K. Wilson, Oliver Iron Mining Dtv., U- S. Steel Corp* Duluth. Minn. JO SI Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title 1 to 9 Copies 10 or more Stock No. i General Sessions and Index to all Volumes . . $ .65 $ .55 022.32--i 2 Aero-space; Air Transport .. .65 .55 022.32--2 3 Automotive and Machine Shop; Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates . .40 .35 022.32--4 5 Chemical and Fertilizer................................ , .65 .55 022.32--5 6 Civic Leadership; Church, Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining............................................... ...................... , .65 .55 022-32---7 8 Construction; Public Employee 9 Electrical Equipment. .65 .55 022.32--S , .40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leath er Products: Trades and Services ... . .65 .55 022.32--10 11 Glass and Ceramics; Rubber . ... .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE) ... .90 .80 022.32--f 2 13 Labor ., . . ... . ., ,,. >. .65 .55 022.32--13 (4 Marin# .................... ................... ... . , , ... . .65 .55 022.32--14 IS Metals ...................... ............ ................................... . . .65 .55 022.32--15 (6 Mining ...................... . ..... , 17 Motor Transport; Transit. . .............................. . , .65 .55 022.32--16 . ,90 .80 022.32--17 18 Occupational Health Nursing ... .... . . , .40 .35 022.32--18 19 Petroleum ............................................. ........................... . .65 .55 022.32--19 20 Public Utilities............... ........................ . ................. . , .65 .55 022.32--20 21 Puip and Paper; Printing and Publishing......................... .65 .55 022.32--21 22 Railroad ................................. ........................................................... . .40 .35 022.32--22 23 School and College.................... .. ............. . .90 .80 022.32--23 24 Traffic . ............................................................................................. . . .65 .55 022.32--24 25 Wood Products; and Textile.......... .... ... . . . . . . .65 .55 022.32--25 26 Early Morning Sessions---"Communication". , ..... . . . . .65 .55 022.32--26 27 Public Safety ............... ............................ . . .... .65 .55 022.32--27 COMPLETE SETS (27 Volumes).......................................... .. .$11.00 any quantity 022.12 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AYE. CHICAGO 11, ILL. 250016502 52 MMNTBo in u s.a 022.32--16 1 9 6 2 Volume 17 National Safety Congress Transactions MOTOR TRANSPORT; CMRMBICIAL VEHICLE; TRANSIT SECTION; SCHOOL TRANSPORTATION Beginning fJi* Golden Anniversary Year of ffce NATIONAL SAFETY COUNCIL M Norm MICHIGAN AVXNUI CHICAGO 11, ILLINOIS i 50th NATIONAL SAFETY CONGRESS Papers delivered in the MOTOR TRANSPORT SESSIONS CONTENTS GENERAL SESSIONS Annual Report............ . Finley S. Lake 4 Dividends through Fleet Safety.. .. .......... Robert . GocAe 5 Dividends through On-the-Job Safety. ........ ..... Caii L SypAer 10 Dividends through Off-thc-Job Safety............................ .. C. Blakeley S2 Putting Sell into Safety .......... i...... . J. A. Wolfe 14 COMMERCIAL VEHICLE SESSIONS Basic Investments Today for Improved Dividends Tomorrow (a) Insurance Dividends from Proper Programming domes Nelson 20 (b) Dividends from Improved Selection Techniques G, D. Sontheimet 24 fc) Dividends from a Scientific Approach to Selection. .L H. HarfeJson 31 Deriving Dividends through Diet .......... J. A. Redale 34 Human Engineering Pays Extra Dividends.... . .... J. J. Hayes 42 Profiting from Success,................ ... ... . , W. G. Ball 45 H. . Seek 47 W, p. Bowling 4* M. T. Fink 4? Ft. J. Hobson 50 The Economics of Communications.................................................L W, Baku 51 Selling Your Safety Program,......................................................... W. B. Sehulti 55 Safety Will Sell..................................................................................K. . Staley Sfc Z CONTENTS -- Continued TRANSIT SESSIONS What's Ahead in Transit Safety?.... . David Q, Gaul 60 What's Happening to the Tran*it Safety Director? , , D. L Williamson 63 Dollars and Sense of Safety. .................. .......R. H. Dolgleish 65 Teaching Collision Accident Prevention.................... domes H. Walsh 68 Teaching Passenger Accident Prevention Robert L. Willoughby 71 Teaching Employees Safety.... , P, Carroll Jeantonne 74 SCHOOL TRANSPORTATION SESSIONS Safety Is an Investment -- Dividends through Joint Accounts. William Lemon 80 Lfc Savings Are Important -->Especially at Grade Crossings.G. M. Dempsey 80 Heme Savings Help -- Get Parents To Assist in Your Program --It Docs Save Money . M/j, Berne Jacobsen SS Money in the Bank through -- Preventive Maintenance Duane H. Dotting 88 Your interest Grows When You Use --- The School Bus Safety Service. .. , Mrs, Lee Stahl 90 Compound Interest by Oversell Supervision of Sdiool Bus Program --Portfolio for Safety.............................Lester Winder 91 Safety is An Investment -- Dividends through Good Management. . . . .. J. Pope Baird 94 Increase Your Savings through Driver Training. . ... A. M. Smith 95 Protect Your Savings by --Proper Supervision .................... . Fred Russell 97 Officers of the Motor Transport Conference 1962-63 . , , ...................... 99 Officers of the Commercial Vehicle Section 1962-63.......... ............. .. 101 Officers of the Transit Section 1962-63...................... ................................. .. 102 Officers of the School Transportation Section 1962*63.............. ............... ... (03 Other Volumes in 1962 National Safety Congress Transactions. .... Back Cover 3 MOTOR TRANSPORT SESSION ANNUAL REPORT By FINLEY S, LAKE Director of Safety, Interstate Motor Freight System, Inc. Grand Rapids, Mich. 1 would find it very difficult if called upon to single out one outstanding action taken they move forward with the energy thev have thus tar demonstrated. | by your conference during the year just past. Tie Transit Section organised in IVL-, Many things took place in the l'k.1-1962 and one of the oldest sections of the Na conterence year which may or nine not tional Safety Council, has by no means rc>e- appear on the surface to be earth shaking listed itself to the "rocking chair." Instead developments. However, I'd like to point out how some of those things can great I v affect ihey have introduced several actions that our other section* might well le>k into and , tine future of our conference and the role we follow. Among these are (1) a survey of play m the affairs of the National Safety employee injuries; <2) a survey of safety jj Council. (uuonriation procedures in theircrenpwme-; J Heading the list of accomplishments this f3) a newsletter committee to get more I year was the conference generated action information into staff, and (4) a redi*tntaken by the Commercial Vehicle Section in lamon of -grouping in theNational Fleet I I updating their by-laws. Changes made in 5:u'ety Contest. | these by-laws are significant. They are mnv constituted in such a manner a* to encourage the work of entire segment* of the trans portation industry. Within the section are provisions to establish divisions for common earners, private carrier* (these are to be ^nme of you heard about our conference''dhh anniversary blueprintyesterday. Thi* -kxument, the first of its kind in Council conference activity, spells out quite distinctly the role we must play in the affair* of the National Safety Council. I think the com- . ! { j j further defined: bakery, petroleum, auto mobile transporters, etc.), taxicabs, buses and the like. The Food and Beverage Section of the Industrial Conlerence is an example of the type of structure now provided to generate industry leadership in the motor fleet area* of the National Safety Council. This should go a long way to dispel any false notions that the Commercial Vehicle Section favored a select group The record will show, how ever, that same areas provided strong leadership, if any eomparistons can be mittee has done a great piece of work on (his paper and deserves our thanks T<*> often. I'm afraid, our work has been ham- s*red by % lack of defined action tint must be taken and who should carry' the ball. We've got plenty of goals. Now all we need are the hard hitting quarterbacks and open field runner* to score some substantial victories for the team. I'm sure you've seen evidence of the staff works undertaken during the year. The exhibition parlor "S'* is a bill board of action for fleet safety. Two actions taken j . j 1 j t ; ! 1 , > Leadership m any are* that wants to work will be heard. What's more, they will be encouraged and given assistance when they step forward. It i* possible through the new arrangement to establish separate sectional affiliations In the future, *uch as the new School Transportation Section formed last sear. The School Transportation Section ha* done a remarkable job in getting their "show on the road." I'm confident their pro gress will be a credit to our conference as during the year demand our knowledge and support, One big step forward is the revision of the fleet safety manual. Staff indicates that the ltard cover bound manual will be issued during the anniversary year and will contain uver 300 pages of practical information for fieri safety administration and supervision. With this professional textbook soon to be made available, there should be little excuse for failure to step up the training of fleet i A Motor Transport Settutn -upcrrision throughout the naiion, The book .houlci b a big help to the smaller fleet operations, Speaking of smaller fleet operations brings attention to the second action taken by the staff last year. Denser, Colorado was used in a pilot program for a one day fleet safety seminar. The success of this abbreviated session in reaching fleet oper ators indicates that uch emtnars can open ,m vntire new channel 01 communications. More than SO persons attended the program .uni were enthusiastic about it btaff is working out details for a series of these errtinsr* m 1963. Local council*, stale coun t'll* and trucking association*, as well a* in- >uranee companies, chamber* of commerce, etc, indicate they will rally to the support of future seminars. Finally, distribution of the pamphlet "Belter Driving Is Better Business'* ha* been most encouraging. In a limited invita tion to local safety councils and trade asso ciations, over 10.000 copies have already been distributed. More than 2,500 additional requests were received by the Council when *me paragraph mention of the booklet was included in a recent Kiplinqcr Washington S'm'xlrtter. It has triggered a feature story in Goodyear's business progress magazine just coming off the pre**, Circulation of this feature will reach .1 million fleet users. DIVIDENDS THROUGH FLEET SAFETY By ROBERT E. GOCKE Vice President, Transportation & Safety, The Greyhound Corporation, Chicago. 111. The *ubiect asugned to mr -- DindrtidThrough Fleet Safctv--has a very cl<*e re lationship to the Golden Anniversary Year *.i the National Safeti Council because bni| die word* ''Dividends'' and "Golden" con note a definite monetary influence In tmtay'* business world, 1 am sure that no one m management is going to ignore the possibil ity of improving earning* and curtailing Mow best to approach mv topic with a itroup oi experts in the fleet safety field, tich a* we have in this mom, present* a problem because the Motor Tran*pon ?-**<iwn of the National Safety Council ha* bn the front runner in fleet safety for the past several years. And through your *.** elation with commercial vehicle*, tran-it fleets and school-bus operation, many o; vnti have profited by the advances proposed, pro moted and put in practice through the ef forts of members and staff of the section. Perhaps 1 should first tell you <omethif*R ,d>nut Greyhound and why our management is so vitally interested in fleet safety. .At the present time. Greyhound is the larg est bus transportation organization in the world. We operate 5,200 buses over 100,000 route miles in 4$ state* and Canada, carrying lime I^O.nOO person- ctrh day, In order to perform our job of providing transportation <.f passengers, mail. newspaj-vr* ami expres* t ome 40.000 ctlie> town* and villages throughout our country, Greyhound employ* 10,000 driver* to operate our hu-c* Our company i geographically divided into five major divisions. Starting from the Vtlantic seaboard, Eastern Greyhound Lines has headquarters in Cleveland, Ohio; South ern Greyhound Lines, with headquarter* m Atlanta. Georgia; Central Grevhound Line* with headquarters in Kama* City. Missouri; Western Greyhound Lines with headquarter* n San Francisco, California; and Grey hound Lines of Canada, with headquarter* n Calgary, Alberta, Laeh of these operating companies has us aeparate officers, including top-flight safety !.rector, and all five of these gentlemen are r attendance at this conference today. With our 10.000 drivers accounting for a mnr half the total number of employee* ..<:d the fact that they are engaged in op erating pa*senger-carrj'W* buses more than * million miles per day, you can very readity ee our seed for a top-notch fleet safety program. In addition to the desire of top manage S /S*rt' Satiowt Safety l onprrjr mem for safely of operation, every fleet refety program must have certain funda mental guide lines m order to effectively promote fleet safety. The starting point, of necessity, has to be in the proper screening, selection and training of the drivers you put behind the wheel of your vehicle, whether it be an automobile, truck or bus. In the bus industry, and I know that U true for other bus companies as well as my own company, we hope, through proper -creating. selection and training of a driver applicant, to come up with a potential candi date for a driving position who will become a safe driver as welt a* a credit to his company. Qualifications for the position of a bus driver today are defined to some extent by the regulatory bodies under whose authority we operate. But beyond this, *eh company has certain requirements that an applicant mutt meet. I will not take the time here today to relate alt of the *peoa! qualifica tions we impose in nrv company because, just two years ago, I, R, Neely presented a paper before another dritinguishcri group in the National Safety Congress entitled **'l he What-Why-How oi the Intercity Bus Driv er," which you will find printed m Volume X? oi the I960 National Safety Congress T ramactifttis, Suffice it to say, regardless of your par ticular type of fleet, you must establish firm qualifications for your driver applicant* and adhere to these qualifications at all times. Special consideration* in each company will vary. In our ease, we use a minimum age of 24 years for new driven because our ex5crime* has convinced us that younger driv er* are not sufficiently mature, and that they .trc inclined to be more careless than older mm. Other qualifications from a physical '-tanripomt are also verv strictly defined, and Kune might think these qualifications are rather severe but we ar Greyhound believe, and so should alt fleet operators, that we have a moral obligation to provide safe; de pendable transportation. In making the proper selection of a driver candidate, there are other important con sideration*. Employment background is im portant in passing on a driver candidate. His previous work word must be satisfactory, and he must indicate habit* and attitudes that would enable him to make the necessary adjustments involved in driving a bus. His driving record is scrutinued, and if h* ha been the recipient of citations lor moving notations, he is rejected because we feel that this is indicative of an irresponsible peri. indifferent to the discipline oi the law ,d' hence one who would be indifferent to the discipline imposed by company rules and regulations. We feel in our company that it ts *o ex* tremelv important thai we get the right man for the job of a bus driver that particular emphasis is placed on the personal interview Considerable rime and effort is put into thi phase of the selection process, and through the use of a guided interview, a vast amount of information is brought out about the candidate. In this interview, his family back ground is thoroughly probed. We are inter* ted in his family background, if he was an only child, what hi* hobbies are. what he likes best to do in his spare lime, whether he had religious or moral training and how he adjusted to the cold realities of actual In-in* and growing up An effort is made to determine whether a candidate is subject to violent like* and dis likes. and he is judged on his ability to get along with people. He is carefully fudged na whether his past has been such a? develop desirable trait* of character, whether mc not he is a person able to adjust himself to varying conditions and whether he come* from a normal home where there is normal affection between members of his family. Attitudes of a candidate for any driving job are very important and particularly so for bus drivers. After a candidate has successfully ccen- pleted the foregoing interviews, he take* written tests of hi* mental ability, imper tinent. personality and work preference. Several years ago. we fad an industrial psychologist study a controlled group f our drivers and their records to correlate the results of a driver's pre-employment test with hi* subsequent behavior and accident record, and this affords another step in the process of selection. In connection with our mental ability test, we satisfy ourselves that the candidate has high school mental abilities and that he has sufficient intelligence to cope with the average problems that will confront hint in his everyday duties. la giving driver candidates a lempenwmt test. Greyhound endeavors to measure how 6 Motor Traniport Stilton -<n individual will apply hi* talents to the i-ib or tn a given situation. While it is true that behavior tendencies are wimewhat de termined by intelligence, knowledge and the widely imposed folkways oi an individual's urnup, there are, however, tendeneic* which are much deeper and not as easily explain able. Gres hound attempts to obtain behavior patterns and tendencies sufficiently coherent be measured, and which would reveal such traits as composure, opiimivm, alertness, corliaiuv, sympathy, objectiveness, aggressne***. appreciation and self-control. The pervjnality test will show traits tnlirativc ot a Health worrier, lack of self, eimtence, narrowne** of interest and in * reversion, depression, hysteria, fear, tendency , I.Imw up under pressure, tendency to lie t steal, sexual immorality, excessive use of ,ii<rnbol over-sensitiveness, and whether the ipplirant is subject to phobias and compui* -iv* behavior. An effort it made to identify the day dreamer and those who disregard foetal convention* and who become excited when given a task to do and never get it accomplished. Why all of these factors to lie consid* rrd? Our experience has proven to us that he driver least likely to become involved in n accident if one who ha* the following ,-ualiticf: This driver must be of average intelli gence because we find that n (oo-bnlliant person will not be satisfied with a driving k.! He must be of a mature enough age nd demeanor to accept the responsibilities "f driving defensively. This driver prefer ably should be married with a happy and viable home life, free from pressing worries t'ver the health oi hi* loved ones or himself. He should have interests and hobbies that permit him a healthy and normal period of leisure time. He should be sober, have some religious convictions, evidence cordialitv and Jw sympathetic to the needs of others. All in all, he should be a well-rounded person, average in aggressiveness and motivated through personal interest m his job to be the safest driver on the mad. If a driver candidate successfully passes the interview, the psychological test and the physical examination, he i* then enrolled in a driver training school which lasts up to eight weeks, depending on the section of the country where he will be employed. Here m the school, the candidate is given a series ot psycho-physicai tests which include vi sion, color perception, reaction time, hearing, steadiness of nerves and compoure. The training school consists ol classroom instruc tion. including company rules and regula tions, ticketing forms and accounting, safety regulations of our company, as well as regu!-itur> bodies, and maintenance. t'areiul behind-the-wheel training teaches i potential driver employee the Greyhound way ot driving a bus under (he careful $11- t'erviiicn of competent driver instructors. This is done over the routes to be worked by the new driver when he goes out on his own. At the end of schooling, candidates' must successfu,., ,^s* safety, accounting, maintenance and general examinations, as welt as a thorough daily check of driving ability. During the school period, candidates are observer! carefully, even during evening hours, to make sure they observe *he simple rules of conduct given candidates at the beginning ox school. Ue believe that a candi date who cannot follow' a simple set of rules laid down at such an important time as his training school period cannot be expected tn follow rules after he is employed Next comes the requirement that the candidate tide all of the routes out of his employment city with carefully selected, y cperienced drivers for the purpose of learn ing the routes and gaming additional ex perience with proven operators of good rec ords. Each regular operator is required to fubmic a report on his student driver and there reports are .carefully followed tip by the safety department and the operating su pervisors. When a candidate has completed lm break-in period successfully, he i* then assigned a nm or extra work, and from tliat rime on he is on 90 days* trial, during winch time he will he carefully observed and worked with closely in an effort to help him through the first days of driving alone with passenger loads. While we must consider getting the right man for the job of driving a bus as the most important step in a flei' safety program, there are other important things to do also. Some of these steps in a good safety pro gram are covered very well in the recent publication entitled "Better Driving is Bet ter Business," which was written bv Chris 1962 Xatlona) iit/e/v Cottorc-tt fmlioff, Assistant Manager <>( the National Safety Council's Motor Transport Depart ment, and is particularly adapted to the *01311 fit operator- Our haste safety propram i% administered hv ihe safetv director of each operating di* viiH'in and safety supervisors are assigned to defined areas for the purpose of working wish driver personnel to encourage them to maintain the highest degree of safety in penning their passenger-carrying buses. Safety supervisors road check the drivers nd di<cuss the results of their findings with the driver involved. The safety supervisor {'rHuu safety awards personally to a driver t.n the road or at a terminal whenever it i- mrt practical to do w at a regular Kitedtiled safety meeting. Ttiis personal pccscntaimn of safety awards by the safety super visor helps build up a rapport and a personal relationship that is most desirable in any v-ifety program. Drivers* safety and accident records are reviewed constantly, and any evidence of a driver becoming careless in his driving sub jects him to a refresher course which is given by the safety supervisor. Here again, the driver is re-checked as to physical abil ity, reaction time and depth perception, in addition to a thorough review of his driving record. His future onployment may verv readily hinge on the *afi*tactory results of tlte refresher course. T-.p management's concern for safety is ever prevent because of eur requirement that ur statistics reflect the progress being made m the reduction of accidents and in our over all vafety program. This includes meticulous reeMfd-keepmg concerning the drivers* safety rrv-'fdv which include ait types of accidents, ndlKiun, rv-n-collision and miscellaneous inviilrntj involving the operation of his bus. fine significant aspect of our safety pro gram is the driver safety dinner meetings, where individual driver safety awards are presented, intra-company contest award win ners arc honored, and once each year one <( the five operating divisions will be the recipient of the Marcus A. Dow trophy and the William F. Grant Plaque lor achieving the greatest Dumber of miles per accident *ik1 the greatest percentage of improvement to individual record. Both of these awards aie turned in honor of men who were former safely directors oi tlte Greyhound Corpora tion. The award honoring the late Mr, Dow, onetime National Safety Council president, is administered by the National Safety Coun cil under a Greyhound grunt, and each year is awarded to the outstanding fleet safety director m the United State?, This year the award goes to Mr. Donald S. Buck, Director of Safety, United States Continental Army Command, Fort Monroe, Virginia, and our heartiest congratulations are extended to Mr. Buck for this accomplishment. For the past several minutes. 1 have been telling you of seme of the components of a fleet safety program-concern of top man agement for safety--proper selection and training of new drivers--emphasis on safety supervision--standardised accident reporting --planned safety program and recognition for drivers' safety performance. What is the result oi such efforts in most fleets; What are. the dividends resulting from a fleet safety program? These, too, tan be enumerated just the same as we spelled out the components of a fleet safety program. First of alt, you will find that your em ployees will have pride in their contribution to the over-all safety effort and pride in their intfividujrf records. A proiesshnal driver** stock-in-trade is his ability to drric safely under all conditions. He will be proud to wear the expert driver's "patch** on his sleeve, letting the traveling public know that he is a skilled driver. The public, too, is interested in the way professiooai drivers conduct themselves on and off the field--in this ease, (he highway. Newspapers, radio and television do an ex cellent job in conveying to their reader*, listeners and viewers the safety tips which fleet drivers offer the traveling public. lust this post Labor Day weekend, we of fered to make one of our drivers available for interview to any newspaper, with the thought in mind (hat something one of our pro's might say would be instrumental in preventing an accident. Many newspapers availed themselves of this offer and the re ports of these interviews were printed in he papers. This safety aspect alone serve* the public and builds up recognition and pride in both our company and drivers. Another indication that the public recog nises and approves of the professional drtv- Motor J'r/iitSt'-rt hrctiort t.r`t coveted position as the ' tops m driving'* is the reception to an illustrated brochure which my company Publishes called "Driv ing Like A Pro." To date, we have dis tributed over two-and-i-hall million of these booklets to those requesting them. Your company image certainly profits and im proves when you have an effective fleet safetv program, and thi win add digmtv to your management team and employee?- Recogni tion oi vour efforts will be forthcoming from tht public--who are your customers-- a* well a? from all intere-te*} and safetyminded groups, including federal and state ,.tficials and regulatory bodies Effective pub lic relations will be a prim-m dividend with an effective fleet safety program. Let me give you an example M a special safety program that our company inaugu rated that results in recognition and aware ness to safety on the part of the traveling public and good public relations also "Operation Headlights On" :S a special -.fety campaign that started on our Western Division about two years ago, and because i its general acceptance as a possible ac cident preventive, the campaign was insti tuted nationwide during the daylight hours. We art convinced that the use of bus headlights during the daylight hours directs attention to our buses, thereby reducing the cessions of other motorist? and pedestrians making unexpected and accident-producing movements. Accident analyse* have indi cated that many motori.-ts drive with their minds and thoughts on huines* and other distracting matters, and the> may M time* be `looking but not seeing." Bo? headlights burning during daytime hour? *erm to alert other motorists and pedestrian* of the pres ence oi the oncoming bus, "Operation Headlights On" ha? received nationwide attention and has been followed by other organizations. Governors ot several states have recommended to their motorist? that they operate over hcavv holiday week ends with their headlights on to promote the cause of safety. The public has re sponded by writing to us, saluting our ef forts tn the very important task oi promot ing highway traffic safety. f am pleased to report that this one fleet *afet>` effort has paid dividend* for us in a ttJ per cent reduction of accidents occur* ring during the daylight hours where 'be ctrcumnanees were uch that our headhulitwouid be seen by the other driver. While this special campaign is only a part it our fleet safety program's efforts that reap dividends, the fact remains that the improvement in our safety record has con tinued year by year until today we are proud of the record in our fleet that enables us tn speak of intercity bti* travel as the safest form of travel-- and travel by Greyhound is 18 lime? safer than travel by private car Every- fleet safety program will continue to need the inspiration and the ideas o others besides those concerned tn your own company. That is why we are fortunate n having tlte services and facilities of the Mo tor Transport Section of the National Safety Council available to tho*e of a? who are desirous of improving our own programs, or who, for the first time, intend to effectu ate a fleet safety program for their com pany. I am firmly convinced that just as we must continue to promote driver training in c.-ur schools, so must we have fleet safetyprogram? tn ail companies. Urge or small, for an effective approach to a rehabilitation program among the user* of the highways. Such a rehabilitation program will be a logi cal step in eliminating the national disgrace ut our death record on our highways. f fee! that training for all professional driver* is a must, just at l fee! that our youth, who. God wilting, will continue to he the drivers on our highways over the next ?everal decades, mutt be taught the proper driving technique*. We must not, in ibis great country of ours, continue to live with a record replete with deatlt, injury and finan cial hardship brought about by a compla cency that borders on the idiotie. We would never dream of permitting a man-off-the-street or a high school science student tn fire space vehicles at Cape Ca naveral. Yet it probably would be much tat'er tor the untnuned to participate in this endeavor, since he would be working with trained personnel who have been rigidly ori ented and educated to their space fobs. But driving is a one-man job, and witlmtn proper training tragic consequences will con tinue to be a daily occurrence. 9 l9(fj Y<i/ii>nu/ Safety Congress DIVIDENDS THROUGH ON-THE**JOS-SAFETY By CARL R. SYPHER Manager, Safety Engineering Dept., Transit Casualty Co., St. Louis The three presentation* this morning ner three facet* at safety: fleet, on-the-job, off* the-job. It t* r>t mtere*t 'hat these are presenter! in order of rie-tcendinc- direct, 'ut-oi-pocket cost to management- Ami von have noticed that each of the three subject* begins with the word "dividend*," which i* defined .* the distribution of profit nr urplu*. Therefore, it appear* that the saietv engineer'* asrienment i tr. add to the funfit of the corporation through the reduction or the monetary waste caused by accident*. us go tack to my prevtau* statement that the three presentations of the morning were in "descending order of direct, out-of- pwket e.spen* to management." The key Aord in this statement it the word "direct," The indirect costs of accidents have alwayj been discussed but it ha* been difficult to convince management that certain facet* of -afety jjtouid require attention when the apparent "direct" cost appears to be small. Safety is not like the electric light which VAi can turn on and off whenever you think `ou need it. Safety it a twenty-four hour a day attitude. The safe driver is the man who not only drives safely, knowing all the problems of the road; but one who thinks of his own personal safety on the fob and away from it, a man who requires his family to be *ate, a* well. The attitude of management toward the direct cost of accidents can be illustrated at a transit company we have insured for many tears. This company had in annual public accident cost of $1,000,000 whereas die Workmen's Compensation cost was around $<90,000 annually, ft woufd appear that alt efforts should have been expended toward the public accident problem and sot that <<f die employee, f am m full agreement dal one must be objective when planning ;mi !*>* control program, by attacking the item or items that are the most costly. Howcter, u is the plan of action that Is im portant, The company dial I refer to was vomewhat successful in mincing its public accident cost but this did not really gam impetus until an employee safety program t> 4* vUvtioped. Let me illustrate just how* this was done \ comprehensive, all-inclusive program wa* developed. The nr*t and most important item in that plan nt action wa* to develop .! -atety otframzauon. First was a staff afety committee. It* roster was the vice president and operating manager as chair man, the director of persocoel a* vice-chairmixn, and all department heads at members, fn addition, our company, being the insurer hi this property, was represented by the iupervismg engineer and the branch claim* manager. This committee acted as the top management policy-making and supervisory group for operating the attire system in a vile manner. The next committee in the overall organi sation was an employee safety council. Here the director of personnel was chairman Committee members were general foremen, the union president, and departmental assist ants. Again, emr company was represented by the supervising engineer and claim* man ager. The lower ccbek of the safety or ganisation has each department with its awn safety committee. Foremen and the union stewards are members- Each month, each committee appoints an inspection team to make a physical inspection of their area. Because of the size of this company, they have several operating divisions. Also, be cause of the high direct cost of public accidents, much attention must be given to vehicle accidents. Therefore, each operating division has its own safety committee. How ever both employee and public accidents are discussed. The chairmanship of this division committee alternate* from month to month: first, the operating division superintendent is chairman and the next month, the equip ment superintendent u chairman. The disftaicher sets <> secretary. The union steward is a permanent member of the committee. Two operator* arc invited to attend the meeting each month. The hierarchy of this safety organization i* f-ueb that aJl committers report to the committee immediately above them. Matters of employee safety go through the employee safety council and arc then reported to the 10 Motor Transport Section jtaff committee which also receives matters other than employee safety. It is of interest, however, that off-lhe-job safety is handled by the employee safety council, I have related an on-the-job safety organi sation used by one large company. It is this philosophy that we use tor all of our insureds. However, the program and plan or action is designed for the general organi sation of each company, ami will vary* in accordance with stze and the corporate orionization. Nevertheless, all facets of safety .ire developed. The usual connotation of .n-the-job safety is stnctlv concern with Workmen's Compensation. The objective is really far more inclusive than tint: it i* the development of a selfish attitude among employees to develop a constant desire to be -ate at all times. However, the subject of my presentation refer* to "dividends." Let me relate a few dividend* you may receive a* a result of employee safety, which is the development i.i this selfishness among your worker*. First, if we can make an employee think "safety," then it stands lo reason that one dividend will be a safer driver. The dividend here will be less damage to our vehicles, requiring less maintenance cost and fewer public accidents. In the commercial vchtcit field, cargo toss and damage is costly, With a strong on-the-job safety program, control ni such losses will reap many dividends. All commercial organizations carry insurance protecting them, while members of the public, other than employees, are on the premises. If we keep our properties tree of accident lazards for our own employees and our own vehicles, then non-employees or other than company vehicle* entering our premise* will be more free of accident* and liability* situa tions. Of extreme importance, a dividend to be realized from an oo-the-job safety program will be darnrashtog possibility of fire. A clean place to work is a safe place. Order liness and ckanluwss go hand in hand with safety. Fire drills. fixe fighting teams, fa miliarization with v*/jot* types of fire extinguishers, and most important, what to do in case of a fire will reap dividends. Several month* ago, a plant in the Well, on which we lad part of the coverage for tire insurance and worth $1,300,000, was a total lass bemuse die cmplo>ecs did not know what to do in case of a fire. Going back several year;, the wont industrial fire in history was partly the result of not know ing what course to follow in cae of a fire. I am referring to the fact (hat if a fire starts, the first thing you do is call the fire department After that, you can try to extinguish the blaze. Precious moments are lost when one tries to fight the fire first and then has to call the lire department when it gets out of control. The two illus trations I gave you were the result of such mishandling. Another dividend as the result of an onihe-job safety program is a proper schedule '.I maintenance. In the transit business par ticularly, and m much of the commercial vehicle industry, time lost in improper ulc adherence it costly. After all, safetv is merely another term for efficiency. An effi cient employee wiU maintain proper schedule vontomwnce. k successful safety effort consists of a tripartite effort. You will not be successful with merely a Beet safety program. Neither will you be successful if your approach is -<nly on-the-job safety, although, you may he a lot ckoer to success than if it were `irictly fleet. The complete package should include nff-the-job safety, too. Effective -jiieiy can produce dividends; lack of it can result in financial tragedy. No stone can be left unturned in realizing our objective of complete safety. Not too many years ago, a driver made one mistake; he was operating a school bus which over turned after running off the roadway and dropped a considerable distance over a cliff. I believe 27 children were killed in that accident That one accident put that long standing company out of business. Someone made one mistake. That company could not afford it. Could your*? II Xalionoi Safety Congress DIVIDENDS THROUGH OFF-THE-JOB SAFETY By E, C. BLAKELEY Staff Assistant, Safety Dept.. The Dow Chemical Co., Midland, Mass. We want to point out the [-.mIiou ot the employer in off*tht-}.b vit'cty, We want vi*y to look at the <*tf-the-jb safety divi derd* as our c-mi^nv >> diem. H'Lit it the definition of i'jf-f/ie-;ijb dfety.` $, Accepted Definition--Off-the-job saiety >u4. 5<en defined as Positive Action Against Veevlems Outside oi Industry, 2 Our Definition--We like to think of *.ff-the-job safety as a new and significant trend m the promotion of safe Using away from work. Let's take another look at this title Off-The-job. !n safety, we can never le off-the-job. We like the caption "Safety Every*here--All The Time" better. Safety i* a lull time job. tt'hat does off-the-fok safety have to .fee? Olfthe-job saicfy provides all of us with a distinct and worthwhile challenge to make *aiety a guiding factor in our every day life. tVhy do ive have an off-the-job safety pro gram t Our company had three specific rea son* which directed our efforts into the field Mt off-the-job safety back in 1055. 1. We have always been interested Sn our employee's safety for his own sake, a. Our industrial safety experience indi cated that unnecessary suffering could, and should be reduced. b- We aJo knew (hat our employee is just as useless to his family and to his company "workwise," if he is in jured at home, as he is if he is injured while earning his wages. Z. Our employee accident ratio of sue to one. Le. six disabling off-the-job injuries to one disabling injury' at work, proved that people could be taught safety. X It has always been our policy to sup port the National Safety Council and The Manufacturing Chemists' Association spon sored activities. At this point, we are convinced that the off-the-job safety approach it in the must category if we are to have a complete safety program. It'lut is Ike rati. of the off-the-fob fretuen:\ rate t the industrial frequency rate4 < ijt-thr-job dt-abltng injuries have a direct relation-hip !.. tho-e occurring at work. Hetih* >! vrverat studies which had been rr-i-ie m urim^ mdu-tnes showed that ratio* ms five or seven or im to one existed. We had expcctok and rix years of recording f(tir cs.j'erience h** *. that (he trend lines of pc-th ori-ti-e-jod and rm-lhe-job accident experience is moving in the desired direction. Otf.ihr.jofa F.R. `>n-th-jU F.R. b.0,.,,X9 1 U........... 9i U.me des the employer became invoked in off-the-/oh safety* We are all aware ifiat accidents result trom the entire action of the mdrsidtaJ. not just from his activity (littcm at work. Knowing this, the em ployer's emotvemem comes naturally. Our company thinks of off-the-job safety as an extension of work--an extension course in safety, industrial employees are like chil dren in school. Unless there is homework in setf-improvcniait, we ran expect meager results in industrial safety. Haw does the off-the-iob safety program operatef In our company, the whole safety program is established and guided by out executive nfety council, a manage ment safety committee. It was only natural that the off-the-job safety program was ap proved as a function of the executive safety council. Our off-the-jeb safety committee was ap{minted by the chairman of the executive safety council, who is the general manager of our plant. The committee is comprised of membership representation from our ma jor plant groups, the union and the safety department. The safety department member, as in other industrial activities, serves as a staff representative on the committee. The untoa representative is a top level member appointed by the president of the local. He help* the committee make recommendation.* and is very helpful in atl promotional activi ties. What it the purpose of the ctwimt//cry The off-the-job safety committee's efforts 12 olotor Transport Section are aimed at teaching the employee and his family to live more safely. In 'safe living, we have the added dividends which will ultimately benefit (he industrial safety pro gram in improved employee safety attitude aml work habits. tt `hat are the methods of promotionf The safety philosophy that all accidents are raused, and that all except "Acts of God" structwe sheet with gummed back for use at home and at the cottage. a. Emergency--first aid for poisoning, h- Cottage--defensive driving, safe boat ing. safe swimming. c- Work Shop -do-it-vourself sately. d. Baby Sitter*--safety instructions lot parents and sitters. .`an be prevented has been accepted by our 3. Midland County Safety Committee-- employees, and is the basis for all saiety Organized in l94d as a community project promotion, kmpioyee activities 1. Safetvmeetings--Knowing that the emjiloyee is the key man in the n-ihe-job jaiety program, the executive safety council to promote safetv education in whooK, churches, business and service dubs. The program has been accepted as a Red Feather agency with budget submitted annually to *he fund board of managers for approval. Several events are sponsored each year, in has instructed all supervisors to set aside a {.option of each safety meeting tor oif-the* activities. 2. Topic of the month--The off-the-job cluding an annual meeting in February, a vafety promotion tent at the county fate m August, and a tall safety conference in November, waicty topic of the month is supplied as a 4 School safety program--The most posi text sheet for discussion in each department tive medium tor reaching an adult worker safety meeting. Employees are encouraged is through his children. Knowing that leach to take the sheets home ami share the in- ing safety to children will pay industrial toRiation with their families. dividends later, with the help of the school (. eeitent: Timely information on safer liv ing. Techniques of mouth to mouth breathing. Hunting Safety. administration, we have recently inaugurated a school safety program As an initial step, alt schools m Midland County. Michigan will record and report on a simple breakdown sheet all disabling injuries that involve the children or their I'arnit-child saiety inspectors teachers at school or at home Each school check sheet. will be provided a safety flag which will School Bus Safety. ffy the first month and each succeeding Safety sense in the operation of power mowers. 1. Public relations medium--Our Brine eeli, the employees take-home magazine. de votes considerable ropy of each issue to -afety. Part of this, of course, is oft'-thcjob saiety with helpful hints on home, traf fic and recreation safety and do's and don'ts tor youngster* and parents, too. month that the accumulative safety rate is below their own established par. 5. Safety Sunday--Each year our local ministerial association, cooperating with the national, state and local safety' Sunday move ment, feature safety in their worship mes sage and weekly bulletins. The clergymen "icem to get the safety message through to the senior citizen age group. Family activities Where are the added dividends in an oetrvr off-the-job safety program* Stimulates inter !. Community publicity on safety-- est in industrial safety meetings. Employee's a- KacCo--Weekly safety broadcast. Broad en time is sponsored by local Farm Bureau. b. T.V,--Local television showing of Na tional Safety Council film "Safety Everywhere--All The Time." 2. Safety sticker*--Four part nfety in- morale is strengthened by knowing that management is interested in his safety and the safety of his family. Program recog nized by employees as "safety for a pur pose," mstead of safety from fear. Em ployees are eager to be a part of a positive approach to safety that involves their loved ones. 13 Sational Safely Congress t. Medium (or reaching office workers-- CMl-the-job accident causes provide subject nutter to supplement the usual tailing down stairway, slipping on floor, finger pinch in tile, run-of-the-mill accidents. A couple oi <>Ur office groups, traffic department and medical department, have a regularly sched uled >afety meeting as part of their monthly 'tan meeting. i Keduces operating costs-- a. Time Loss-- Seduces time away from work and relieves the super visor of the responsibility of sched uling ti'rnuTVf or -hitting work Assignments. b, Light work assignment--Reduces tbe number of light work assignments" that partially-disabled employees can do successfully. 3, Increases individual efficiency-- The re duction of the usual upset of normal home tile, pain and suffering resulting from seri ous injury, increases the individual's effi ciency. Disturbed employees have a higher incidence of industrial accidents Summarizing, we again say Iliac: I. Otf-tlie-.iob safety, like all effective in dustrial programs, must he e-tahlished and guided by company management Z Olf-fhe-job safety i tins and sig nificant trend in the promotion of safe living away from work. 1. Our experience over the last sue years lias proven that an effective off-the-job safety program will ultimately benefit the industrial safety program. 4 An employee tv just i> useless to tut family and to his company "wcrkwise," if he is injured at home, at he < ti he is injured while earning his living 5 We look upon otf-the-job safety as an extension of work, an extension court* vn safety. 6, Off-ihe-j&b satety is just good butanes* both from an economic and an efficiency point of view. Finally, our company believes that "Every employee family member who progresses through life without a verwui accident is i by-product of off-the-job si*i> and the -<! product of safe living." PUTTING SELL INTO SAFETY B7 J. A. WOLFE Lieutenant, Ohio State Highway Patrol; Executive Assistant to Director, Ohio Department of Highway Safety, Columbus, Ohio My objective here today is to sell and interest you m doing even more in safety than you are doing today and doing it better than you have ever done it before. Ss, due to the fact that f am associated with the state government ami am not a -desman by prorcssion, I would like to take the position ot a government official, simitar to the government official in your community and state whose purpose here today could be defined as an attempt to recruit, mobilize and organize an active, super salts force ol citizen leaders dedicated to selling safety. As 1 indicated before, f am not a salesman, but I believe I know our product well 4-nough to conduct a u(o force recruiting interview*. Crv this interview, we will briefly review our problems ami our needs. I will attempt o j*ortray the "big picture" to too and place you and vuur organization mto t(. Vuu, as safety executives, may guide the safety destinies of junr organization but are yc>u and your agencies giving sufficient at* tention to the problem areas outside of your own little sphere of activities? Are you involving yourself in the *big picture'** Some of the items that will be reviewed here may be very baste and fundamental to vou professionals and safety-award winners. However, believe that they bear repeating because in too many instances there is a tendency to forget Or overlook these funda mentals in tHc>r importance. The deadly cm of the professional is that we frequently cake people and their reactions for granted. 14 Motor Transport Section \\e assume they know, and this is a serious mistake on our part. Sow, let's define the basic principles of selling. In reviewing sales manuals, it U evident society. Therefore, proper leadership, good character, proper attitudes and safe conduct ot our society are to a great degree inter dependent upon m>* another In reality the that broad knowledge is needed in every merchandising activity, Vou must know the 'big picture." ft is also very evident as we word "leaderships is almost sacred became with proper leadership we can move moun tains; without it, we have a tendency to ff> review our lives that life is pretty much * on one wjng or roll on one wheel, l*m sorry job of selling. Whether we succeed or fail to s*v that even with all the strides we arc i* largely a matter ot how well we motivate making today, we are still "rolling on one the human beings with whom we deal to wheel" in the held ot safety. We are not buy wh*t we have to offer. Success or failure selling our product as it should be sold or is thus essentially a matter of human rela at least all of our people are not busing it tions or the kind ot reaction to us and our the w*> they should. efforts by the public, our associates and our idininjstrators. ti the reaction is favorable, -vc are quite likely to succeed. If unfavorable, txir efforts are doomed to heavy op position and bombardment. t am certain all of you will agree with me when 1 iay we have the best highways m the world. We have the best engineers m die world. We have more traffic safely knowhow than any nation in the world. We Our product, safety, is hard to sell because have some ot the solutions m the .Action h is intangible. People do not realize how Program ot the President's Committee tot it will benefit them. It Is good only for the Traffic Safety. Because of our news media, other guy and more important, to a degree, our ciuzcns are better informed than the it `trucks of restrictions. So it's going to citizens of any other nation in the world. take super salesmanship on the part of .i Thro why aren't they buying our product ? large qualified sales force. We, the members It it because thev don't like this product f 'if this safes force, in addition to knowing It it because we are not putting enough sell :<ur product, must learn to present it in such a way that the prospect will want to buy it. We need to be aware of the tact that buying into safety? Or maybe we haven't even \ught it ourseKes? Lct'% remember, we ourselves must buy the product before we is set into motion by one of the following v.n truly veil it, desires; gain, utility, prestige or pleasure in my opinion, the greatest obstacle in the if our product gives or protects one of path of rhe safety program is the apparent these, we are in business', and our product indifference and complacency on the part of does just this. Thus, the need for knowing the majority of our citizen*. The greatest ihe "big picture*' contributing cause of accidents is improper Dr. Paul H. NTpstroro defines salesman ship as "the skill or act of presentation of c'sods so as to convert neutral or even nega tive attitudes towards them into positive attitudes. Mow, when I speak of improper attitudes 1 am not only referring to the attitudes of the drivers of the vehicles but also to the attitudes of the citizen leaders. wants or demand*." B R. Vardernian of the I'nivcrjity of Wisconsin's School of Buss- ness define* selling as "the act or ability of leading people." So, Jelling in reality it leadership. You are leaders. Your po sition* as executives in a very competitive proper attitudes of the citizen leaders in a community arc extremely important to safe ty; m many instances there is an indifferent and complacent attitude on tbe part of some of these leaders toivard the entire safety problem. They may have a passive interest industry' verifies this. Tn reality you have made a success of life, so you are super salesmen. The word "leadership" is not only an im portant ward in selling but it is also (rciTieiy important to the safe conduct of our -ociety. Proper leadership has a tendency to iiold the gooff character and attitudes which .--re so important to the sate conduct of our in ii but they are net really excited enough about it to roll up their sleeves and wade into the battle. These proper or improper attitude* of citizen leaders are decisive because they reflect on the entire commu nity. For example, the citizen leaders get the type of enforcement of traffic laws that tliev want and demand. In many* instances, what the citizen leaders think of traffic law viola- 15 JOa? Kalional Safely Congress lipm tikeiv tu be the judge's opinion et the*e violatinn*. What the citizen leaders think of driver education, to a degree, affects the value the ichnnl vuperintendent puts on this program. In other words . . . the public sm what the public wants. They get the type of enforcement, court action anti safety programs that they demand and are willing to fight for ... no more, no less. These citizen trader* are the motders of public opinion and, for this reaon, their attitudes toward thi'* problem are extremely im portant. In my opinion, a poor traffic safety picture itt a community is in reality a poor reflec tion on that community's citizen leaders, mainly because they hare the power to do something about it. On the other hand, a good traffic safety picture is a compliment to these same citizen leaders because they apparently did a good job of selling and supporting the community's safety programs. ?n, us up to you and me to sell these leaders u*i buying and selling safety. The professionals know what needs to be lone. The solutions are listed in the Action I'rogram of the President's Committee. But <hre same professionals cannot make much progress unless tHe public supports them and demands that proper action be taken. Some thing needs to be done and it needs to be done fast because the problem is reaching major proportions. Moil of von heard ( lovemor Pyle indicate at the Marl of this Congress that there is now a 9 per rent increase in traffic fatalities mrr the um period last year. He further -fated that if this trend continues, we will kill in the neighborhood of 41,000 people llii* year. If this is to be the trend, the future doesn't took good unless we do more than we are doing today, and unless we do it better than we are doing it today. We must not only sell the product but we must create a desire for it. We must penetrate that indifference, that complacency. At to the cause* and solutions of acci dent*--there is no one cause of accidents, fnnseoucntly, there can he no one solution, it wilt lake a balanced program of activities rovering all phases of the problem: engi neering, education, enforcement, Segikiation, public support and the many other element*. In other words, the solution lies in the appli cation ot every phase of the President's Traffic Safety Committee Action Program This means that to seil safety effectively, f not only know the "big picture," but we must place ourselves in it. The safety problem is important to every one because tt touches every phase and facet <>i our lives, it's the greatest social and economic problem of our time and we will have to change our social standards if we are to make greater progress tn this area. We will have to make it just as objection able to violate and brag about violating our traffic taws as it is to violate and brag about violating other criminal statutes- At the present time it is easy to see that we are operating under two different sets <*i social standards--one *et of standards tor our social functions and a different set when we are in control of any type of mechanical conveyance, be it a bicycle, an automobile, or a shopping center cart. Have any of you ever watched the hoj*. pent m a crowded shopping center as they operate their grocers- carts?' If not. please do so at tlie first opportunity that presents itself. You have a treat w store for vou. Notice the maneuvering as they jockev ior position, the determined look on their face* sk they push the cam down the aisle. The* look a* if they arc just daring you to get into their road. This double standard i- further proved by the fact that many of our friends, who would never brag about stealing a dollar for fear of being branded a criminal, do not hesitate to talk or boa*s About the speed of their automobile, their traffic violations or various other question able traffic incidents in which they have he*n involved. Apparently this, too. U sociallv acceptable. How many of you have heard a prominent citizen at a country dub on Saturday or Sunday morning make a remark that sounds something like thii r "Boy, did f have a good time last night. I really gut loaded. I don't recall how I drove home." What was the crowd's reaction to these statement*? Didn't most of the crowd react with a hearty laugh? Why should this be sot Apparently because this is socially acceptable An in ebriated person can stagger out of his home into his car on a Sunday afternoon and the neighbor* react by ushering their children off the street into the confines of their home o that he does not run over them. Very- few people, if any, bother to call the police. If* Motor Transport Vi/ki Now, lei's reverse the situation. The same j<erson walks out into the street perfectly -cber, lifts his arm and fires a shot into the w from a .42 caliber revolver. This time the reaction tv dtffereit Everyone in the neighborhood is up in arm*. The police yli'iiies are jammed with complaints from iraie citizens. Why this variation in reaction m tiic two different incidents ? The drunk m .'inirol of a three to tour-thousand pound teei projectile apparently doew't warrant a* much criticism in our society as the person tutii the gun which only projects a small rad pellet. Still, the incompetent driver oi i he tlirec tci four-thousand pound stud prvx techie can kill many people without even trying. The man with the gun must atm it am! squeeze the trigger if he hopes to hit a single target. book says, "Thou shall not kill,-* "Thou shah not steal," "Do unto others as you would have then do unto vou." But we kill in traffic accidents alone, approximately Wl,000 people annually. We think nothing ol tcahng a space on the highway which right fully belongs to someone else, often running that person off the read. And do we always m traffic safety do unto others as we would have them do unto us? Tlie solution to ail of this? It** contained in ihe elements of the President's Traffic Safety Committee Action Program. This is our guide, our sales manual. Are we using it effectively? If not, why not? Isn't it worth the effort? I think you will agree it's worth i great deal uf effort. But how about those . who stall are nth fully sold, are not buying What causes a parent auiumpomeii Uv his .hiMren to exceed speed laws and go '(trough stop signs trying to get them home > dinner on time and then at the dinner *bt reprimand these same children for bad able manners. Certainly we do not condone ad manners at the dinner table. But did you our product? This is where you prolesvfcmals. vou leaders, fit in. We have a job of selling to do and we need you on our team. To be effective on tins team you need to know the plays, the opposition's strengths and weaknesses You need to know and be come a part of tlie big scene. .iff hear of anyone being kilted or seriously f know that there Isn't one i,t us who is mured because nt improper enqueue during an expert in all of these held* that t men htuwr; Whereas bad manners on the high- tioned. one who can do all thing* in an i.,y are extremely dangerous- However, we teach oi etiquette is apparently accepted in expert fashion, but each one of u* can do something. Maybe only one thing. It's this air society and the other lr** dangerous rte iv objectionable. J>o you see it if a social , rohbsn and w* must somehow re-evaluate ur social attitudes and operate under one combination of "one things" that make* tor success, for a winning team, for this reason we need to work together n* a team in a coordinated fashion. Each and every indi e: ot acceptable social standards. vidual and organization needs to work with The problem is also an economic one oihers who have allied interests. We need clause of the tremendous cost of accidents. We are throwing billions oi dollars down the drain each year and getting nothing in to associate ourselves with safety activities iamide our own little sphere ot interests. We need to take part in official and com return for our money. We are not even munity activities, keeping m mmd that what V-arning frobj our experience. The problem .tls) touches other phases and facets of uiir liTr. it is a physical problem because m the pinion of the experts the physical condition we do to assist others tn combating this problem wilt eventually come back to us and uur organization with interest. It will moke vwr job easier in the future. **t the driver and the mechanical condition i the car contribute to the accident Now how about the physical condition of the driver and the occupants of the car after the accident? L'tTt it also an emotional problem? Doesn't the emotional condition of the driver '{attribute to the accident? Then how about bis mental condition, mental anguish, after he accident? U> also need to sell others cm (lie need for assisting in this sales job. We must actively involve them in remembering that to interest people yon mnft Involve them. To consummate this sale we must first find out what's m if for them, how thev will benefit from this participation. The public must be informed of these benefits. Once we have Doesn't the problem also touch the morel or religious phase of our lives? The good them told on the idea, then we muit assist them and give them credit, keeping In mind that much can be accomplished if you don't 17 fVo_` .\altotuji safety Lottgres* >.ift who ei the credu. in thu maimer He can harness the efforts ot experts ut all tii-ids--education, religion, rural, urban, awe, tmtemal. business, industry, women, youth-- inti every other segment of our society m tins drive for safely. Actually, what I am ,y uiK is let's work a> a team. Let's recruit the best players; let's block for the runners, not caring who makes the touchdowns as hm# as they are made, and remembering that every member rt the team gels the credit and plaudits (or winning the game. The ca*e is not hoj>ele*, Our product can i*e. and has been, sold. The opposition is l.i.ing ground. 2Cut fast enough, to b# cer tain. but still losing. In Ohio, for example, we killed 2,389 persons in 1936 with 1,929,226 t.irs on our highways for a death rate of -2 2 per million miles of travel. In 1961, with 4,430,000 registered vehicles in Ohio, we killed 1,674 persons for a death rate of tut 222 but 4.4. This is progress; we are warning tiie game. We rei'iue to believe this is luck. We feel it i* cauzed by the combined cumulative rtturt* ot ail Ohio officials, organisations ;>nd citizen leaders, who not only bought the pndtxrt but sold it to others. This proves that safety can be `old- We have many ;,,(.} tujier salesmen. There it no real heavy rc-t'tance from the public. We have many ilnny* working in our favor. But to do an wen better job of selling we need to en large our sales force, improve our selling tcdimnues and actively involve ourselves in the 'big picture," What more can you do than you are ilrcady doing? Help us change the social M.uitlVrd* that apply to safety. Arouse public ..jHMion it will demand safety on our hurhway*. Support programs of responsible 'fiictaR .**11 thn*e officials who have lackaLi-ical attitudes on the need t'nr more action m thtc area i.( activity. Sie-p lino rcspomihilnv Th.*e iw*t Messed with vour leader* dnp quahtie* are dcpaulmjr mi you Don't Svt them down. They tell me that Huger lluriidiy, one of t>.i-ehalT* immortal*. mice said tlwt the difference between a -300 hitter and a -200 hitter is that one steps into pitch, the other pull* away from a pitelwd ball. Let's all be .100 batters in this important game of life ;tnd death. Let's all be big leaguers, not bush teitpjer*. Let*?, set an example by our .<atun*. Don't just be the lip service type ot leader. Emerson once said, "What vnu are speak* so loudly 1 cannot hear wlrat you have to sty." Take a good look at your saleiy image. How do youf actions speak: Let's put ourselves into the "big picture": we will profit bv >t in the future. l-ct's make up our minds to work with allied interests and involve others. Go back home and inventory your past activities m die field of safety. On one sheet, put down what >ou have done in the past; uti the other, what you could have done but did not do. Then start working on the sheet tltat fills up the quickest. Don't be dismaved by the obstacles placed in your path or the lack of spectacular progress. Ruv the m tr ail program and jW/, tell, tell, alwajs re membering that we wilt only have *atet> when we find the guts to fight ior it, Ixinte will resist your sales attempt.* h* telling you it's not too great a problem, it* not as venous as some would I taw >uti believe. Arc you willing to buy this? J am not, and I wilt tell you why. Have y<.u ever .ecu a truck driver trapped ta the cab or his truck, burning to death, screaming i"r help and begging to use your gun he could shoot himself, put himself out ui hi* misery? I have. You know the law won t l>ermit you to give him your gun. Flame* won't permit you to assist him. Kthic* won't permit you to get the heck out of there so you don't have to listen to the screams of pauj and smell tlte odor of burning flesh. If you were that driver or his family, would you say this is not a problem? I think nor. Have you ever had to break the new* to a father that hts son was killed to a traffic accident? I have. You know, ladies and gentlemen, with all of the capable intelligent people we have in this grot! nation of ours, we do not have t*>c person who is intelligent enough to develop * good formula fur per forming this act, this "braking the news." Since there is no such formula, l -cm t*this man's place of business and sav. ' I am -urry but your son was killed m a traffic accident about an liour ago." How hollow tliis sounds. The man stares at me m di-- belief. When he finally realize* what I have uid. he comes up from hts seat like a diet. He calls me a dirty name, a dirty har. Then he looks at my face and realties 1 air, n King. He begins crying, softly at first, and 18 /r.uj.p.ri then screaming at the top of his voice. "Why did this happen to my son?" "Who had any thing against him?" "What will I do in the future without him?" You know what Imp- to me? I turn away to wipe the tear*, nnt because J am ashamed of it, only because I am an officer and 1 must be in control of the situation. Can a situation like 'hts he controlled? How can it be controlled? You tell me. Would ycu be able to convince die distraught lather lhat this is not a problem.* If you were in his position, would *u Jitiv this? I think not. Incidents such a* the** happen maiiv unit* each day on our nation's highwavs and m our nation's homes. This is tile problem. Our product i deMcncd to reduce (hi* problemWill you buy quantities of this product anil d! it to others1 ! Mine die problem t< lug and will get bigger. But i alo know die problem can be solved, and with citizen lenders like you on our side selling safety, it will be solved This. 1 do believe* Diank vott lor nil vnu hitve done in the |.,i.*t, tor what you are lining today, and for what i know ton win (jn m tlie future COMMERCIAL VEHICLE SECTION BASIC INVESTMENTS TODAY FOR IMPROVED DIVIDENDS TOMORROW (a) INSURANCE DIVIDENDS FROM PROPER PROGRAMMING By JAMES NELSON Special Risks Division, Michigan Mutual Liability insurance Co., Detroit. Mich. Fui moment me talk almt my fa vorite `iii>)ect--mont> * j"i, insurance enm- p.inv receives your nn>tw> m thr form of premiums. They then act a vour agent in -{ending that money. You entrust them with this responsibility because they have tin* -pectaUsts who are properly equipped tr> i*ct you ihe most for your premium dollar it is difficult to measure (lie effectivenes' oi any accident prevention effort by teporr mg that we had saved one life, two broken ankles, three fractured toes, a busted finger ami six first mid cases in a given period under observation, particularly if we should be asked by our superiors whose life was sated, or who had avoided the broken an* kle. Our report would tea** to be practi cal and would appear rxncwhat vague and nebulous. The humanitarian tide of safety is not lieing overlooked in the sessions that fob low, nor are we becoming sordid or triericii.iry when using dollars and cents as a wirdstick in measuring progress in fleet a* ciilrnt prevention. The humane aspects of vour efforts will naturally follow in the A"ake of sour achievements tliat favorably cffect the profit and loss statement. The prime factor in the determination of the rates you pay for your insurance is ;,our accident loss experience. This, of course, means that the overall efficiency of vour operations plays a scry important part. ! would not want you to get the im pression that I am here to talk on the pre vention of accidents from the viewpoint of an expert on the operations of a commer cial vehicle fleet, but, rather, from the view point of one who has a sincere belief in the effectiveness of regular safety programs .vi a !?** n( controlling ac-vie-w and in'Jiraiire rows, Tlio-e of u in the field nf iicci.lem pre.tntv.n have a tremetxknt* jrh tr tin in get ting everyone w|x> operate* 3 ni,-u>r vein!* t* lifetime safety-con-cious. (,'nfomifiately, everyone does not t.iLc the ..inie jwirit of view of this accident pre- venttnn business and iherem lies a problem. Ttie point of view is very important. 1 can think of no better time than now to correct a mistaken belief some people have concerning accidents, tt is their !* lief that motor vehicles kill people--motor 1 chicles do not kill people--drivers dr It is the human element (hat the tough nut to crack--we will only have better control of accident frequency when we have belter control of human failure. It is the ffrhvr of the vehicle who is (he hazard!. Can you think of a better reason fur ed ucation of the driver through adoption of a regular accident prevention program. 1 would not want this to tw con-trued as a slap at the commercial vehicle driver. As a matter of fact, the commercial irluclr drivers as a group have the best accident prevention record in (lie country. So, let me put i( (his way--as long as there is a record, lei us continue 10 trire to improve it. The enthusiastic group response and re liction to your general program is the allimportant factor, be they measured by any criterion. You no doubt had long since made this observation. For example, a row of twelve gold stars alongside his name may be sufficient to motivate one driver toward a no-accident year. Another may respond CommercuU Vekistt Section to the challenge of competition in a con test--rodeo participation, for instance. Still Another may be best motivated by wav of his family, for example, a merchandise in centive program. In any event, if and w*hea our programs will fill the requirements, in cluding pride, recognition and security, it j, fast becoming the all-inclusive, complete effort in accident prevention. as you are and is ready to lend every a*sistance for the control of those costs. You must have insurance if you wish to operate and while insurance costs are high, they are only a part oi the real cost oi an accident--this mean* only one thing--11 we are to bring about saviors in the opera tion ot your \chicles, we must rut the curt rtf insurance by reducing accidents. This { have a deep-rooted interest in motor can best be acrompli-lied through the de transportation--it has held a fascination for velopment, adoption, and application of good, me for almost forty years, f have watched the evolution of motor transportation vehi cles from the days of solid tires, two-wheel mechanical brakes--that is, when the vehicle ivua empty and no brakes at all when loaded--if was back in those days when the cost of an automobile was more than the cost to park it--I am sure there are lomc ot you tn this group who remember Mir dais of which I speak. sound accident prevention principles. For a moment. Set's take a look at a typical commercial fleet As I see it, the licet consists of two very important parts-- there art others, of course, but the two t have tn mind arc o|raitons and mainte nance. Often the ciattn is made that one is more important th;m the other. A a matter of fact, no two parts arc mure equally important liking back to that time, 1 remember my first article on motor transportation, f predicted that the day would come when motor transportation would cut deeply into ihe revenues of established forms of trans portation. There were tho who laughed out loud, but 1 think you .kill agree that lay did arrive. A transportation company can be likened to a human body depending tor its support upon two crutches, ont- representing the op erating department ami the other die main tenance department. If either crutch fails to give the proper support, the other has oo much weight to support and the body-- *ir in this ease, the tmmportacion company, f'rom an anemic infant, the trucking in suffers as a result. dustry has grown to something like 12 mil Conceding that you aI,1 to get these two lion vehicle*. This gives you an idea of the department* to cooperate to the point of the place this industry occupies in our national sksired efficiency, twv much further do mm economy It took hard work to gain this go tn your efforts to ntrol your accident position-- it will take harder work to main costs ? tain it. Remember tltat figure, 12 million - chicles, then arid several hundred thousand buses, and 00 million automobiles, and be fore you lose track of those figures, try to remember how far behind the national road building program is and by this time you should have lull realization oi the problem confronting us in the fight to conserve hu man life and property. By this time you are probably taring to > ourself, just how old it this guy. Well, i'll give you a him. I have written three hook*--"Kow to be Naughty at Forty", "How to be Nifty at Fifty" and "How to be Sexy at Sixty". A fourth book is about 10 go to press. It is entitled "How to burwve at Sixty-Five". Do you take adxamagc of the safety en gineering services offered by your insurance company and the National Safety Council as well as the many agencies dedicated to the safe operation of motor vehicles? Are you in complete cooperation with your in surance safety representative? One of the tamest excuses we hive aver heard is ``We cannot afford a safety pro gram." What a fallacy this U--safety is not an expenditure, it is an investment and the records will show pood dividend returns. Any appeal made by lit* insurance indus try for your help in preventing accidents is not motivated by selfish interests but by a sincere belief that between us we can do something about the needless loss of human Gentlemen, let we assure vou w-w th* tn- life and destruction of property. mratice industry is at much concerned al*.ut Me rising costs oi accident* ard inMirancr It has been said we are the smartest peo ple in the world; when the cost of accident* IVO* Xau^nat Safely Canprrtx niM` mt" five billions ot dollars, then I he* gut o wonder ju*t how smart we realty are. Need l piace any more emphasis on the need to Mt down with >ur insurance eompativ engineer or any other interested party and drvpn a safety program broad enough lend e*erv possible assistance to the drivr* to ht* efforts to present accidents. It , ee-l ih>i be a program overleaded with ,nn gimmick*. AH that is required Is a j'**rr*m coroutine oi good. sound accident principle* applied on a regular !< \ ;mft-time job will never do. \;art from the humanitarian side ot this v s. the ewnrol accident costs, ran be. . cfi. the difference between black and M mk , *" ne ume ago. I read an article in the 'A all Street Iramat about a group of op erators who were deeply concerned about the ruing costs ot insurance--they placed tffc e*ue *fi the proper place--too many ac cident* it wa< the thinking of this group that vi olation* oi traffic regulations were the prin cipal contributing factor in the cost ot in surance reaching an almost prohibitive fig ure. Determined to do something about the matter, this group of operators engaged the service* of a detective agency. The uni formed detectives were to patrol the high- wa*n And report all violations of company ami --ar-ty regulations. This, of Cour**, *, nothing new. Thin lypc of service m different forms ha* been employed for years. Its effectiveness is de batable a* compared to programs of educa tion and inducement. There is no harm, however, if >t is used as an integral part of a formal safety program. Police service alone will never solve the problem. \t ihis point vrmr question could ber "What can the insurance industry engineer ing service do for me?" Well, first of all, let me assure you that the insurance indus try has not yet come up with a eure-aU plan ini- (he prevention at accidents. We do, however, sincerely believe that the coordin ation of our safciy engineering services with liioe ot your own can go far in reducing accident frequency to a reasonable minimum. Remember, * reduction in accident frequency i* the first step in the control ot accident seventy. I do not think there is any need to em phasise the need for adequate hiring and training procedures. This is where accident prevention begins and where many programs get off to a bad start Assuming that you have taken care of this very important mat ter, 1 will try to explain as brictl* a* pos sible some of the services placed at your disposal by the insurance industry. A very important step i. that of convinc ing the driver of his ability to prevent ac cidents. This is a psychological approach, and human nature being what it is, the majority of the drivers will try hard to reach that level. Statisticians trU us that about 14 per cent of all commercial vehicle drivers are in volved in something like i3 per cent of all the accidents. This then is the group upon whom we must concentrate if we are to im prove the record. .Accident Review Board procedure affords the opportunity. It is a ceramitie* representing management, the drivers and if desired, an engineer from the insurance company. Its only function is the determination of cause and measures ot preventing a repetition. It is in no sense of the word disciplinary in nature. Then there are incentive programs that ran be conducted in cooperation with the in surance companies. Contests can be organ ized on a company basis, inter-divisional or inter-terminal basis. Such contest* permit group participation, for which insurance companies and the ftationaf Safety Council award trophies and certificates to the win ners. Also, the programs recognize individ ual achievement. Tour program should include establish ment and maintenance of adequate accident records. Only from such records can you learn the actual cost ot an accident Your imurance carrier can be of assist ance in providing the necessary form* and lass figures for your records. Do not be satisfied with the cost to the insurance com pany, include the indirect costs involved and you will come up with (he real cost of the sectdent. With the proper records, you will be able In tell whether or not your accident pre vention activities arc effective. Some of the operators with whom 1 am acquainted have records that are a treat to behold. Devel oping trend* ran he detected and remedial action taken immediately. Cowmtreuit f*Wm7' .Sc. turn W e. of the engineering departments in the intwrawe industry, have a* one of our re`jvmsibtliues the making of prospective sur- accidents and insurance where thev belong. This knowledge permits prompt remedial ac tion. iev* for determining the desirability of a n*-k. Let me assure vou that we run into *(t kinds of Mutations m trying to develop tne proper data for the proper evaluation -s the risk. Records as comprehensive a* those I have briefly described make any trucking risk in curable at the lowest possible rates. Why? Because such records bespeak lop efficiency in operation, We rome in contact with those hopeless -imauon* where the prospect does nothing ,.t all for the cc-mroi of his accident and -t-urancr cent*. This is the type that blames i-crtihmg on had luck and cycles. This is M;e npe that tat* high premiums and thinkf:e only remedy is to change insurance ear ner- and hope tor a lower rate. Thi* * the ?vpe that doe* not haw the slightest idea 1,`nder Workmen"* Compensation cover age, the sans* basic principles or recording ran be followed. Frequency and seventy rues can be determined as can the cost of medical cases and Jo*t-time wiunes, I* thi* important? Several fleets have indicated the cost* of their occupational injuries surpass that of thrtr public liability and property damage accidents f to the cost of hi* accidents. This is the 5> pc that, when urvryed. falls into the category known a* hopeUis. 0ty through tlie maintenance nt adequate records can you team in which direction you are headed aecident-e*t-mi*c. L nless I have rortunatelv. r rannot classify this type been badly misinformed .operators in the > typical of the industry. trucking industry' are deeply concerned with On the other hand, there is the other e*- costs. imtie--the one that goes all out in an cf- The records will show that where a good inrt to determine cost--cause and remedy. safety program is employed and religiously Thi is the type tliat we engineers love to observed, the I** prevention experience is vail upon. When the find contact is made good and low* insurance rates are enjoyed with this type, it takes a minimum of time --something every operator strives for. We to arrive at the decision--`Desirable. offer nothing beyond die basics of acci S'ut too many year* ago, I had the dis tinct pleasure of getting the assignment to make a prospective survey of a well-known operation in your industry. It was a shame nr tne to take the money, for the reputa tion of the operator as one of the most dent prevention. It i* when we overlook the basics that we get into trouble. Most operator* are large enough to qualify for experience rating, which simply means an operator can control his own rates on the bams of his accident record. ,ieiv-conscious in the business was com"!n knowledge. Before l had talked ten minutes with the safety director of the prospect, my mind was mad# up--here was a piece of business my company should have. Why? Because t addition to all of the accepted basics of .v safety program, here was a man with records so complete, they told the emir# The benefit* derived from the safe oper ation of a motor vehicle fleet are mutually beneficial to the operator and the insurance company. It, therefore, behoove* both par- tie* to work in concert to reduce accident <<wu to a reasonable minimum \cept ail ot the engineering services Available to you. together with your insurance earner ami re>iuest an accident -rorv oi each and every traffic accident, i rom the moment it wav reported until it Steam* a rioted At*. Her* was a recard H> prevention program t. nt vnur nerd*--then make good o*e of >t, OiVMiafci* from pr*#wv >fieounin e*n minute in detail, it showed the dollar and never accrue if \i> A* nrt aeod yowrarif vent* cast, the miles operated, the gross rev oi a hat your mturanre ram## ami ocher*. enue, insurance and safety ratio and the if th National Safety T.emctf, hat# iciuat cost on a mileage basts. offer. The rerc.ru. were raenpifed oc a driver, terminal and fleet basts, thereby enabling tire company ro properly place the cm. of In dosing. I would Uk* *. %*** row with this thought; "Safety i a warm, Nueue 'hag whtdt 196? Xalionol Safely C ongrtu camiot be ordered by the .mrchasmg agent or run through like a production order. It is rather, a fundamental attitude of mind, a philosophy of good management which deliberately plans the physical welfare ot human beings first." Remember, "Safely is insurance you can afford". (b) DIVIDENDS FROM IMPROVED SELECTION TECHNIQUES By G. D, SONTHEIMER Director, Department of Safety, American Trucking Assn*., lac., Washington, D. C. T hree to four decades ago the supervision of drivers m the trucking industry was a minor detail in the operation of a fleet. Trucks were used almost exclusively for the transportation of goods and materials within the boundaries of cities and towns and their surrounding commercial areas. Drivers reported in and out of ilieir termi nals daily and in many ca* several times during each day. The verv nature of the industry' in its infancy wav such that fre<tuent contact was maintained between the fleet operator and his driver*, and the prob lem of supervision of the drivers was simple both in import and solution. xVt this stage too, the fleet owner was generally not only in dose contact with his men but also maintained a close personal relationship with them. He was interested in the men and their families--how they were faring, what they were doing--and the drivers were interested in him and his busi ness. Each had a personal interest ui the other and in the business of trucking. Each knew that the business the Ann received depended upon this personal interest and each had a stake in seeing that the firm prospered. One wanted to perform a needed ter vice and realize a profit from his invest ment; the other needed a prospering firm to assure him of steady employment. In the beginning the deep personal interest of the ..wner and the employees in me success of the business was almost the sole supervision. As the trucking industry was bom, and even as it grew through its adolescent pe riod. there was comparatively Jinle auto mobile and truck traffic Trucks first ap peared on the streets and highways in 1904 when 700 were registered. Within the fol lowing ten years the number grew to 99,000, by 1920 to 1,107,639. As the nation worked its way out of the mud and modern h:gi * ways came into existence, the intercity trucking industry became the transportation agency that was to change the merehandi-trp habits of the nation. At the &me time the automobile registration was growing rr.nstantly and by 1920 had reached over million. With fewer than 10 million vehicle* m the streets and highways, there was little conflict in traffic. As a result there war little need of road supervision of truck drivers as we know it today. With the ad vent of the modem highway and the pneu matic tire the trucking industry really began to grow. Intercity highway tfanvponaticn grew by leaps and bounds. As the fleets grew in numbers of vehicles and drivers, the close personal contact between the fleet owner and his drivers became almost neev-vistent. Drivers today no longer report daily to the man who owns the fleet. In many case* the driver and the owner are. for all prac tical purposes, strangers to each other; the close personal interest, that was once the earmark of the trucking industry, no longer exists in the large fleet. There are some exceptions, but in general the owner ends his time taken up almost entirely by the problems of regulation and taxation and feels that he does not have the time to devote to personal interest in his busin*** family. While this is a regrettable turn of events it appears to be part of the price of progress. Since this was o; supervision methods had to be found to replace that which was lost. Today, with 12VS million trucks and 7(` Million, passenger cars crowded into essen tially the same street and highway space a* was spacious in 1935 when approximately U i'mntercuii t ,*>i million vehicles u-ed it, the problem of electing and supervising the truck driver in the large fleet i,as become pressing. Safe md sane handling of the truck is neary for efficient and profitable fleet operation. It has a direct bearing on the customer relations problem for every shipper wants rapid and *aic delivery of his goods and .- does his customer. a limited are.t with rpecwiued equipment, it also needs a different lype ot supervision and a different kind of supervisor. Even more involved, is the problem ot the fleet that operates m differwit sections at the country where there appear to be marked differences m the riuracteristics of the drivers who live within the sections. There it directly effects the public relations prob lem, Every accident, everv unsate or dis- v.urteous driver action, every unnecessary delay (and ri> seemingly necessary ones) -itfect the pul-lic Attitude inwards the Truck ing industry. This, in turn aggravates the fleet owner'* regulatory and taxation prob lems, Supervision also has a major impact on ihe fleet Ut*.r relations. They may be 5<aa4 or had in accord with eood nr bai .ire, however, certain basic supervision meth od* and basic qualifications for drivers, ap plicable to ; aefi alt types of fleet opera tion. Before discussing these, let's take a lock at a basic fact: in any coropetively run enterprise, die success or failure of the business is determined lv the capabilities it the employees, as often as it is by the need of the public tor the product or. ut iur case the service. supervision rr.etii'4i or supervisor*. Tliis is especially true in the trucking Die truck fleet operator ha* too much at industry where the operating r?io is con stake today not to give deep thought to the selection and supervisory methods in his fleet and to the caliber of the men who act sistently high and where operating level employees, working with valuable equipment under a minimum ot supervision, form the art the capacity of supervisors. He cannot first line of contact with the customer and svoid the fact that acts of the supervisors the public. The truck operator whose em are his acts--company act*. To every driver ployees create poor public relations has ex fhe supervisor represents the owner, and the cessive costs ot depreciation, insurance, .ery temperament of the supervisor it auto matically ascribed to the owner. Poor super vision seriously affects the company morale, workmen's compensation and, in general, cannot provide good service and cannot op erate efficiently; he soon finds his operating at high driver morale make* for profitable costs too high to remain in business. fleet operation, low driver morale inevitably results in high operation costs through aect4eats And costly maintenance to *av nothing >f the labor difficulties which qmcklv follow. By following simple standard* the com pany can establish an operating force capa ble of doing a good job and anxious to do the job well. Such employee* can save The rcaponstbtiitv of the flee* operator is not only to himself, but al*o to hi* drivers. The driver mu*t look to the top for leader ship. If he does not find it there, he will find it elsewhere to the possible detriment money for the company by dome a better than average job of no-accident driving, through better ore ot equipment, through reduced tune-lost injuries and resulting workmen's compensation costs. They are or the employer. It follows then, that the also able to find and correct mistakes which responsibility for supervision of the driver could result in penalty to the company. may not be shifted to an cut*tde agency by Properly selected and well trained drivers ihe fleet owner without * resultant loss in Anver morale. There arc endued* t: *uperristoR which are a special asset to the company in mak ing friends (ot the industry and in building good relation* with customer* and enforce arc being applied `yore-riaHy in the trurk- ment authorities. The hiring and training ipg industry. However, fleets vary so widely of good men results to lower freight claim* in type and scc-t* i eperaoen, that each costs and in better relations between the em has supervision pruMtss peculiar to itself. ployee and management. Each fleet must have it* xeiemoo. training ind supervision method tailored to fit As the fleet which operate* over a wide area of the country need* a different kind at "Minimum Standard* for tbe Selection and Training of PenoaneT' was compiled laider the guidance of the Trucking Industry In driver from the fleet which operates within surance Advisory Committee, established by the American Trucking Association, Int, I9&2 XaUc*U>l -S ajrty Ce*grctt !u cek and recommend ways and mean; ft providing motor carriers with adequate and economical insurance coverage. These stand ard* represent a basic program which should be present in every operation, regardless or size They form a solid foundation tn which new techniques can be added and upon which an ever expanding program o*' selection and training ean be built. sfler some 27 year* of work with com mercial fleet* and driver*, it is obvious to me that most fleets hire their problem* by failure to use a proven selection procedure. This pertains to many of the job* under both operations and maintenance and U un doubtedly the result of not analyzing each job to determine the necessary qualification*. \ fleet can lave the most detailed selec tion program possible and still hire men ho don't fit the job or the organisation, simply because the employer doe* not know exactly what kind of employee he's looking for, It** easy to envision employing man who does an almost tauhles* job >f driving but who irritate* the shippers, the customer* or both, or who t* on sickleave when be` needed most; in general, one who creates any number of problem* outside the driving field This man i the result of a iaulty selection program that chose a food driver, but noth ing else. Management faded to determine all the necessary driver qualifications de manded by it* particular kind of service. Regardless of the type of fleet or the kind of service performed, the first need is an analysis of the driving job. The qualification* of tiie individual who is lo fill the job and i`XnpUsh hi* duties in a satisfactory manner must be determined. This mean* that (he selection procedure is not an arbitrary set nt thing* to do. It >s a method of de termining that you will get the kind of em ployee >ou want m your organization, owe who can be trained to do the job the way iou want it done, ft is a search for the right emptoyee through the process of elimi nation of less desirable applicants. The basic Selection procedure i* the same for all fleets, large or small, because the em ployer wants the best employees he can find Proper selection is the foundation on which tiie training and supervision area* are built Failure at the selection level results in failure of the entire program; success, in >.ife> Miece all rhe wav. The inerlianir* of ft selection program are not difficult. In a workable driver selection program. (he written application is of major miportanec. Only bv obtaining the written application and following up the applicant * employment record, driving record, credit record and personal life, can any insight be named ot hi* true character. Determimmr undesirability at this point in the selection procedure is far le*x easily m time and money* than later after employment ha* actually taken place. The applicant snould be given a well lighted and convenient place in which to make out the application and it *hould he made >ut in his own hand writing. A legible handwriting i<t an at tribute of the good driver, necessary i'-t making out reports required by he `ar tier and by governmental agencies. The planned interview i designed to a-- sure the employer that the applicant ha* the qualities and characteristics desired. The planned interview is exactly what the name implies. It ti mapped out so that the que*tions will be asked and answered to <le* vclop information on ail points; it is planned ahead of time to injure that the entire field v-i information is covered and nothing left to chaw*. Answers to earh question should be noted in writing. The interviewer should not rely on hi memory alone to make a decrikrR on the applicant. The interviewer should study the :*s-| *cation form and other available interns*tion and make notes ot tho*e details about which he wishes to make the most inquire Such study also permits the interviewer to exhibit a good working knowledge or the applicant's past record and shows a verv personal interest in the nutter. The ftp- pheant appearing for cite mterviewr should be seated comfortably and put at his ra*c. This u best accomplished by writing leading question* of interest to him. Question* requiring long answers to start a conversation are best suited to the purpose. Conversation what he likes best about driving a truck reveal* the applicant's interest in the job and affords an opportunity to form an opinion of him. Throughout the interview theajipiicum should be observed in order to determine hi* general attitude--whether he is amenable to discipline, attentive, courteous. He should j [ j i ! : -: I j ff R 9' 9 If | | B | | | | ;| I J| 11 j [ i j i I: ft H ft ft ffi ffi ft in Cviiimerna/ Vehxsl* also be observed as to hts personal appeariwt, {ntaine&i, cltanhrstss), character and general intelligence ut answering questions. With this background and preliminary work accomplished. the interviewer should then proceed to bring out details on the follow ing points: t. Previous experience. < a) Which of your driving jobs did you Hke best, and why? (b) Do you like driving a truck for a living and how did >uu happen to choose triii* means of livelihood? Answers to questions of this type give an employes aw insight into the applicant's ambition and interests 2, Educational background and general knowledge. <a) What subjects did you tike best in <4:hool work? Why? fb) Wh) did you leave school ? i c) Have you had any special school work -nice that time, such as first aid courses, safe driving courses or any of the courses given lor emergency duty during the war or in the armed service? The answers to these and similar ques tion* will give as idea ot whether the ap plicant had, and still has, a desire to better himself educationally and generally, j. Knowledge of driving. fcl What lire some -atety rulca that should be the practice ot all drivers? Answers to the above questions indicate what knowledge the applicant has obtained from previous training, and whether he tv imtmted enough in the job of driving to have devoted time and thought lo the ruleMid regulations governing the use of vehicle* on the streets and highways. S Specific knowledge of types and makes ot equipment u*ed h* the employing com pany. (a) Do you have any preference ui types ot equipment? Why? <b) Have you liad experience with the make and type of equipment we use? If so,. how much, and where? The answers to these questions apply spe cifically to the operation oi the employer; they help u> determine whether the ap plicant is prejudiced against equipment with which he is not familiar, what experience he Has had with certain types of equipment, and what experience he his had with certain terrains and traffic conditions. 6. Knowledge of termers* served by the employing compant. (*) Da you know wim points we serve1 N'atne some oi them. (b> What are sente ot the road and traf fic hazards along route ------? (a) What are some driving practices you have developed that you consider contribute to the cause of safety? lb) What do you think are yuur rights as a driver on the street and highway? What *bout the right* of others? (c) Do you believe that as tong as you comply with the traffic laws you will always be right, no matter whether you are in volved in an accident or not? The answers to question* such as these help the interviewer to determine the ap plicant's atitude as a driver--whether be has learned anything from experience, or what ever schooling he has had in safe driving, 4. Knowledge oi safety rules and regula tions, fa) Have you studied the fCC safety regulations? (hi Do -you know what the meter vehicle laws of this state pertaining to timing are2 (c) What do you think u the most haz ardous point ca the footer Why? If the applicant has any knowledge of the territory served, this line of questioning will probe it. a* well as hts powers oi observation front a jaicty standpoint. 7- Willingness to learn and cooperate. (a) What was the last thing you teamed about safe driving? How did you ieam it? lb) Has anybody assisted you to drive more safely and efficiently in the past year, sad what did be teach you? Was the intfirocuoe compul<or> ? Did you have advice in applying the instructica? (cl Do you think anyone ever learns everything about safe driving or any other subject? Answer* to -oefa qucvQoas as the-t* in dicate whether the applicant ha* tried to unpwwe hi dnvwec knowledge and. if hr wa instructed, hi* reaction to the instruction. Wh-nuz/ Stiff tv Congrr . ft Knowledge of what to do in cn*e of an t idem. (2) If you were involved in an accident in which someone w.i* injured, what would ou do first ? (b) If the accident occurred on the high way at night tune, where would voit place >our warning signals? ic> What do the ICC for tate) safety regulations require a driver to do in ease 01 an accident? \nswent to questions of this nature help to determine not only the applicant's knowl edge oi the subject, but also what training ite has had and what training will be neces sary. Knowledge -f how to take care of fimuel f. fa) Do you lift heavy objects with your hack or legs? b> Do you think periodic physical ex- Aminaticns arc of any value? Why? <c) Does a mans physical condition have anv effect on hi* driving? How4 The applicant's knowledge and general (nought on personal safety is brought out ?*y this line of questioning. 10 Americanism belief and activities, fa) Do you think everybody Has an equal chance to succeed m hi* own line of work m tins country? l b) Do you think people in other countries have this chance? Why or why not? fe) What societies or organizations do you belong to? What do they do? Have you ever held an office in any oi them The answers to questions on Americanism wilt determine whether the applicant is in terested in our form of government and whether or not he 1* likely to stir up unrest and strife in the organization. 11. Home life and obligation*. t;) Do you have a good place to live? fb) How many dependent* do you have? (c) How* about your credit, are you in debt * How much ? This line of questioning determines whether r not the applicant is dissatisfied and wor ried about ins private life. A driver with personal or other problem* 1* apt to be aevtdem prone. 12, Court record. (a) Have >oa ever been arrested? For what reason? (b) How many times have you been m court? What were the charges? (c) Do you have any objection to temc bonded or fingerprinted. The knowledge gained from the answerto questions like these help the interviewer decide whether the applicant is hemett an*! would make a desirable employee, whether further check should be made along this line ar whether he should be dismissed from consideration. This questioning should de velop information on both the comma! and the traffic record of the app'tcant. From the safety standpoint, the applicant who ha* frequently been in difficulty with the tramr authorities is a poor risk as a driver. Throughout the interview notes should be made on each point where doubt occurs, or where the applicant is deficient The in terviewer should not rely on memory, a* many point* are covered and the oppor tunity for oversight U jp-eat. These notes should be made In a manner such that any one handling the applicant's file in the future will be able to interpret and value them The notes should be filed with ihe applica tion and approval or disapproval of the ap plicant should he shown in the space pro vided. Ejcifnination of the completed applietni form will reveal whether the applicant 1* worthy of further consideration. When this is indicated, previous local employment rf the applicant should be checked by phone immediately. A written record should be made of each telephone chrrk. The form should be kept for filing with the applica tion. If the applicant s references are favor able, forms sivould be sent out to obtain written report* on the driver from former employers and personal references. Considerable time is usually required inr a complete check with former employer*, or to get necessary information from other sources- For tht reason, forms *hou)d be mailed a* early a* possible. Where proba tion periods arc in existence, the employer has only a limited time in which to obtain sufficient facts before placing the proba tionary employee on the permanent payroll, Many employers do not feel free to supply information on former employees without a 2Js CoMiutenria/ IV/iniV s,vfii t mien release from the employe* Such to Icam ti;c test question* 1 mm j previous releases should be enclosed with the torm applicant or an employee, prior to taking insure answer- Information contained in the test, bpcciment lists of question* are ihe replies should be transferred to the available but, a* indicated before, it i* Appropriate space on the application form recommended that each company prepare it* and filed with ir. Information to augment own examination questions. I that obtained from former employer* and personal references may be obtained from*, A test on the ICC safety regulation* it <->1 value to every interstate carrier, as the `tatc police, highway putrois, state driver license bureaus. Cheek with these organ commission regulations require the carrier to *ce that every driver involved in interstate isations in all ca,e* for driver licences and commerce is versed in the ajiproprite regu irivmg and accident records. lations. Where Lite operation i* purely intra In mint states the<e orramzatun* main* state. the written test hou!d t* on ques '.tin records of trank violations and ifcl tions concerning state traffic laws ami rule* ients which come to their attention. In al- of public service commission* or similar ?="* all cases, these organizations are vitally bodies governing the motor carrier opera interested m traffic safety and will cooperate tions. The test should be set up in the same in supplying information on the applicant's manner as suggested for the ICC safety test. record, unless prohibited from doing *0 bv Regardless of the type of operation, the ,*w. written test on safe driving practice* should \ftr the interview when \x Ha* been cover both practices oi over-the-road and determined that the applican1 -vill be con- local drivers. A specimen list of question* 'Hered lor the position, he >nou!ii le sent and answers for the test can be obtained :o the doctor selected to make physical ex from many sources, such as the driver amination*. The applicant should report to pamphlets put out by insurance companies, `ne physician at the appointed time After and ATA and X.3.C. publications. An wards the applicant should return the other source of questions is the discussion form to the prospective empiover. arising in safety meeting*. The examining physician should be mMnicted to discus* with the applicant anv ;<hysical defects and indicate methods to v'ercome them. If the ,-tpplicam i found the physician should dtcu** m detail vuh the applicant the condition* tiut make rim to. Determination as :n acceptability of the applicant should be made after each step If. at any given point, the applicant 1* round unacceptable, the matter .:*!d )* hrmnjht to a stop. Written tests are not entirely **-emul to (fie selection procedure and rverv kind or operation, but they are definitely a part of every complete driver election program. When written tests are used they should he given on the ICC said* regulations, state traffic regulations and state public service commission rules. The written te.t on the ICC safety regulations houM cover at >a*t ten questions on part II of those reg ulations. Some of the*e may he set up so as fcquire a written answer; other* can re quire multiple choice answers. Each company should have a *crie* of suclt questions available to be used at random, so (hat an applicant would have no opportunity Every carrier having company rules should give a written test on those rules. Of course, this test should be given only after ihe ap plicant has had an opportunity to studv the rule* and has been Instructed in them. This means that the applicant wilt have reached the stage or temporary employment prior to the time the test is given. The test should cover those parts of the company rules directly pertaining to the peron's job. The questions should be set up in the same gaieral manner used for the safety regula tion* and safe driving practices test. In all of the tests, the question.* should he in plain, readily understandable language. If a written answer is required, the question should elicit a short, concise an*wer. The tests should be organized, not only with an eye to determining what the applicant knows about the subject, but also for ease of grad ing. Multiple answer tests generally work out best for this reason. In grading tests with written answers the evaluation should 1* made on whether the answer is sub stantially correct, not on the method of c sptesMon. It t* frequently found that drivers, and 2Q /<).? Xational Safety Congress other personnel, are unable to adequately answer questions in writing, but can do so .rally. After grading, the test questions -hould be discussed orally with the ap plicant to determine whether this is the case. If it it, the applicant should be graded on his oral answers, as the real purpose of any test is to determine the person's knowledge ot the subject. A passing grade of at least '0 per cent should be set tor all the tests. All test papers should become a part of the applicant's hie. The professional timer a* a standard procedure checks the equipment assigned to hint, prior to leaving on hts daily trip or tour of duty, to determine that certain [m ami accessories are in good working '.rrder, assuring a sale trip tjuch a check is required by the ICC safety regulations and is i practice to be followed bv every driver, A test to determine te applicant's knowl edge of this procedure should be a part of any driving test used. Such a test is han dled by having the driver eneck some equip ment, A number of delects should be set op tn the vehicle and the applicant should be graded on the number ot defects found and on the efficiency with which he makes the entire check. The defects can range from bad lights to loose wheel lugs. vcry attempt should be made to de termine the applicant's driving ability. This is best accomplished by requiring him to drive the vehicle tn and through narrow confines, similar to everyday operation. The two best tests are the parallel parking test and the backing into dock test, as they will quickly bnng to light lack of skilL The applicant should be required to park his vehicle parallel to the curb in a space no more than four feet longer than the semi trailer. or in the case of a straight truck, nu more than six feet longer. He should be graded on the number of backups, length (si time, bumping and scraping, and the position of the vehicle when parked. The iame procedure should be followed in requir ing the applicant to back into a dock be tween two vehicles, 10 feet apart. Score sheets for grading these tests can follow those used in the ATA truck roadeo :<<4 shown in the roadeo rule book. Some larger companies have skill test fields that include, in addition to these two tests, others that require the driver to drive ami back down a straight line, weave through a set of four markers, and drive through an onjet alley. Further information on test course* ran be obtained from the Department of Safety. ATA, Washington 0, D. C. Skill tests do not determine whether the applicant wit! make a good driver in actual operalion, as they do not measure attitude and other important considerations. They determine only the drivers' skill in maneuvering a vehicle. Road test* are generally under two headmgs, the road test in traffic, and the trial tnp. The road test in traffic is conducted over a predetermined course which com prises all the driving maneuvers on which it is desirable to check and grade an applicant. This type of test is laid out so that alt kinds of operating conditions, both city and road, are included. The route selected should cover at least five right turns, five left turns, snip -ign. traiftc light*, both up and down grades, curves, railroad crossings and any other situations pertinent to live particular tvpc of operation. The objective in the test is to measure the driver's ability to operate the vehicle preperly under typical driving condition-, to determme how much training is necessary, to make the driver realize the importance of proper handling of equipment and to eliminate him from further consideration if his driving practices are dangerous-- either to the welfare of the company or to the lives and property of other highway users. The trial trip, sometimes called "student trip," is one of the best methods of de termining the actual ability and qualifieslions of the driver. The trial trip can l-e counted on to employ all the potential operating conditions, with the exception of the weather. Instruction can be given on certain hazardous spots that are the result of in clement weather. There are tw *etva.A of thought on the conduct of the trial trip-- one which favors the single instructor method, and the other which favors a terse* of trips, each made with a different driver instructor. Under the single instructor method :'.e student is sent out with one driver innrucf r and remains under his instruction tor u e prescribed number of trips. The numl-cr may vary, and, m some instances, i* U-st i ; , < ; > ; : |j i t 1 1 > 1|* K K | | ft I ; , ` | k i, I I I I' i ; .50 \mtraai Vehicle SVr/<.> the judgment of the driver in-tructor. This method has the advantage ot progressive comparison, which the multiple Instructor method lacks, it also requires all new- men to meet essentially the same standard. The second method has merit in that each of the different instructors will uMiallv have some safe practice which he emphasizes and the student has an opportunity to broaden hts driving knowledge as he is tested. Both methods brine reul?= 1 . e--phaming to the student, the importance ot cate, eco nomical use of equipment. Again, grade forms should become a part of the permanent files. Use of the foregoing tools of selection aill bring immense dividends to loth small and large fleet operators--lower habiliiv insurance cost*. lower maintenance co't longer vehicle life, lower workmen's com pensation insurance cost, higher employee ef ficiency, and increased company morale, plu* the added incalculable dividends from het*r customer and public relation?. (Cl DIVIDENDS FROM A SCIENTIFIC APPROACH TO SELECTION By L. H, HARRELSON Pres.. Leonard* Keeler, Inc., Chicago With the limited time that l have to talk with you on this subject, 1 .-hall tir give a brief definition of the polygraph. With out question, the polygraph is the most mis understood scientific diagnostic instrument in use today. The polygraph that we u*e m our labora tory is called the Keeler Polygraph. It if manufactured in Chicago, by Associated Re search, Inc and is composed of three major recording sections, The Cardio-Sphymograpb Section graphi cally records a continuous tracing of an mdividual's pulse wave amplitude, pulse rate, relative blood pressures and changes in each. These recordings are madethrough the medium of a blood pressure cun generallyattached to the subject's upper arm over the brachial artery. The Pneumograph Section graphically records a continuous tracing of the subject s respiratory movements through the medium of a corrugated tube attached around the subj'cct's upper torys. The Galvanograph Section graphically records a continuous tracing of changes in the activities ci the subject s sweat glands through the medium of an electrode at tached to the palm of the subject's hand. The use of the polygraph for screening prospective employees is not new. It has i<en used for this purpose for a lot longer ran most people realize. Over 25 years ago, a lank here m the Midwest contacted Leonard* Keeler and re quested his assistance in solving the mv*. tery of a iarge peculation. Keeler screened the employees of the bank and the person tespoiuible for the theft was detected and confessed. This same bank adopted a policy of requiring all applicants for positions in the bank to take a pre-employment poly graph examination before being placed on the payroll. This policy still in force todav From time to lime, periodic tests are con ducted, There lias not been a single rac of dishonesty, to our knowledge, since the institution of the polygraph program Last year, we screened 144 applicant? for ;t bank. Out of thi* number, 7! were rec ommended for employment with 7% being rejected. Some of the people rejected made admissions of a venou* nature such a* larceny, embezzlement, robbery, forgery, se rious drinking problems, serious psycho logical problems, prison records and other things that would make them completely unacceptable for employment in any position of trujt or rcponsihility. Mow, you might be asking yourself just what relation exists between hiring em ployees for * bank and a trucking company. Actually, an awful Jot. The bank in qunon has high requirements. For instance, every applicant must love a high school education, minimum. They must be between a certain age span. Their background mu*t J963 National Softly Conor,'is Hand up to scrutiny by the polygraph. They screen their applicants before they ever send them to us for a polygraph examination. As I just pointed out, approximately SO per cent are still rejected. Now, let us take a look at the breakdown at recommended vs. rejected tor a trucking rompany. First, I think it would be well to explain a bit about a polygraph exam ination. When the applicant is taken into the examination room, only the examiner .md the applicant are present. The examiner interviews the applicant and fills out a back ground data mi'orrmtion sheet. This in cludes name, dale and place oi birth, edu cational background, marital status, military service recori arrest record, previous places a? employment, how long employed at each place and the reason for his leaving, We inquire as to his use of drugs, narcotics, barbiturates, etc. We inquire as to traffic violations, drinking habits, indebtedness and Ttenetal health which inctudes any previous injuries of any description. After this pre-test interview with the ap plicant during which time we also explain die questions that we will he asking and ..jive him an opportunity to make any ex planations. pointing out that any attempt nt deception or the concealment of anv derra^atory information about himself will be detected and reported to his prospective employer, the attachments are placed on the iubject, the various sections ot the instru ment are activated and the first test is run. The following relevant questions would be typical during the first test: Did you fell the complete truth on the application you filled out' Have you told me the complete truth -mce we have been talking!1 Have you ever been fired from a job? Did you ever steal anything from a place where you worked? Did you ever steal any money from a place where you worked ? Did you ever sell any stolen merchandise? Have you ever been arrested? Did you ever use any kind of drugs or narcotics.9 Are you seeking permanent employment with this company? Are you attempting to withhold any de rogatory information about yourself? Is there anything in your personal hie that could embarrass this company if it were known: Did you ever commit a venous undetected crime? Are you wanted by the police for any reason at this time: Following this first test, the polygraph examiner analyzes the reactions to each and every question asked. He then interrogates the subject on any question where a reaction is noted. The subject's explanations or ad missions are noied bv the examiner and a second test, ii warranted, is then con ducted. \ typical second test might contain the following relevant quartern: Have vuu now told me the complete truth? Have vou beer, fired more times than you told me? Besides what you explained, did you ever steal anything from a place where you worked ? Have you been involved in more aeddents than vou admitted to me? Does y&ur wiie object to your taking road trips? Do you have any outstanding debts you didn't explain to me ? Do you feet qualified for the job you are seeking? Do you know or any reason why you should not have this job? Has any member of your family ever been in trouble with the police ? Do >ou ever drink on. the job? Did you ever use "Bennies" while driving? (Could you be blackmailed ? Have you intentionally lied to any of my questions here today? Again, the polygraph examiner analyses each question and again interrogates the subject about each question where a re action is noted You should also bear in mind that the polygraph examiner, who is also a trained interrogator, will ask many other questions during his interrogation of the subject fol lowing the tests. In just about every case where deception is noted to any of the ques tions on a pre-employment examination, the Commercial ychicle Section qualified polygraph examiner will get ad missions from the subject. A verbal report is then made to the prospective employer explaining in detail me results and outcome of the examinaucjx along with our own recommendation. A wnttm report is prepared on each jubjfrt and mailed to the client Of course, *e send a bill tor our services. I have taken a tew notes from our records cn some applicants examined this year for a trucking company. For the year, we have examined a total of 32 applicants for the P&siuoe oi drivers. Out of this number *e recommended eight for employment. We did not recommend 24. Maw, time will not permit me to go into details for our reasons in not recommend ing these 24 individuals for employment as drivers with our client. I do want to list scot of the admissions given by some ot these applicants during their polygraph exarmoaticn. Before I get into that, let me say this, * examined for this same company 24 applicants for such positions as clerk, dock tr-remaa. dock laborers, route clerk, dis patcher, etc We recommended for em ployment us these categories seven individ uals ; e did not recommend l* Sow, out of the ones not recommended ;vt employment, we obtained admissions of; t. Gross falsification of the application 2. Excessive aeddents 3. Major dishonesty. 4. Alcoholism ?. Use of narcotic drugs ft. Excessive use of Bennies " Arrest record Prison record ?. Having been fired previously for dis honesty 10. Homosexuality 11. Involvement ui serious undetected crimes 12. Being wanted by the police or F.B.I. 13. Wanting only temporary employment while awaiting call for employment by another company 14. Previous injury or injuries I*ve given you here the breakdown on examinations conducted on applicants for a bank and a trucking company. Sow, let me give >ou a breakdown on some applicant* for police officers. Without going into spe cific eases and numbers, I think it will suffice just to mention that more than 50 per cent of all applicants examined by our firm as prospective police officers were not recommended. Again, we obtained admis sions of venous undetected crimes of all types, including robbery, larceny, embezzle ment, rape, indecent exposure and liberties, incest, necrophilia, communism, voyeurism, alcoholism, addiction to narcotics and mini, many more. It should further be pointed out that m the eases of these police applicants they had already been given written examinations, psy chological tests, and had been fingerprinted They had been checked for arrest records, they had been given a medical examination and a background and neighborhood in vestigation had been completed on manv of them. They were all acceptable for employment as police officers until their polygraph examinations. I would like to extend an invitation to anyone that would be interested in this to visit our laboratories and to see how our polygraph interrogations are vet up If any of you should be interested in discussing a program ot this type I will be happy to talk with you here or in our offices. Remember one thing, if yt.u do decide to utilize the services ot a pohgraph ex aminer, use care in selecting the facility or individual polygraph examiner. iust as you use care in selecting your trucks and other equipment. Xatiomil Safety Conor,'* DERIVING DIVIDENDS THROUGH DIET By J. I. RODALE Editor St Publisher. Modale Frees. Inc.. Allentown, Pa. 1 dr.n't think l iwulj be here tin* morning! were it not for an experiment emidueted by (olsn \V. Jacobson, Director oi the Accident Control DivUion of the F J Boutell Drive\w ay Company oi Flint. Michigan. In this espertment, which began in 1947, 18 driver* Mere chosen to whom a vitamin diet supple mentation was made available at cost. The result? On the basis of a .5 year fleet aver age, these 18 men had a combined accident frequency of .2S or 357,143 miles per acci dent, as against J$ or 263,158 miles per accident lor the re of the company's drivers. This was a 35 per cent reduction for the 18 men who had supplemented their diet with vitamins. There are people who are alive today and ,till walking around because of what the4e 18 men did. and was done by nutrition We are what we eat! There is indisputable medical evidence that the health of the nerves, the amount of mental energy one t..s*esset, the action of ones mind, and even ..ncs personality are directly connected with ihe nutritional adequacy of one's diet. In October, I960 I addressed the Ohio and IVrm*vlvfini* Motor Truck Association `./iiuncil of Safety Supervisors on the tin* jmance of diet m connection with motor truck accident prevention. Thi* talk wav printed, and a copv of it fell into the hand* >t H. K. Henderson, one of the truck driver* of the Boutell Company mentioned above. He became so enthusiastic about the (.Mjibilitv of accident reduction through vitamin taking that he obtained a distribu* ii.r-.hip for a line of natural, non-synthetic vitamin supplement*, and decided upon an espenmem- He got 10 drivers of the Boutell Company io participate in a. program of viumin tak ing. The results Alter only one year were -ensational. The experts will say it is unj,,dble ... but the facts are there. In the nmr before the experiment these 10 drivers had a total of two preventable vehicle acci dents, tour lost-time occupational injuries, .md one injury1 with no loss of time. But in ihe year of the experiment, from July, 1961 to luly, 1962. they rolled a total of 9t2,000 mile- Hill, not one vehicular accident, and tin one occupational injury. Henderson was chosen as one of a panel or eight, consisting (ti four outstanding drivers, and four safety directors, at the Sheraton-Blackstone, on October 8th, iheir topic being, "How Can We Improve Our Saiety ProgramvHenderson spoke mainly about the part that nutrtlion can play m accident prevention. Another executive wrote me For what It may & worth, one of the itrtrers participating la our rumptnr * supplement program Is enjoying a com plete reversal ot personality. That is, 1mm a notorvju* aggravator. non-conform ist. militant Individual to a most coopera tive. entnuat&stlc employee, gome months ago. he was disagreeable, had a persecu tion eutrtplex. and u a union committee member was spending a great deal of hi* time rounding up grievances. If nose were found, he would, reportedly, make every effort to foment some. *1 any and all opportunities He was cited several times for discourtesy to customers. Tet hts [^rformanccs and rampages were either >{ such a nature or lust sutticientlr in frequent that we were unable to effect a discharge. During the past several months he has been a one man public rotations depart ment for the company. He la very easy lo get along with and at Committee **-.inn be U as docile aa a dove all =I*f and speak* only when spoken to---or aafc-* a question. He assists other dmers ?,- may be having difficulties and bent-those who appear to b* careless or n-*U gent. The transformation is eow-tt.;=r t behold: Could it be the supplementation pr awn? Wes hts former attitude. t*ra"SaUty and temperament due to a dearo'-> in one or more vitamins or minerals a* * cause such an objectionable attitude* It remain* to be recheeked and under ob servation. There t* much medical evidence available to show that such a thing ran happen. It ha* happened many times, under scientific medi>:al observation. I would like to mention a piece of German research, which wa written up in The Bottom Herald of June 12. 1957 A group of 152 problem driver* in Germany wav given 150,000 units of vitamin A daily, and there was a striking improvement in their tested driving efficiency. According to the Institute of Traffic Psychology in Karls ruhe, Germany, where the tests were con ducted. after dosages of vitamin A were Caututernai Vehicle Section Sivcn, more than half the drivers showed improvement tn normal alertness tasting an average of o months. *<*iv 1 will say a few words on the sub ject oi accident proneaess. A* veteran vtudents of accident prevention on the streets ind highways, you know the term accident pronciic**, There are people who are aeciivit prone. Tliere are whole families that are accident prone. Some of them make comfortable livings from this tendency o: them. They don't do it deliberately. Tltey inH can't help themselves, All kind* of theories are held for this, and p*vchtatns and other medical men devote a lot of ttme to this problem But I wonder how many of them have ever looked info the possibility that poor nutrition creates tlii* kind of family. These people are usually `.it a lower grade--a sort of submargmal 4 roup, Their minds are not nourished prop erly, They cannot make split-second de cision* They are easily confused. Many ot the*< accident prone individuals drive cars. Walter Dobson, oi Manchester University, Km-Uml. recently said tlut we arc living m 'The Age oi Inattention." We are develop ing a great mass of indifferent people who iMfv.i concentrate on anything. This inaitmticn, this drugged mental sense, th* ron . u-eth fuzzy state of mind U national case on? It i* the main contribution to Mdent-pronenesf, yet few doctors and ex- have thought of incriminating the -i--ial malnutrition as the basic cause of They overlook the progressive devitahza' ' ' our food, the increase in it* chemi- - 'ation in the factories, r-o'li j ear new and more powerful 1 emteal* are perfected, and added to food, mwke more protits for the food producers, -lake food more salable or easier to man ufacture. Today over 1,000 of these poison** chemical* are on the market. What '`feet do thrv have on our health? Very few Murry about that! What effect do they have 1 our nerve* and our ability to handle our* 'C*`e mentally? T lie Metropolitan Life Insurance Com pany, m it* press release of July 25, 1962 '<*>* `The frequency of motor vehicle acci dent* i* more than average among socially maladjusted persons, tn this context, socially maladjusted person?, include those who have had credit difficulties, a record of juvenile 'if adult court offenses against persons or property, and truancy from school. BeItavtoral scientists now generally recognize that basic personality characteristics and at titude* of drivers are specific factors in the causation of violations and accidents. Some investigators have reported a considerable degree ot success in predicting driver per formance by analv.i* of personality trait* such a* sense of social responsibility, accept ance of authority, and aggressiveness." The.se investigator- would do well to tudy the malnutrition of these maladjusted people that reduces their sense of social responsi bility. and acceptance of authority, and that increases their aggressiveness. i'itaiutn B N'ow let s get into the meat of our probm, What vitamins, what rood supplements should truck-drivers take, to build their health, to give them greater mental alert ness. greater mental and physical energy ? Gne of the most important is desiccated liver tablets, which arc sold bv health food sources. Remember the name , . . Desiccated liver tablet*. Don t be frightened by the desiccated part oi it. All that mean* that all the water ha* been removed trom the liver. Desiccated mean* dried liver. But tn addition all ihe iat and fibre ha* been re moved. and it is raw. Do you know that when you cook am thing it kilts all the enzymesNow tut miym* is a living sub stance which nature put in our toed* lor a purpose. It helps us to digest that food. So desiccated liver is raw liver with all the enzymes preserved, These desiccated, liver tablet* are taken with water, in the amount of about nine a day. After all. It i* a food, not a drug. So fcwi'i b afraid of the number of tablet* to he taken every day. These desiccated liver tablets can help drivers to stay awake at the wheel, and to be more alert at the wheel. These arc very broad claims but there t* medical proof that this is so. The value of desiccated liver as a eon*erver of energy was proven by B H, Ershoffi M.D.. and written up in the Proiwdinpt of Ike Soeietv of Experimental Biology and Medicine for July, 1951. Hi* finding* were based on an experiment he performed with mice. Two groups of mice were given the same diet, except that one of the groups had the benefit of added desk* 5> SalU/nat C vngrcu cated liver, Then tlir mice were set to vwimmmg in tanks. The group that did not have the liver swam an average ot about 13 minutes before they drowned. In the desic cated liver group three mice swam for 63. m3, arul tJ7 minutes, i'he other nine mice et thi* grouf were swimming vigorously at the end ot two hours when the ?e*t was ter minated. Years ago we published an article in Vre- : vntiM about desiccated liver, and it created a sensational interest in this lood supple ment. Thousands of people began tu take it. :ind hundreds oi letters began to stream in a* to n* miraculous efferts cm people. A man who formerly could last for only one <*t or tennis could now play three sets with ease. People coulld stay up later, etc, etc Can you picture what this one food supple ment could mean to truck drivers? I under stand some oi them are taking very ques tionable drugs to be able to stay awake at the wheel--drugs which have dangerous ride* effects. I am sure that this one food supple ment. desiccated liver, eootd put a big dent in the total oi preventable truck accidents, and that it would pay the trucking com panies to give a one-month tree supply of it to every one of thor driver*. When these fcovs see what it does for them they will want to take it for the rest of their lives, and wilt gladly pay for it! it could then be furnished to them at cost, and it purchased in large enough quantities the price would not be very much. Sow, desiccated liver is one of the richest foods when it comes to vitamin 8, and it is ihe vitamin B that is a prominent factor in increasing the energy. But vitamin B does other things that are important in the pre vention of accidents. Vitamin 8 is needed tor the health of the nerves. Poor nerve* can contribute to almost any condition of trouble in the body. When a person become* irritable and angry very easily, he is usually vitamin fi deficient A research at Harvard, which comprised a -urvey in 11 northeastern states, revealed that auto driver* are "getting progressively more irritable in the squeexe of mounting i rathe congestion." And it is going to get worse. Airplane pilots in World War II suffered blackouts In the air on account of vitamin JB. deficiencies. Lack of vitamin Bi also makes people jittery, restless and and unable to stand noise. Three Los Angeles doctors recently proved that it one gets angry enough, he can suffer a stroke. A person who has a full supply of all of lhe vitamin B complex is more stabi lized and docs not get angry as easily. There was an experiment performed at the Bute Hospital in Elgin, Illinois tame time ago. By creating vitamin Bi deficiencieat uxne of the patients the researcher* caused their characters to change. One old man who had been quite amiable threatened to break up the furniture. A young ma: went into blind rages, screaming at the to; of his lungs. But as soon as these patientfacts were supplemented with yeast extrac* which is very rich in vitamin B, they i. came normal again. In a book written by Dr. Ruth Piurn H&r relt, of Columbia University, (Effect o. Added Thiamine on Learning), the author describes a b-wcek experiment with orphan* at the Presbyterian Orphans Home &: Ltuchburg; Virginia. It involved 104 clit dren, aged from 9 to 19 Half of the chtldrrr were given a vitamin B pill each day. Ti e other half received what is call a placet* pill which contained merely some filler mair rial. But both kinds of pills looked ar,>; tasted alike, so that the power of sugge*tt'.r. would not enter inTo the experiment. At the end of the 6-week period it wai..und by a senes of tests that the group that was given the vitamin gained about onefourth more in learning ability than ti e uthcr group. Then Miss Harrell experi mented with a group of children who iw` never learned to &peak and who wnconsidered so mentally handicapped ilu: language was beyond their capacity. The-e children learned much more rapidly whet, vitamin B complex was added to their die' and in two instances developed speech ar-; were able to live as normal children. We can see then how important it is **.r truck-drivers not to be vitamin B deficient. The question is, how many of them are Shouldn't company doctors have the cquipmerit to check driver* periodically for vita min deficiencies ? Incidentally, every swallov. of an alcoholic beverage uses up some r.i the body's store of vitamin B. Your ide;.. truck-driver should be on the wagon. There are 3 health food sources of vtiarr.r. B, They are brewers yeast tablets, when' germ and our old friend desiccated liver. 3* CpMjHjrrriaf Vehicle Section . t'itsinin A Saw let's talk about vitamin A We pre- storm, 1 was able io walk two fmlec with no e>e trouble at all, I used to have to wear ioutly mentioned how it improved the dark glasses at the beacii, but today i never mental alertness of problem drivers in that have ta I used to have to wear dark glasses experiment in Germany. There are other when driving Song distances. Now 5 don't things about it l will discuss. When one have to, But the effect is not cumulative. If mentions vitamin A, one immediately thinks I stop rating sunflower seeds for about a of the eyes. Vitamin A is good for prevrnt. week, I cannot do these things. mg night blindness and sensitivity to glare I don't iove to teli you that healthy eyes are important to truck drivers. The eyes are con tinually standing guard as the truck rolls liong. Now, if what I have found Is true, can you imagine how important it can be for every truck driver to eat a liberal amount of sunflower seeds every day? Sunflower seeds are available with their shells off at But actually it i* not the eves--it is the health food stores and are a delicious tidbit. -vr.d behind the net that is important. As m exarcple. a weary truck driver told Harijfti i&esuizi how he wai hurt when he ,i* a calf m the path of his moving truck. He swerved ani overturned his truck. It ioand laier that there Had been no calf at a^--n wai just a "dream image," ,=so6 tu suev persons who drive when > arc tun tired. tVft-w people tfasJc if you eat carrots it will ,%e >ow rood evmght. Now don't go feed- -.vetr dr-vrr* carrot*, because to get a -t.<ieeLnt e*rt vnu would have to teed -- a t*z*hei a day. I" `c*"ta,i* aw of the `tory of Cat's-Eye- jrrr sr dw British Air Force during V, 1 i VV ar 14 When the British discovered kj*bf m that war, Camingham was the first r. . i ir* c. asd he began to knock down < planes- one after another, Not wi*h- -<r ibe t icnraai to know that the British : * J a nre <Scxe, they circulated rumors in -r-j'ral etusarw* that Cats Eye got that way *? *n eating orree*. Ao the Germans began ; iced their pilot* bushels of carrots, with r fleet whatsoever. Had they given them ^r.'c quantities of vitamin A. it would have I ar much more good. Coming back to vitamin A, we believe in taking some ot it in supplement form every >y. The Prevention system suggests halibut liver oil periet, which contain both vitamin A and D. This is because when you eat a hsh, you eat only the bland meat part. You ikm't eat the liver, or the eyes or other obscure but nutritionally potent organs. So. because we don't eat primitively anymore, we mutt supplement nur diet with the port* that are missing. The Chinese eat lamb's eyes, because by experience they have found that their health thrives upon tt. On a fishing pier m Palm Beach 1 noticed sandpiper* beginning to eat fish that were left lying about,. They would always start with the eyes. Eyes are extremely rich tn all vitamins, and are made up oi the highest grade protein, f don't avk truck drivers to cut fish eyes, but they can get the equiva lent through sunflower seeds and halibut oil perles. Vitamin A is important for skin health, for fighting colds, and for general infections. Vitami" A also valuable m presenting the hear ability of a person. In the Ar chives ot utolaryngology (May, 1951), Dr- Hot regarding the on, year* ago i made 4 di-vovery that there is something in sun* viwer verd* dat u extremely potent for we health and that enables them to with* -land glare. Thousands of Prevention readers have found greater eye comfort mce thev have been eating these seeds, and t have letters to prove it, M. Joseph Lobe! covered the *ub/eet in de tail. He quoted Barlow* as saying that a de ficiency in vitamin A, which causes changes in the mucous membranes of the threat, might produce changes m the middle ear which could become permanent. Cody, another researcher, tells of impaired hearing in lab oratory rats made deficient in vitamin A. In 1933 Rosentield gave cod liver oil (rich in I used to be terribly sensitive to snow. If vitamin A) to patient* with otosclerosis and I walked a half hour ta the snow, I would improved the hearing of many of them. Here *oe pink. Then for a certain reason I added again the evidence i* abundant and cannot be sunflower seeds tu my diet and two weeks aLvrr, when my car broke down in saow- included entirely in this space. One can see, then, that if a truck-dmer !>.' .ufrul .Safety VoH'jress lw a wiamtn A deficiency and it i> not cor rected, lie mav gradually *ut?er a decline in iicarvnc ability', which may become a faetor in fau'inf aretdcniv Vitamin E Svw c come r< a terribly important viuiiiiit for truck driver*--vitamin E, whole function ti* to oxygenate the arteries, veins ,md capillaries of the body. Vitamin E is aims the fives of thousand* of heart t*tient* Vitamin E dilate* the blood vessel*, it is an anti-clotting agent, which means it will prevent the blood clot that kills so many* jceple today, including truck driven. There are hundreds of researches showing the value r>f \ ilamin E for heart disease, preg nancy, diabetes, diseases that might involve .imputation of limbs, and many other condi tions. A heart attack or a stroke at the wheel ot a fast-moving huge piece of automotive equipment--one shudders to think about it! And vitamin E can often prevent it. Take the ease of a stroke It is a paralysis caused hv lack os blood in port of the brain. But vitamin E. through its oxygenating action, aids in forcing the blood into all the body's extremities. Can you imagine what this can mean to a driver of trucks? In Italy recently, there was a symposium <m vitamin E, to which doctors came from si! over the world, testifying as to the won derful results obtained with it. But our U. S. doctor* .**>, "There is no evidence," and rarely u.c this vitamin in heart cases. I believe vitamin E to be so important in the ipieMion ot accident prevention on the n.adv tli;<i vr ur organization ought to form a vxmmmec to investigate it and report bade to uni one >rar from now. Son* Meat Now we come to another food supplement (hat is <pechc for truck drivers, called bone meal; it i available in tablet and powder form. (inrdcnrr* have used bone meal a* an organic fertilizer with wonderful results. It has >H*cn standard ui dog feeding for many drearies, When pigs get a disease called the scours, bone meal clears it up almost in stantly Bone meal can practically stop the tnrmahon ot tooth cavities in young and old, It's so much better arid so much more vcicntifirallv feasible than trying to prevent cavities by fluoridating our drinking water. But the most important thing to truckers i* that bone meat knits the bones into * Strength that does not permit of easy frac ture. This has been proven with dogs. Poor dogs! Some of them had to suffer fracture* tea prove the point. There have been some striking example* of the value of taking bone meat in my own family. We have been taking it now- for about 10 years. About five years ago mv eldest daughter Ruth was returning from a tnp. She left very early in the morning and was traveling alone. It war **> foggy that she couldn't see in front of her very well. Suddenly, m going around a curve, she went over a steep bank, the car turning over several times. She was thrown against the front door to her right, which opened, and then she was propelled 20 feet into a frozen field. Do you know that she did not suffer even a scratch m a bone.* Several years ago, coming downstairs in the middle of the night, while half asleep, l felt down a whole flight of stairs. Not a bone scratch! Two weeks ago my youngest daughter. N'cna, about 21, who is pregnant, fell down a flight ot stairs and did not suffer a bone scratch. It looks as if we're an accidentprone family, doesn't it? But we all have good alibis and strong bones. Another example--this daughter, Nina, of whom have lust spoken, had plastic sur gery done on her nose about five years ago. And I told the surgeon to sharpen hi* knives because Nina was a bonemeai taker. But the doctor thought 1 was joking. He told me afterwards that hers was the hardest human bone he had ever encountered. He had a lot of trouble, and the operation took much longer than usual. Bone meal taking is of terrific importance to the truck driver. First, !u* tooth cavity formation will go down to practically zero He won't develop tooth-aches while driving his truck. Secondly, he wilt not have to take time oft to have cavities filled, and third, hi* bones will be stronger and will resist frac ture if he is involved in an accident. Bene meal is made from the selected bone* of calves, and is available in tablet form. The formula of bone meal is pretty close to that of human bone and to the dentine oi teeth. 38 Commercial Vehicle Section hugar In a healthy diet tor truck drivers there mu>t be a minimum of white sugar. This means no pies, cakes, ice-cream, candy or *da pop. White sugar m ihe process of dicrviion *teal thiamine, one ot the most important of the B vitamins. Sugar eaters are highly deficient in thiamine which I have hown to be so important to the proper unetioning ot the nerves and the mind. -If cater- develop a tuzry intellect. Thev - >nnot make quick decisions. An overrii^ared individual behind 20 tons of moving irnck equipment is not my idea of good rock management. -uirar is highly acid, and it is water liable, which means it rushes through tlte digestive process into the bloodstream withi.*ii being digested. There is a book called t-.xty, Mind and Sugar, by Ju M. Abraliam'C-n, M.D.. published by Henry Holt, which civet masses ot medical evidence against ugar. Fhe main theme of the bock is that tert-rmmmpnoc of sugaf causes low- blood -near ! am sure that your average truck truer is y-otnc around with a low blood nf.tr, `t om e, diabetes is not caused by over rating sugar. It is caused by a defective joucreatic gland, which cannot produce enough tmultn to counteract the elTect of suipvr. Then the diabetic has to cut out Miir;u-. But in the case of the average person with a normal pancreatic gland, when sugar i* consumed the pancreas produces the in sulin to break it down properly. But when the norms! person takes in too much sugar, the pancreas coe? hay-wire in it* desire to protect the body, and too much insulin is produced, thus causing tow blood sugar. Dr. \bratiamK>n book is full of the mental and emotional symptoms of low blood -ugar. Xo driver with a low blood sugar -hould be permitted to drive a truck. He is -2 menace on the highways, and there are thousands of them on the highways. Some of them see imaginary calves. Such a condition is caused bv low blood sugar plus fatigue. People have the idea they need sugar for energy. This ort of energy lasts about 10 minutes--the blood sugar goes up, then vmes the body's insulin, and the blood sugar plunge* downward, whereupon the person Ixromci starved tor more sugar. Thus, one *>tt!eof soda pop leads to another--a vicious evcie. The best thing for sugar and energy i* natural fruit, plus desiccated liver. One of the dangers of sugar eating is that it distort* the calcium phosphorus relation ship m the blood. It hat been found that for ihe body to function well there should be 2Vi times as much calcium as phosphorus in the blood. This has been ascertained through ihe examination of thousands of specimen* wf blood of sick as well as healthy persons. Bur the consumption ot sugar products and a devitalized refined diet, low in vita mins and minerals, reduces the calcium in the ratio. It might become 2 to 1, or even only V/i to t, which mean* trouble of vari ous kinds, especially to the nervous system, and this wi!l affect the brain. The defec tively constituted blood cannot feed the brain tissues properly. How many truck drivers do not have the proper calcium-phosphorus ratio of IVt to 1? Until this ratio is rectified is it safe to let truck drivers handle fastmoving trucks? Company doctors should check for this, as well as tor vitamin de ficiencies. tn spite of alt this information, t read an October 19, 1962, news release from ihe UPI, that the National Safety Council is testing to see whether candy will keep dnvers awake. The council said 60 Los Angeles truck drivers are being issued daily rations of chocolate bars, hard candies and other confections. The driver* eat the sweet* on the job and their reaction* are recorded. , , . The release goes on to say that the nse tit the blood sugar increases the alertness and performance ability. What the National Safety Council does not seem to know is that this candy eating practice will contribute to a low* sugar state in the blood, and will lead to accident-prone possibilities. General Diet t lave not .aid much about the general diet and its contribution to safe driving. It has been proven that it is important to start the day oft with a good breakfast. In the case of truck drivers this should be extra heav>% with the emphasis cm protein. 1 would include eggs and meat in the break fast of a truck driver. There should be the barest minimum of bread, cereals, and such starches. If I were a truck driver, 1 would eat none of these. Another ruler Eat a minimum of foods processed in a factory, tor these processes 39 t`?62 Sattonal Safety Lonyrcss remove essential elements and add dangerous chemicals. This still leaves meat, fish, eggs, fresh fruit, and vegetables. Huge meals can come from these five categories. Eliminate all packaged goods, all processed meats, such as bologna, frankfurters, etc Order a Ham burger rather than the hot dog, if you are m that kind of an eating place. The Ivot dog is quite chemicalized compared to the ham burger. Regarding a good breakfast I would tike to quote from a letter received from Mr, Jacobson of the Boutell Drive-Away Co. In it he said: "As matter of note, years ago developed some ae-Jdenr statistics m con* nection with a public hearing conducted by the Interstate Commerce Commission to learn that in t959, i>7 per cent of our charge able accidents (in which our driver was con sidered at tault) occurred within the first four hours of driving. Later I learned that this revelation was not confined or peculiar to our fleet but to the entire industry. How many of this 67-/0 per cent of our fleet mishaps can be charged to faulty or in adequate nutrition---a deficient breakfast tor e* ample? `Tm sure you are aware of the Air Force study under Col. Lawton and Adelle Davis at Randolph Air Force Base, Tens*, in which it was suspected their frequent and ever-growing number of fake-off accidents was due to faulty nutrition. The collisions were virtually eliminated at this test held when pilots were given prescribed nutritious pre-take-off meals," Moose We can learn a valuable lesson irom what <s happening to the wild moose in Nova ffcotta which shows what a direct relation there is between nutrition and the mind. I will quote a statement in the .Veto York Times of February 19, 1954: "Ottawa, Feb ruary* 16. Canadian biologists are studying herds of mentally sick Nova Scotia moose in the hope of learning something about the treatment of human madne'*. About half of the moose in the provinces are believed o be out of their minds a* the result, it is thought, of the physical deterioration of their brains, caused by malnutrition." What made the Canadian biologists believe that? According to the A'rtit York Times, it is the climatic changes that have taken place in Canada during the last few hundred years, As she climate grew warmer, certain types of plant food on which she moose depended for a balanced diet disappeared. The motor and sensory nerves of the /mimais are out of order and they crash into fences and bushes. Crash into fences-- doesnt that come close to our subject? A truck driver'* motor and sensory nerve* must have a sharp edge ... an edge which uniortonatclv can easily be duiied by an unbalanced diet. 1 believe I have givers enough information to indicate that nutrition ir a factor in the causation of truck accidents. How much oi a factor it t* ought to be investigated by the proper authorities as soon as possible, (n the meantime, those authorities sm to be com pletely oblivious of the fact that nutrition is i factor tn the prevention of accidents. Wit ness i* swo year study of motor vehicle accidents at Harvard, which was financed by a gram of $909,820 from the National Insti tutes of Health. The results were reported in the Harvard Medical Alumni Bulletin. It suggested that where a motor vehicle fatality has occurred, the standard examination ihould include: 1, A detailed examination oi the scene by a traffic engineer, 2, A mechanical and engineering examina tion of the vehicle and each component, the failure of which would affect safety in motion. Postmortem description of the injuries, a determination of the cause and manner ci death, including a toxicological examination oi the blood. 4. Physical and psychiatric examination oi each surviving driver. 3, Personal and social history of eact: person involved.. .. But not one word is said about the statu* of the nutrition of the deceased person. This could be done when the toxicological exami nation of the blood is done. In that examina tion can be included the vitamin content, the sugar content, the calcium-phosphorus ratio, etc. From a study of these statistic* it no doubt will be shown that the average driver involved in these accidents is deficient m some nutritional way. There have been dozen* of medical studies of the motor accident problem reported in medical journals, and I have studied man' 40 Commercial Yeiuete Section ot them, but nary a word wtJI you find o the nutritional status of drivers as being a i`.art ot the cause. A typical one ts an article by Geo, F. Strong, M.D., in The loumai of the AMA., of July 16, 1955. He comes pretty close when he suggests that the physi cal as well as psychiatric defects of auto-notnle drivers be studied, but in ''physical" ' t means diseases such as epilepsy, diabetes, y,coholism, and several other disease*--but .it one word on nutritional defects. I liave a news item before me, from the AVar York Times of July 27, 1957, which fay** that the Yale University Bureau of Highway Traffic admitted today that after .0 years ot study it suit did not know what raused automobile accidents. What is the matter with the*e professors? Professor Frederick W. Hurd, director of this Yale Bureau says. "No one ha* discovered the specific causes of accidents. We all know that speed and reckless driving kill thou sands. But what makes one driver speed, and another reckless?" Professor Hurd loesn't have the slightest idea that it could be malnutrition. He ha* probably been brought up in the tradition that anyone who '.Iiinki in terms of malnutrition as a cause fj disease is a food faddist. Dr. Stanley Mohter, director of the Civil Aeromedical Research Institute, tn a recent speech at Oklahoma City (Allentown Morn ing Call, October 22, 1962) indicted the human factor as an important key to avia ton stately. He said that man's reflexes, cental capabilities and judgment have not improved while airplanes progressed irom "ittly 90 mile an hour biplanes to sleek jets tiat travel seven! times the speed of sound. He said the human factor, man's propensity make error*, is closely linked with 9 out si 10 air accidents. Dr, Mohler s suggestions include a mild electrical shock which would cause mild pain but alert the pilot This une effect could be produced through super nutrition. So there is a job to do, and it is up to you rodent-prevention people to bring this mat ter to the attention o! government and medical authorities, so that they may begin '> investigate it. In the meantime, the truck ing industry can and should protect itself by finding means of raising the nutritional level of its drivers. They should make avail able vitamins at cost- They should distribute tfiflets to them from time to time, taking up one simple aspect of the subject at a time. But the matt important suggestion I have to offer is for trucking companies in an area to band together in a group project of de veloping their own truck stops or canteens where the nutrition can be maintained at a high level, where vitamins and food supple ments would be on sale, and where other uses could be made of the places aside from nutrition. These places could be son of clubs, with feature* that would be conducive to the enjoyment an** to the relaxation of the drivers. We must remember, of course, that the results obtained by the Boutell Company were wills natural, non-synthetic vitamins. You nav have heard some people express the opinion that there is no difference be tween natural vitamins and those manufac tured m a laboratory. Those who hold such an opinion may be sincere; but they are also ignorant. Pantothenic acid, one ot the B vitamins, is known to be valuable for detoxifying such systemic poisons as DDT, strychnine, sulfa drugs, streptomycin and cortisone. But, ac cording to booklet number 6, 1948, of the Lee Foundation of Nutritional Research in Milwaukee, "Pantothenic acid ... is a vita min now commercially available only in syn thetic form. Probably this is the reason for it* effect ot causing a loss of sex function, particularly in females." Natural vitamin D, found in halibut and cod liver oils, is well known to promote health, growth, and the ahrorption of cal cium for good bones and teeth. Synthetic vitamin D in the laboratory products Vioiterol and Vigantol is poisonous, it is pointed out tn the Journal of Ike American Medical Association (2 JG;I208-12IS, 1946). The Canadian Medical Association Journal (voL 44. p. 20, 1941) reports the failure of synthetic vitamin B to cure 15 cases of skin disease. Treatment with yeast or liver ex tract, containing the natural vitamin, brought marked improvement. The British publication, Aafurc (Jan. 1, 1952) reports that Laboratory animals treated for fragility of the blood vessel wall* failed to respond to synthetic vitamin C, but were cured by peppers, a food containing the vita min naturally. On September 10, 1962, Ames 4! S'ahonai Safety C'in-jres.t and Ludwig, a research learn, reported to the American Chemical Society that syn thetic vitamin E has only H per cent of the biological activity of the natural vitamin E. There are hundreds Of such examples leading to one inescapable conclusion. Despite (he scepticism of the ignorant, sovmhetic vitamins arc sometimes a danger to health, but natural vitamins are valuable and neces-vary to vigorous life free of sickness. In review, I will give you the names ot the various vitamin* and food supplement* tliat I lave mentioned. There are vitamins B, C and . Vitamin A in the form of halibut oil peries includes vitamin D. There t< desiccated liver and sunflower seeds, bone meal and the avoidance of sugar. There should be a high protein diet with a good heavy breakfast, and no sandwiches. That about covers it for this time. There is much mom to the sub/ect and 1 would be glad to otter my assistance in going further into tlm problem. I forgot to mention that at the request ot Mr. jfacobson of The Boutelt Co., { am trying to interest several companies m get ting out a canned product that the truck driver can carry, which would give him a highly nutritious, quick ptek-me-up, a health ful, and yet delicious, combination of tooth. HUMAN ENGINEERING FAYS EXTRA DIVIDENDS By J. J. HAYES Management Training Superintendent, United Air Lines, Inc. Chicago, III. The 1 want to deliver to jon i actually very simple, it i* eentially this: that people wiio are involved in accidents arc probably not doing, in !< rm*e*. what thev Kflti t>' l>e doing or what they are *cn to be doing when we oherve them. For ex Ample, a m.ui who rear-ended a car at a i-icp sign a couple ot weeks ago was not driving hi* car at the time. A woman who ha* a fire on the kitchen stove while she t* rooking is not actually cooking at the time. \ man who wrecked a truck at the airport by driving into a steel post was not driving the truck at the time. A man who hurt his knee quite badly while skiing last wmter was not actually skiing at that time. \'nw, in attempting to explain this. I start ot? by suggesting that an accident is a re sult at behavior. If we think of things in <erms of causes and effects, m order to change the consequences of human behavior we might have to examine what the behavior is--what people are doing at the time these consequences develop. Moreover, we might have to look at motivations that lead to that kind of behavior- There is a great deal of confusion about this. To illustrate, (he classic response to the simple question, "Why does the chicken cross I c maiir i- "t< ct <*n the mtirr side ` J'*:t li ><>ti think for a minute, that tv not the reason it crosses the road. It'* the result m luiving crossed the road- The question is still "Why did the chicken cross the road?" \\*. rsm'i determine causes of accidents or why chickens cross roads if they are merely gninv in assign result* as being caues. Now, 1 suspect that this confusion t t cause and effects probably characterises m>-M accident reports. The mayor iiad an accident (wcause he was driving on the wrong vide <1 (he road!. Well, now f would suggest ti.*: maybe hi* being on the wrong side of U:t road was the result of hU behavior, not the <auc of it. The fact that he was dome what he was doing for whatever reasons he had for doing it. put him on the wrong ti>ft of the rood. Consider the man who rammed the other car because he was not paying attention i tlie car ahead. I would suggest that the fact that lie was not watching the car ahead the result of whatever it was he was doing, and not the cause. Too much safety prevention activity may he based upon this kind of conclusion be tween cause and effect. If that's so. we have spent a great deal of time attempting tr- i.'niiniier(iat Peinc/e Setlion ilt tlvc systematic behavior--that is, alter* nit the effects of behavior systems, rather than making any concrete efforts toward modifying the behavior itself or the causes which lie behind it is a contest between the males for the favor or attention ot the females, or vice versa. A man may be punishing his wife and humili ating her or vice versa. All kinds of things go on m rard games besides playing curil*. There are three tawc assumptions in volved in the preceding concept. The first ts that all human behavior, regardless of its vomequenee* or nature, is aimed toward Home goal; it has tome kind of jiurpose behind it. Now, for the most part, I think dial people pursue a number of goals at one nine, behavior, m other words, occurs at -ever*! levels Consider a horse swimming across a stream. At the same time that he is swimming across the stream, he can be riglitmg to breathe, to keep his head above tne water; he can be thinking of the horse dirad; he can be thinking in terms of the reen grass on the ether -nte oi the stream. In oilier word*, you can't look at a horse swimming a stream and -ay he is just swim- the stream. There can be a number of jther thtngs going on. 1 wonder if this complication in behavior iWsn't operate m all other situations- People Ate not just rational, problem-solving, taskarccfTtpluhmg mechanisms like machines, Kach nf us brings to anv situation certain jiftits that we Have beyond psychological need*. We all strive for recognition, w-e <inve for security and safety, and we strive ifr prestige, esteem, opportunity, recogni tion. etc. Now, a man use* hi* role in the work place, whether he's the worker or the president of the company, in order to gain stisfaetion of those needs. He is motivated more by those needs than he i* by the exter nally imposed goals, such as getting the truck through on time, or accomplishing wliatevcr task he is assigned. When people work together, they are not r.nly doing their fobs; they are also relating u, nne another in such a way as to gratify nt of those needs. They are trying to punish some members of the group to re ward others and to control still others. All of these personal and social needs operate concomitantly with the tasks the peop.e ore attempting to accomplish. You see the same thing in a card game. The next time you're playing bridge with your wife and another couple, watch and see what's going on. It -items itke it is just a card gome, but if you lay attention, you'll discover that it isn't. It People bring to all of their affairs their personal needs as human beings; these are the things which we normally don't see when we are observing accidents or other point!, of behavior. The second assumption is that there is a kind of economics that touches on our affairs, our activities nr behavior. Tint i> the economics of scarcity. Each of us ha* only a certain amount of time to devote tu any given situation, or a certain amount ot tension ihat we can expend. There Has to be some kind of balance between the tasks we Ilave to accomplish. There are objective goals which are imposed upon us by some body else--by the organization or by the job itself. There has to be some kind of balance between the time, tension and energy that we give to these goals and the time, tension and energy which we must reserve for the resolution of our personal needs as human beings. The task therefore frequently becomes merely a stage. The job of driving a truck, working at the desk, or working in the office, becomes a kind of vehicle which all of us tend to approach as the resolution of oar personal needs as human beings. If the nature of the task is in conflict with the nature of our own needs, we are quite likely in this economizing to set aside the formal goals of the organization for work of our own. There are many examples of people working in the direction of some personal goal which conflicts with their "getting the job done on time." This applies to executives as well as to workers. The third principle, that private needs eocne first, arises out of this conflict. First things come first to alt men. I'm first and you're first. The organization and its tasks and objectives are merely the vehicles by which w* try to gratify our personal need*. If tbev come into conflict, it's too bad. The organization's chances are mi. Furthermore, our needs operate on both conscious and sub conscious level*. One can be consciously pre occupied in working out certain kinds of needs--to obtain them or to go around, get over or destroy obstacle* <.t frustrations /V*/ -Vationai Sajttv t **/* winch he in the way of our goal-. Or we can <Ju this subeocidouslv. In direct attack on the murce ni trustraions job security is touched upon by the nature of the task itself or bv some cliange dm $ being initiated in the fade. Aggres sive behavior is very common in industry. Unionism, in a manner of speaking, is a iorm of aggressive behavior. But we don't have to do this consciously. In our aggres sions trr frustrations, we don't even have to pick on the real source ni the frustration. lot of behavior can only be captained in terms of re-direettoa By that I mean the translation of the target of ones aggressions item the real source to nmc *m`er or more rr.Bvcnient target. For example, there are litose kids who can punch the heil out of everyone else, and no one can punch them. There are aiso those kids who can't punch anyone. They can't take out their aggression* on the people who are the real source, so what do they do? They go home and lack the e*t and Mama 'jyv what are you picking on the cat for? They don't know. \ggre*sions can also be directed to one* self. If you can't kick the person, the situa tion or the circumstance which is frustrat ing you and you can't find a convenient cat to kick, you can use yourself. Inwardly directed aggression, self-punishment, is prob ably what leads to most accident proneness, Mos? studies on accident proneness suggest that the people who are accident prone arc frequently punishing themselves. Some con sider themselves failures. Other subconscious preoccupations which can lead to accidents involve such things as -flowing off and hnrteplav. The need for recognition often takes this form when it ha* been frustrated elsewhere. The only people who can realize much attainment of their needs for status and recognition arc the top men, the executives managers, and foremen. The poor guy who has been passed up .19 times during his life, and is never omg to be promoted frequently has to 'tnve to attain his need* for status and rec ognition by showing off in one way or the other. Consciously or subconsciously, all acci dents probably serve some purpose. Psychol ogists have been saying this now for 50 .ears. If you examine accident*, you will uualiv find that underneath there is j reason. I tested the three preceding assump tions m my preliminary planning for this meeting. Of course, my span of scientific method was extremely limited; I didn't get a chance to do everything appropriate to study the issue. Those example* that I men tioned at the beginning of accidents involv ing people who are not doing what they seem to be doing were actual cases and t went to the people who were involved and I asked them about the accident. I found out that the man who rear-ended another car at a stop sign on the way to work was not driving his car part of the time. He wa* havmc an imaginary debate with his boss over a chewing out that he had gotten the day before. He was thtnkine about that and not watching the car ahead. The consequence of this imaginary day dream was that he ran into that car. I cited another instance, a woman who had a fire m her kitehm I asked her what she was doing at the time. She was teaching her kids; she wasn't cooking. She had aban doned cooking for the moment and had gone into the living room to teach the kids not to do liand spring* there. I also talked to the man who had wrecked a truck by run ning into a *teel post imbedded in concrete. He said that he had been taking out some aggressions on that truck. His boss had humiliated him: there was no cat to kick, so he went out there and started to use that truck. You can get one of those trucks to almost 25 mph in low gear it you hold your foot on the accelerator long enough. And that's what he wa; doing. The man who sprained his knee skiing was me. I Marched my memory and I can't remember if there were any women there that I wanted to show off for. Maybe I wa just showing off to myself. In any event, l was attempting to demonstrate that a man 4? years old can ski like a man 27 years oldI found out I couldn't but anyway I was trying. Real behavior, not what we see or what it seems that people are doing, but what i* rally going on probably explains most acci dents, To reduce accidents, we have to look at the real behavior and the motivations, fre quently the frustrations, that lie behind that behavior. Now. 1 won't pretend that all of these problems ran be solved, but many or 44 Commercial Vehicle Section item can be- The principle of human exist-nee for American adult males in this coun try i* the work place. Most or the frustra tions, most of the thing* that we think about, dream about, hope tor, fear, and prav about are things that have to do wttn the work l.lace. Problems that grow out of truM ra tions m the work place can probably be viived. Problems that grow out of home relationships, marital problems prohablv can not be resolved. In any event, the work place as it stands l-rfiav, i< generally not organized lo take into account this kind of investigation. By and large, m American industry- todav the work place ts organized on the basis t the logics t control. This is the basis of management bierature; it is the underlined theory of the scientific management and the industrial en gineering approach But it is not the under lined theory of the human engineering ap proach. There are two different Mandards, mo different steps, two different sv stems of logic. Human engineering involves the man agement oi people; industrial engineering involves the management of thing*. The dif ference i$ that things are passive and have no needs. People arc not passive; they do care and they do have needs. In the work place, as commonly organized nday, the needs of the individual which he can bring there are automatically selected. The opportunity of the average worker-- die one who is most involved in accidents-- tor participation in the affair* :md decisions which affect him, for gaining status and recognition, for realizing those need* which 'ake him human, is largely disregarded. The work place i* organized around eco nomics, Thus, people arc trimmed on a bread scale, and frustrations lead to aggres sive behavior, and aggressive behavior leads to accidents. Frustration is directly behind imlustrv's three most costly personnel problems; the three A'*, Absenteeism costs American in dustry nine billion dollars a sear- Accidents cost American industry three billion dollars a vrar Alcoholism costs American industry one billion dollars a year. People drink be cause they're frustrated--because thev can't find a resolution to their problems. People lave accidents because they arc frustrated-- because they can't oUe ihcir problem*. Peo ple are ick tyou can put that word either straight or in quotation mark*; there is very little difference tn being really sick and just being "sick" oi your work}, bv and large, because they have problems and they can't wive them. How to deal with frustrations is the real problem, and if you don't care about the personal needs of the people in the work place, you will continue to pay the price of the three A*. And the three A's are only a small part. Aggressive behavior tn the form of restrictive work practices--a half-day'* work for a full-day's pay--are al*o pert of the costs. We think we can create *afrtv slogans until the "cow- come home/' But, we are wasting our time unless we can get to the behavior that leads to accidents and the motivations which leads to that beSiavior (food safety is good management. Its good human engineering, managing the environ ment in such a w-ay that it is a good place to work--that is to say, a place where a man ean find satisfaction as a human being. It is also a *are place to work and vice versa. PROFITING FROM SUCCESS By w. o. ball Automotive Safety Supervisor, Ashland 03 ft Refining Co. Ashland, Xy. It wasn't the multi-car truck accidents, -crimi* tmuries, deaths, or large number of *nily accidents that caused us our concern *omc fifteen years ago. It was the ragged irwifcing fleets with the banged up fenders. bent bumpers, dented and scratched trailers and tack of knowledge a* to how they got in this condition. We found out very quick ly that our terminal managers, dispatchers and drivers were considering minor accidents 45 Xational Softly Congress i* part of the every dav operational prob lem, This idea had to be changed if we were tn improve the appearance ot our fleets. Also, minor accidents had to be eliminated before they M to major accidents. How does one So this? We checked with other trucking companies and insurance companies for their ideas. After a considerable amount of time and -indy, we decided to use the National Safety Council Fleet Contest and Driver Award Program as one step in correcting this situa tion. We liked the rules of reportability and prcvcntabilitv. The two rules seemed to be very tough, but we felt some things had to i#e tough if we were to correct this situation. Also, the National Safety Council program was recomputed nation wide and many of our terminals were scattered throughout eastern United States. special meetings were Held with all driv ers, managers and dispatchers. Details of the programs were gone over with them and other company incentives for drivers were added. These were threefold -- monetary, driver uniforms, and coupon type awards. Regular safety meetings were started at most locations, plus two large annual meet ings. One. a stag dinner meeting in the opting, and the other, the annual safety award banquet for men and their wives m the fall, 'This particular meeting for the men and their wives has always been a wellplanned affair with the Chairman of the Hoard, President or a Vice President mak ing the main address of the evening and passing out the individual awards personally 10 each driver. A considerable amount of publicity is given to this annual affair--pic tures taken, news releases issued for home town papers, and several stories carried in the company publication. At the beginning of our program fifteen >rars ago, we took out some IsO driver mem- brrshiji* r.nd entered five fleets m the Na tional Safety Council Fleet Contest- I might add, we did not expect to win any fleet con test at that time. Our first year frequency rate was 3.82 or 38.20 as figured today. Even with this high frequency rate, our fleets be gan to took better. Several drivers were penalized the first year or two for failure to report minor accidents and others lost their awards for minor accidents, the same as they did for major accidents, ihe drivers. dispatchers and terminal manager* realized the company waa looking at minor accidents in the same way it was looking at trtiior accidents. Many drivers started earning their Na tional Safety Council awards as well as the o-runpany awards. Those who did not, real ized it could be done. 'They also realized they were losing money, honor and recogni tion. For eight long years, more and more drivers earned awards. The frequency rate continued downward and the fleet's appear ance improved tremendously. Then, tor .ibout three or four years, the number of accidents per year and the frequovey rate uayed about the same, between 1 and JJSJ. We thought this was about as Sow as we were going to You know some of the thinking: the . w of average, being in the wrong place at u.e right time, etc But after * careful study of our drivers and accidents, we found about 70 per cent of our problems were still in a category that could lie im proved on. We started a driver attitude program and -m accident elimination program- We have found that certain types of accidents can be eliminated and that attitudes can be changed or improved With the proper attitude to ward his job, his fellow man and his com pany, most properly trained driven can t-e accident free drivers. Our overall frequency rate is on a downward trend again. Three *<t our fleets have won National Safetv Council Fleet Contest Awards, which w considered practically impossible fifteen year* ago. By the way, most of our units on the road today have very few dents, scratches bangs, or bumps. I believe one of the greatest factors in a successful program is following the rules to the letter. Thi* we have tried to do to the best of our ability over the past fifteen years. I suppose the hardest thing to sell to a timer is that his personal loss of award* is just as great for a minor accident. one costing as little as $1,00, as it is for an ac cident costing $3,000. But they can be made to understand and must be made to under* Hand, it tills program is to be of any value. Our terminal managers, dispatchers and drivers now realize that any type of acci dent is bad. They have a good attitude, the:, show pride in their accomplishment*, and 46 Cmitmrrnal f''(hide ScrfMii have faith m die program, as well as the desire to be the best, or as good as the best, operating on the highway today. These are a few ot the things that have brought our drivers and our fleets to the place where they are today, and they will be some of the tilings that will take them a* !.ir a* wc waul them r. *?n m She tuturc By H. E. BECK Superintendent of Transportation, Wilson Storage & Transfer Co., Sioux Kalis, S. D. t liaie been asked to e!l of our etv prugram and some of the technique* em ployed tn our fleet. There are several tilings that help to produce a satisfactory fleet -sictv program, iml I would like to cover three of them: mainly, (he selection ot a driver, the follow up training of a driver iind incentives or awards. 1 will first explain our procedure in se lecting a road driver. Upon getting a com[dele, detailed application, the driver is given an eye check by the safety director. This eye check is done by ihe use of a kev-tone Tckfemocular. It the driver does not pass this test, we do not give any further tests. If the applicant passes the eve test. lie is then given other tests, consisting of the: held of vision, distance judgment, glare acu ity, eye-foot reaction, and steadine** tets. He is also given three written tests, consist ing of a test of I.CC ywfety regulation*, a -peed and accuracy test, and a test of speed \fter these te*tv have been successfully j*assed, the man is sent to our company doctor for a physical. This is not just a quick physical, given by many doctors be cause management does not care to spend the fee far a good physical. When all of the mentioned routines have i>een taken care of, the new employee or driver is put to work, not as a driver, hut as a dock cinpluvec or ., a city delivers1 driver, tor at leat 30 days. The lime de ment of 30 dav* before becoming a road driver is u*ed to send out letters and make phone calls to check the past record o> the new employee. This 30 day period also give* management time to observe the employee and get a chance to know him a little as an individual. During this baste A) days, a drivertrainer is required to check the man on his abiinv a* a driver, taking an mtcrcM tn his driving habit* and the way he handle* the equipment on the highway. The drivertrainer also acquaints the future driver with various paper work that must be done when he is a driver. Then the employee is rcadv for his first trip, which ihe dm-er-trainer takes with him. Upon completion of the first trip, a report is made to the safety director, who then eitfter approves or dis approves of the man's becoming a mad driver trom all the available information. Our follow up training of a driver cm* sims of our driver-trainer riding with our drivers at least once in three months. Also, our drivers are often lollawed by someone from the satety department. The award* civen to our drivers are iti` expensive, and are given as follows: Mm Tear Second Tear Third Tear Fourth Tear Fifth Tear Sixth Tear Tenth Tear Key Chain K*y Chain Key Chain Key Chats Key Chats Key Chain Key Cham Shoulder Fateh Shoulder Patch Shoulder Patch Shoulder Patch Shoulder Patch Shoulder Patch Should*? Fateh l. D. Card 1. D. Card ? D. Card t. D, Card 2. D. Card E. >. Card E, D. Card Belt Buckle Ball Pen Lighter Jacket Pencil Watch The seventh through ninth vear awards have not been picked yet, as the safety pro cram has not been in force this long, so far .is, awards ire concerned. What will be civen beyond the tenth sear will be picked x* the program grows. A* I have stated before, the awards arc inexpensive. We have tried more expensive awards, but the reults were not as good as they have teen tatelv f might sav that nearly all of our awards are purchased from the Nation:*! Safety Council. in closing, I would like to say this, fair treatment oi drivers will go a long way in getting a good safe driving attitude among sour driver*, ft ha* done wonders with nr drivers. 47 I**!.' Xattonal Safely c'./wpr.v By W. P. BOWLING Director, Safety it Claims, Virginia Trautwayi, Charlottesville, Va. Njjucanc once said: "Our eves ate placed '?t front tcause it is more important to look ahead than to look back." Vet, on the other hand, we have an equally well known quota* non to the effect that "It is only by knowing what has gone on before that wc will best know how to proceed in the future." So it would seem that both these bits of advice would be appropriate in developing our sub ject. "Profiting From Success." We must look to the future, devising ways and means w> improve our safety records, yet in doing 'hi*, we would be entirely amiss if wc did not take a look at the past tn order to protit trom the methods and ideas that Itave alicady proven successful. Now I don't think an;one on tins platform or in the rntwe Saiety Council would, for a minute, pretend to have ait of the answers *>n this business ot eliminating accidents, i io, however, think that al! of us can profit from the success of others--not by adopting anybody's saiety program tn masse, but rather by picking up ideas, suggestions and jititmicks, that would be particularly adapt* able to our own operations, and then mold ing a complete program to suit these needs. The group of companies with whom I am associated includes four comparatively s.'wll aty transit companies and one inter city bus operation, Virginia Trailways, op erating primarily ut Virginia and surround ing states. All of these companies are active members of the Council and participate an nually in the National Safety Contests. We have been very fortunate in the past in facing a total ot nine first-place plaques in our possession. And we ask ourselves why. Certainly. I agree whole-heartily with what has been said many times--that selec tion, training and supervision are of basic importance in any safety program, We be* beve, however, that a continuing and effec tive safety program must go far beyond these basic ingredients. We feel the most valuable and, by far, most ci-cntiaf element is an intangible we trail `'desire." We are convinced that unless the man lumseif oonfx to drive safely, he will not be a safe dnver. To boil this down, then, our philosophy toward maintaining a good driving record would be just this: `Never try to moke a man drive safely; m-trad make him itant to drive safely " To this end, we are firm believers in incentives; in saiety contests; in welt-planned saiety meeting?; in good communications between management and operating person nel; and above all, tn down-to-earth personal supervision. As an example, several years ago our Richmond Division of Trailways, operating some '6 round trips daily over that death trap between Richmond and Washington known as V- S. 1, compiled a total of nearly a million and a quarter miles without an accident. This division was in competition with our other seven divisions in a company safety conies:, and as they began going through month after month without an accident, interest and enthusiasm began to mount day b> day. it finally reached the point where no man ever left the Richmond terminal without at least three or four different people--super visors, dispatchers, fellow operators--talking with him and reminding him cf the record they were working on. We even found that several of the operators would, during their days off, come ta the terminal just to talk about saiety, to counsel the newer operators, and to make sure that each man would put lus very best defensive driving tactics to full use during his next trip. Well, this may have been going to the extreme, but it proved to us beyond doubt that these men had a real desire to operate those buses safely, and because of that desire, they did drive without accident! So, in closing, permit me to retrrate our basic philosophy ; "Never try to make a man drive safely; instead make him tucxf to drive safety'" m f%`'iitmtrciaf Vthide Sethem By M. T. FINK Supervisor of Safety Certamteed Products Corp., Paoli, Pa. We have come a long way, from a poor the drivers' name on the left front. Driver* or average accident experience to a good record during the past ten years. We have attained our goal--to train our drivers tu were required to shaie dailv. Grooming w.ts 3 must, fhe supervisor could and would deny a wheel to a driver who could not pass be "gentlemen," not gate crashers, or rather this examination. As we said, this gave us highway crashers. How we accomplished <t bit ot trouble; however when the driver* this cost reduction through accident reduc realised that wc would not case these stand tion would be a lengthy, dry presentation. ards, they cooperated. We will endeavor to pinpoint the highlights t. Inspection of vehicle and reports. >r the ideas that we believe were the main factors in getting our program across to Before starting on a trip, the dnver cheek* the drivers. to see that the vehicle is m proper working order. He checks the log whether anv de We went to the drivers for help. We had fect* were reported by the previous driver. gripe sessions, recommendations were as When defects have been reported, it ts his plentiful as die* nn a dead horse; some good. a lot verv had. W tritieixtd the drivers and they retaliated. Out ot this chaos our program developed. 1. Build up the job or prestige. responsibility to check with the maintenance supervisor whether the condition has been corrected. When returning to the base he is required to immediately file a Vehicle Re port Such items as lights, horn, wiper*, AU of the driven were required to take driving tests. Two were rejected, ir, they brakes, tires, etc, are checked off whether they are m good order or unsafe N'o ve were assigned work ;n the plant. hicle is permitted to be driven until the con _. Physical examination. dition is corrected, A rigid physical examination given to 5. Awards. each dnver. Four were required to wear corrective glasses. k social hour and dinner is held anmiall>. The insurance earner presents mileage The medical examination is required an* awards to drivers who Itave attained good nually, also when a driver is cos sick leave drums records. These awards are based on i&r 10 days or more or when we may have 100,000 miles. Each 100,000 miles accumu doubts of the man's physical condition. The lated cams a pin of greater value. Manage 'ompany pays for the time and the costs *n the examination. In addition, drivers ment present* a wallet of excellent quality to drivers who have accumulated one million were asked to inform their supervisor when they did not feel up to par. Substitute drivers nules of safe driving. The wallets are im printed with the name ot the driver, the were available The driver would be as signed to a job in the plant. company name and the inscription--"One Million Mtle Club." This award is very highly He received tvondecfut cooperation from prieed. Al the pre*ent time, 30 per cent of the drivers. Set end times when illness or our driver* have received this award. High trouble invaded the emplo>ee's family, the way patrol officials addre** these groups. alignment lasted two, three or more monthsIt was our opinion that a worried or tired The drivers invite their wives tn the award dinner. driver had no business behind the wheel of 6- Aids. .i truck. They were not penalised financially Safety meetings are conducted each month. and we must sav that "gold bricking" Inci dents were very few. Films, sound slides, and bulletins are used. Open discussion i* encouraged. We find this 5. Physical appearance. to be the best aid to our program. Acci This one gave us a bit of trouble; Drivers dents, near accident* and traffic violation* were required to wear clean uniforms while driving or on company business. The uni- are very thoroughly discussed. With the great improvement in the safety record, vio iorms consisted of a military type haC, shirt slacks and a jacket. The shirt and jacket have the company name across the back and lations have dropped oft' to a point wnere a violation is a rare item. We have a set ot safety rule?, very few m number. 49 196} Xulional Safety t'unprvj VII accident* are charge*! to the driver Atieilier preventable or not. Also any dam age to building** docks or other property. T'lii* rute did create some dissension as the driver* were of the opinion that oniy acci dents involving other vehicle* and if our driver is liable should be charged. We be lieve tliat the record of driving in consecu tive years with a zero frequency is due to Hie strict rule of charging accidents. We have completed the third consecutive tear without having an> of our drivers in volved in a personal injury accident either to himself or any other person. The excel lent two-year record was broken when a driver backing hi* truck t>* a drk, dipped the supporting jw*t oi the d*<k. damages Sf* Our drivers have a minimum of live year* truck driving experience. Turnover of per sonnel is rut Three substitute driver* have better ilian 50.000 accident free miles. In conclusion, we have attained cost reduc tion through accident prevention. We stres the point. "Gentlemen Of The Highways' merit respect from other drivers, not sum mons and citations from police and court officials. A good driver is a safe driver not only to iIh? company, hut to nim*etr. Onlv driver* will operate our if. hicle*- B? R. J. HOBSON Safety Director, Jack Cooper Transport Co,, Kansas City. Mo. I have been asked to pass onto you what, m my opinion, ha* made our company a hr>t place winner in the National Safety Contest (automobile transport division). i. In our company, we have verv good communication between our drivers and the Mtcty and claims department. Both safety 'Uj*msor* and myself spend a considerable amount of lime in our driver*' room dis* ;u**ing various safety activities with small group* of drivers. } Every effort is made in our company tn help the drivers with their personal prob lem* when they ask our assistance for such thtnes as their wife being involved in an .(evident with the personal car. or some of their children being involved in something. 3, Weekly safety meetings are held with ihe drivers and we constantly strive to keep the safety policies of our tompan> and auty policies ot the various federal and .late government agencies ui front of them ;<t all times, not necessarily by bulletin but by discussing them at these weekly safety meetings. 4. We have two full-time road cars on the road. However, we have eliminated our p4tro! cars from making speed checks only or tallowing checks of our equipment on the highway only. Whenever our safety super visors check a unit on the road, we not oniy follow the unit for some distance, but we stop the unit and give the driver and the piece of equipment, the cargo, the driver's log*, etc, 4 complete check, At that time, we listen in the driver's gripe*--it he ha* any--about the shop, dispatch r-c any other department'in our organization. The report is written at tht time and the driver is given a copy of all reports re gardless oi wltether we find anv violations or not. After the driver if given his copv <ii the report, his gripe*--if anv--are then put on the report. The report is turned over to the safety department rod ail of the gripes are very rigidly checked out to see whether or not they have any foundation, 5. We follow through on all complaints from John Q. Puhlie; we check them very thoroughly and discuss them, m private, with the driver involved. We also follow through on alt complimentary letters :rom the public and always see that our drivers are compen sated for their help out on the mi perhapby being --^minated "Driver of the Month." Should a driver be nominated "Driver of the Month," the company furnishes him with a complete new uniform or gives hint something comparable to the price of a uniform. Xo complaint or compliment is loo small for us to follow through. 6. All accidents involving the driver are checked by the safety department. We feel that when the drivers know someone from the safety department will personally check the accident, they* will be more alert to avoid them. 7. In disciplining the drivers, we are firm, hut fair, with all. 50 CoiHtwrt'utt 1'V/nV/v V*fi" THE ECONOMICS OF COMMUNICATIONS By L. W. BAKER Manager, Information & Community Services. AUis-Chalmers Manufacturing Co. Milwaukee, Wts. ft- .s.e ptneral subject of communication, f want to mention some information from the "Srys.il Sriencc Reporter." An article discussed a University of Minnesota study of I0Q companies, regarding the pattern of 'dropoff" in communication from the top down. This pattern was shown: k'tee presi dents understand 07 per cent ot what they hear from the board of directors and top management; at the general supervisor level, per cent of the same information sur vive*,* hv the time it reaches the plant man ager. the level is down to 40 per cent; among foremen, u dip* to 30 per cent, and among individual workers, the level of un derstanding is 0 per cent. In other words, 'me out ot five messages from the top gets through to the men on the line. What is the reason for this heavy loss in c<vnrmmteaton ? And what can be done about it? According to the Minnesota peo ple, top management does not have a good understanding ot the attitudes, opinions, ideas and suggestions of the people at the bottom of the business structure. Down ward eommumeahen will be significantly im proved m efficiency only when top manage ment acquires a better understanding oi t! e preceding factors. ffiie of the wavs suggested to reduce the t"*' is the cultivation of good listening ' ain't* in everyone in the business--top man agement. general supervisors, plant mansser*. foremen and individual workers. The article ai*- pointed out, that in verbal com munication. the mind moves faster than the voice. Mot adults think four times as fit as they talk. The average American speaks at a rate of 125 words a minute among his tAnulv and friends, and 100 words a minute in front of an audience. Yet most ot u* think at a "cruising speed" of 400 to 500 word* a minute. A* a result, most speakers have trouble Hiding their audiences' attention. Most au dience* think circles around speakers, or ? lost on tangents. Thus learning from likening operates at an average efficiency of oniy 25 per cent. Two days after a talk. ouve forgotten three-fourth* of what >ou heard. From those observations nn general communication, let u* move to the more specific subject, communication for safety. What are we trying to accomplish when we communicate tor safety? Our real ob jective is to communicate effectively wtih people, to communicate in a way that ha* an effect, that leads to a desired action or result. Effective safety communication * that which result* in people thinking more safely, acting more safely, and living more safely. From the standpoint of industrial safety, the objective is to communicate *o effectively that you see an obvious, prac tical result, reduction in severity and fre quency rates, if we accept this objective, let us cenrider how we should earrv on effective safety communication to reach the goal. There are a lot of way* to communicate, many media to get safety messages--and other message* --across to people. These media can be sub divided by the method of communication used. The first category, I call environmental media, and it includes such things as: 1. The absence of mechanical guards on machines, the lack of adequate warning signs, when these things are needed. 1 Careless, unsafe behavior on the part of the supervisor. 3. The preceding items are negative as pects of environment communication. Thev can be turned around for the positive effect. Thus, the installation of all necessary me chanical safeguards and warning signs, in dicate that the employee i* working in nn environment, managed by people who believe in safety. The supervisor who acts ui a careful and safe manner communicates the attitude of a safety minded management. The other environmental media are more commonplace. There are the visuals--ban ners over plant gates or across large shop areas; films, both slide and movie; special exhibits and displays, preferably portable. they may be moved from one location to IV<>Z S'ationat Safety Congress another. There are also items to be worn-- button*, pin*. and pocket protectors. The next media category is very large, .uid widely used in sat'ciy communiration; it ts the written word, the use of printed materials, in this category fail: employee publications; the magazines and newspapers issued by most companies these days; parr phlets and folders, used as employee hand out material; letters mailed to employees* homes; special safety reports, such as an innuai record of figures on the past year's accident trends and accomplishments; letters and reports to supervisory management Finally, there is the category or oral com munications. This is the most common and is used more frequently than any other. If the categories can be rated from the stand point ot importance, ! suggest that the oral media are the most important, and can be the most effective. There is more than one wav 1 could substantiate this statement, but one good reference is a leading opinion research organization. According to this report, when informa tion is the prime objective in employee com munications, printed media are best suited for the job; these are the employee publi cations, letters, and bulletins referred to a moment ago. These media lend themselves to repetition; they can be easily distributed, and their contents can be controlled and ad justed to meet specific situations. However, when motivation i* the object, and this is ;ui important aspect of safety messages, word of mouth communication is better. Person-to-person channels are adaptable to the individual employee's interests; they meet his desire for participation and pro ride a direct feedback channel for him to expiets himself. Safety messages conveyed to employees in group meetings fall in the oral or personto-person category'. These may be conducted by the supervisor or by a staff safety repre sentative. Oral communications between the staff safety representative and the supervisor are important in conducting a total safety program. Topmost in importance, however, it the supervisor-employee relationsliip. From the standpoint of safety messages, this is the primary oral communications. It fol lows that the supervisor-employee communi cation is the number one of any media. All other communications are realty a support program to reinforce this personal safety eummunication with the supervisor. Now two quick observations--one favor able to those of you interested in more effective safety communications, the other posing an obstacle. On the positive side, most managers rank safety as a must in employee communications. This has been reported in a national opinion survey. In my own company, we conducted a communi cations seminar last year. In advance of this, we sent questionnaires to plant man agers on subjects pertinent to the seminar. One portion asked the plant managers to survey a list of 23 topics for communica tions, and rank them as t<ry important-- important--not very important. We found that the entire group of managers ranked f-snly three topics as very important to em ployee communications, one of these topics v. safety. Management does want to talk safety. J'aw--About the obstacle. Survey reports -how that when employees are asked to state their information needs, the majority say. in effect, that they are well enough informed uo safety. Yet there has to be constant communications with, employees on safely. n order to keep the subject alive in their minds. A recommended way to overcome this obstacle is to link safety with other -.objects. Instead of straight safety re minders. such as work safely or drive safely, safety information can be linked with useful vuggestions on handling materials, operating machine guards, good housekeeping, or with suggestions on how to improve driving stdIU, Mich as how to drive on icy reads, who ha* the right of way in traffic circles. frt connection with the use of media, f can't refrain from recommending the ex tremely comprehensive "Everywhere ... all the time!" program of the National Safet* Council. I feel free if not compelled--t<> riv* it high endorsement, as this program was originally developed by Al!is-Chalmer` people. It most certainly demonstrates how to use a variety of media to make safetv messages effective. We would all like more dependable wan to weigh the effectivoies* of the media we use The search for testing effectivene** goes on constantly in every field of com munication. Even though we can't be sure, we must always keep trying to find out. Comments and reactions of supervisors, em ployee feedbacks, studies and surveys, can ill be helpful in determining the effective ",.nunern,ii I'ehtW* Section ness oi safety messages. Ten tip* for effec tive safety communications are offered tor j our consideration. 1, Know your safety communications ob jectives. You/ safety communications ought to be aimed at the main causes of accidents. These :au*es stem from the human elements, the employee and supervisor, and from the .vorking conditions. Your objective should be to eliminate all lost-time accidents ... to reach zero frequency and hold it, through information, education, motivation and in spiration The humanitarian aspects of this :-bjecti\e are obvious. The economic as pects are equally important, not only bcause of reduction in compensation costs, but also because a safe operation is gen erally a more efficient operation. 2. Establish your safety communications if.annels all the way from top management down to the individual employee. Your safety communications must come from the top. This doesn't mean the presi dent or board chairman must sign each piece <-t literature, but it does require an open endorsement by top management, of the ob jective* espoused in your safely com munications. Once you have this executive endorsement, your superintendents and su pervisors have some assurance that they can communicate on safety matters with ;,mhority, just as they can on other mailers of management concern. Nothing under mine* a foreman's safety efforts more, tlian the uneasy feeling that his host is going to "chew him out" for spending so much time o safety. S Encourage your supervisors to be :.f*ty supervisors. \ good portion of your safety rumimmi:ition* should be directed at the line super . to assure his alignment on the safety earn. In a well-run operation, the supervisor -V be matting a department which has a -t-iime acadent as infrequently as once a ?ir, or less. He may tend to take his emiters* safety for granted fn these circum.vnees. Actually, with this type of safety record. He supervisor knows a good deal about the principles of accident prevention. But he ;eed* constant reminders to keep these j rinciples in application. A good point fur im io remember, is that safety is a man agement obligation and he, the supervisor, is he first line of management. The Bell Telephone Systems use a slogan which has become a way of life for employees , , . "No job is so important that we can not take tim* to do it safely." 4. Remember, good safety communications is a two-way street, Just as other forms of employee com munications require some provision for registering employee reaction and comment, *o do your safety communications. Nothing could hurt your accident prevention efforts more, than a "so what?" attitude toward employee suggestions and complaints. The jiun on the job is often in a better spot io see and analyze hazards, and to recom mend action before he or a fellow employee i* injured. He must be convinced that his -uggestions and opinions are important wuety communications. 3. Keep your safety communications flex ible. Naturally, any food communications pro gram requires advance planning; safety com munications are usually timer1 to give vacation safety tips in June, winter driving suggestions in the fall, and so forth. But it wouM he a mistake to plan an indexible program, which would not be adjustable to fit the existing conditions. If a rash of back injuries occur, the campaign should shift to lifting and material handling, even though tt may have been committed to electrical hazards in your original schedul ing. A shift in the use of various com munications media may also be called for. iriirn it becomes apparent that certain ef forts are less effective than was imagined. 6. Use sound approaches to tell the same message again and again. Repetition of sound safety principles is the key to making accident prevention a way oi life for your employees. These messages may be carried in different ways from time to tune, for variety's sake or to cover a portion o the audience which does not seem to be "getting the message." But it is unnecessary to continually look for completely new and different treatments of accepted safety messages. It is not necessary to disguise a safety message as something else, to make it palatable. Variety of ap proach should be used only to broaden the coverage of a message, or to remind the employee of what ha* already been said. 53 l$f>J Xotionat Solely Ciwqrsu Incidentally, I think a ward of caution might be in order on safety communications. We must guard against the clever approach which completely obscures the point we are tming to make. There have been examples <>j this in television commercials , . . notably the riel's Beer commercials which were very cleverly done. They won numerous awards from art directors and TV critics, (rut they did not make an appreciable con* tribution to the sale of Pid's Beer. I think the same rule should apply to safety com* munieations: our objective is to prevent ac* cidents, not to impress employees with our cleverness One more point on this subject of clever ness--there probably isn't a safety director alive who doesn't dream of the day he'lt com a afety slogan with the impact and appeal of "The life you save may be your own." I'm inclined to thmk our safety efforts today are too wrapped up in slogans, that we re too dependent upon slogans as a substitute for a well-rounded, effective com munications program. 7 Tell the bad with the good. This is a baric tenet of employee com munications. We don't like to talk about fatalities; we don't like to show that our I'lequency or severity rates are on the rise. Rut we must face these fact* of life and communicate with our employees about them. When employees are given a two-color. 1`jur-pagc report on a decreasing trequeicy rate, they re entitled to some form of com munication when the rate climbs. 7vme people shy away from comparative lutings of frequency and seventy rates. They feel that this makes one plant or one depart ment look bad if its rates are higher than (hose of other departments or plants. It's true it makes one department look bad in comparison with others, but failure to use these tilings is failure In give credit to those departments or plants which are doing better than your company-wide average. In order to give credit to the good, you must also publish the bad. It. Get employees into the act. Employees want to feel that they are a part o' the company's safety promotion efforts. Poster contests, monthly quizzes, dis cussion meetings, are all part of the em ployee parUcipation program. At AllisChalmers, we've distributed silver dollars to employees who could correctly identify the safety theme of the mouth null addi tional dollars for the employee's supervisor when a correct answer was given, and even dollars for the employees' wives, if they correctly answered a telephone quiz on the same theme 9. Localize the message. An advantage of monthly safety themes Sn multi-plant safety promotion campaigns is the volume printing, and the resultant lower enst-per-uiit of handout materials and post ers. This is offset fay one big disadvantage; if your monthly theme is electrical safety, the message may well be lost on employees whose work is primarily concerned with material handling, machining or any number of non-electrical occupations. To compensate for this flaw, we estab lished a library of employee handouts, on a variety of subjects. Some are of a general nature; some are of a very specific nature, of interest only to specialists in certain phases of our operations. But the result is that our supervisors can order the hand out folders they think wit] be ot greatest value to them in a given month. They are not saddled with printed materials on elec trical safety, while trying to combat acci dents resulting from poor housekeeping prac tices. 10. Spend money on safety communica tions, but keep your program under a mag nifying glass Like any other staff function, the safety department is under scrutiny by line people, as tar as cents are concerned. An old-line general superintendent is not going to look too kindly on a seemingly flossy safety pro motion campaign, at a tune when he is being asked to cut his department's costs. On the other hand, it takes money to do an effective job of communicating; printed matter, mo tion pictures, banners, and other promotional materials cost money. In addition, employ ees' time costs money, when it means taking people off the job to view a new movie, or to attend meetings and other presentations. The best advice I can give you is to fore go the flashy materials, and concentrate on goad, tested communications devices -- the employee publications, the posters, the hand outs, and the other techniques which your experience has shown to be effective com munications. Be prepared to spend money when you have to, and to justify the expense, if it becomes necessary. 54 Commercial Vehicle Oieciton SELLING YOUR SAFETY PROGRAM By H. B. SCHULTZ President, Fort Wayne Safety Cab Corp,, Fort Wayne, Ind. I have never found it ditikuit to sell a rational safety program on a cab or truck driver's level. However, irom experience I have no illusions about convincing some peo ple that this is so. Generally speaking there are three classi fications of auto accidents. In the first, are .Occidents that are the result of obviou* causes; running red lights and stop signs, passing on a hill, tntoxica'ton, excessive peed. These are violations of ordinances or statutes; the violators can be considered reckless. However, this group of violators makes up a small percentage of all auto operators; it can be compared to * criminal class in a society. According to statistics, these drivers account for about 10 to 15 per cent of alt accidents. If accident Causes were analyzed more ac curately. 1 am certain that reckless driving would account for less than 10 per cent. Very little improvement can be expected irom this group of people, misfits in society, ror the most part. Vet; de*pite the minimal percentage of accidents caused by this group, practically the entire organized promotion of -ate driving concentrates on reducing this irreducible minimum. As in other misde meanor or criminal caet, law enforcement agencies are well qualified to handle this problem. There u no room in a commercial fleet for this kind of person. A second classification concerns freak-type ..evident* and accidents due to lack of skill ->f judgment. Freak accidents refer to colb-iixss and mishaps which cannot be antici pated. Accidents due to iack of skill and/or judgment occur when driving on ice, in ciooe quarter* or on crowded highways. Tin's type can be considered inevitable. Fortumeiy, they do not account for even five per cent of atl accidents and therefore, do not greatly affect the over-all record. The third major clarification of accident f a* to do with "hidden causes." By far the greatest percentage of all accidents are the result ot hidden causes not recognized by the driver or by traffic authorities, either before or after an accident, Usually no ar rest is made m these rae$ and claims are settled fav negotiation or litigation. This class of accident can earily he prevented. It is within thw area that there is unlimited room tor improvement that would materially affect vital statistics- The group subject to the menace nt hid den causes is not made up of criminals, drunkards or juvenile delinquents, but of solid, law-abiding citizens, if the;e solid citizens were properly informed, not merely hypnotized bv the soothing palliative "drive carefully," our appalling traffic-accident rate could be scaled down. Hidden cause acci dents are either averted by chance or pre vented by know-how. Without know-how. the best one can do, is keep a step ahead of the (aw of averages. For the past 25 years in the operation or our cab business, we have not employed a single applicant whose driving could be con sidered safe enough to waive taking our driver-training program. This program con sists of first diagraming on the blackboard, the analysis of the hidden causes, and then having the driver apply these theories in a car on the stmt. As a result of this pro cedure, our cab company, operating 60 cabs, has always enjoyed an excellent safe driving record. At this moment there is very little room for improvement; we would be satis fied to continue indefinitely at the present low accident rate. Our approach to the problem of safe driv ing is quite different from the procedures used by most fleet owners. Our concept* are elementary and simple. They can be un derstood and applied by practically anyone who can qualify for a driver's license. Nev ertheless, we have often noted that safety engineers, because of their ideas of complex, imbedded accident causes, completely fail to appreciate the value of our direct approach. The typical fleet safety program is based on the principle of review. That is, after an accident has taken place, the circum stances are reviewed and the accident judged as chargeable or not. If it is chargeable, the driver is penalized or warned not to let /fti? Xationol Safety Congress it happen again. Undur this procedure, a new employee is merely told to drive care fully, er perhaps is riven a tan* list of 25 or more arbitrary safe driving rule*. These ruin are supposed to safely guide the driver through all traffic hazards. The rule* cover just about every conceivable ac cident potential, and this conveniently ex onerates management from any responsibil ity. In this way, the entire burden falls upon the driver. The safety supervisor can always point to a specific rule the driver violated, as the cau< oi the accident- On the surface, this policy oi expecting drivers to follow 2.5 or mere arbitrary driving rules may appear perfectly logical, but it is jut about impossible in practice. Without a convincing explanation, rule* do not produce the motivation necessary for gaining the driver's cooperation. Secondly. 25 rules are entirelv too many. We started our program 25 jars ago with five rules. Alter a short time, we decided five were too many and reduced them to three. We have found these three rules adequate for our needs. It ha* always taken forty-five minutes to an hour to illustrate and explain these three rules. To reduce the tune and make it even more effective, we had the program produced an a sound-slid* film. SAFETY WILL SELL By K. E. STALEY Vice President in Charge of Distribution Staff, General Motors Corp. Detroit, M-h. We in General Motor* congratulate this 'car's winner* in the National Fleet Safety Contest. Your victory is an impressive achievement and a great public service. We also commend all the participating fleers for their conscientious and productive efforts, fn a very real tense, all are winners, because of the dividends earned by an investment in traffic safety. The public, too, is a winner. The dedication of these fleets la safe driving of safe vehicles has contributed in many ways to the well-being of all highway users. Incidentally, growing public awareness of this is another dividend for fleet operators. It is a big plus in public relations. This is the first time I*ve attended the National Safety Congress However, 1 have long had an active interest in traffic safety. It is a matter of vital concern to all of us in General Motors and nne to which we devote a great deal of attention. The de mands of both good business and good citizenship impel us to promote traffic safety through every means at our disposal. Thus, for some time I have had a direct interest ut several projects in which GM car divi sions and their dealers participate. These include such important activities a* our driver training car loan program, the vehicle ijffety check campaign and seat belt promo tion. Recently, my responsibilities m this field have been broadened to include closer con tinuing liaison with major traffic safety agencies and program*. To meet this larger responsibility, l have taken steps to further enhance my familiarity with the subject. In discussing the matter with me, our own traffic safety specialists in General Motors have emphasized that this is a very complex field. I don't know whether they are trying to impress me or warn me, but l do know that they are right. It is complex, and to the casual observer it must at times seem rather perplexing, too. Let me give you a few examples of what 1 mean, First, I have noted repeated emphasis that the traffic accident problem is essential!,< a local one, tlut the national problem i* simply the sum of many cosnmunitv and state problems. Now this makes sense to me. Stressing the grass roots i the keystone oi a sound approach. And yet, ! encounter manv advocates of federal intervention, whr. claim that slate and local agencies cannot or will not do the job. The belief that there is magic in a Washington-directed solution seems to be pervading this field just at it is so many- others. Certainly, there is a logical role for the national government in this field. Federal aid for highwav im|irr-\ment is one ex CuMtinrividf Vehicle Section ample. The work of me President's Coronittee for Traffic Safety is another. How ever, any extensive federal take-over, or prolonged debate about where the job be* tings, seems highly undesirable. This is primarily a job for states and communities. With adequate resources and public support, they can and will do their job--a* so many .re already demonstrating. Let's accept that v> a tact and concentrale on unresolved , iues and problems that realty demand .mention. \nother traffic safety principle w ith strong appeal to me is that a balanced and sustained ,-cogram it required, I would not think t-iere would be any quarrel with this, but '.pparenttv there is. The number of people who claim to have a gadget to stop acci:eniv, who favor "crash programs," or who pm their hopes on bizarre methods is as tounding and depressing. I can see what !.'< experts mean by "complexity," and you cm see tvhat the man in the street means v. 'perplexity." But there's more, it s gratifying to note that authorities emphasize the incompetent driver as the cum target. Yet. I find in some quarters more zealous interest in trying to devise a foolproof car than in trying to discourage i .olish driving. There are even some who vty that we should despair ot getting people t> drive safely. They suggest that we con centrate instead on immunizing motorists trom injury in their presumably inevitable -.rashes. Certainty, practicable and reasonable meas ures should be taken to minimize crash injuries. This applies to both the highway ind the vehicle. We are working diligently and productively to achieve continuing prog ress in the safety of vehicle design and .vre aiso cooperating with highway engineers m developing added safeguards along the But it must be apparent to any rea sonable person that there are ilmitj to the potential of this approach. Short of making ;ar indestructible and their occupants weightless, there can be no total protection from impact forces. And whatever degree r: protection is provided must be acceptable '> people. Preventing accidents is the most promising method of preventing injuries. To me, this field is not so complex as to obscure the simple truth that better driving -* the most basic need. Moreover, it is a -wed that can be met, as you in the motor transport field have demonstrated so welL But it is puzzling and distressing to note the extent to which available knowledge about how to assure better driving is not being fully applied. High school driver education has self-evident merits and is widely endorsed. Yet we find that less than half of the eligible youngsters are enrolled in adequate courses. And some people ac tually oppose this training. Most adult drivers, too, could benefit from more in struction to improve their skill, but a great proportion of the messages beamed at them ;ean to try to scare or shame than into better driving, without telling them how to <io it. Beyond this, it appears that we have by no means made adequate use of official measures to di*caurage improper driving and keep the unfit off the roQ>i Even casual observation provides disturbing evidence that driver licensing and traffic law enforcement are below desirable performance levels in some jurisdictions. I suppose there are some people who find this quite satisfactory, but I don't think the majority do. It is also puzzling to find another effective measure so little used, despite its obvious value. I refer to official safety inspection of motor vehicles. We know that a criti cally large number of the older cars ot the road today ate patentialty dangerous because of inadequate maintenance by their owners. Yet less than half the states employ periodic inspection to enforce safety equipment regu lations, Now, a word about our highways. This is certainly one area where 1 would antici pate no disagreement Who could be against good roads? Since the early day* of the automobile, motorists have been asking for better highways, and demonstrating a will ingness *o pay for them. First they cried, "Let's get out of the mud!" And they did. Later, the cry changed Its, "Let's get out of the muddle!" And now we're well on our way to doing that. It is common knowl edge that the modern freewav is vastly safer than older streets and highways. And yet--you don't have to look very far to discover that there actually 1$ an "anti-good roads movement." Its adherent* are far from a majority, but they're quite a vocal minority. Their target is the urban freewav program. Their thesis is that frev- 37 jV'- V'r'v " jaw *re blighting uuf eitie* and that too nun) ptoj.lt are drying cur* to town. Their .*.tmion-v Curtail highway destlofment in metropolitan area* and lierd people lack into rail transit. whether they tike it at not, Mi.t jevple. however, prefer freedom of irunonent and dislike inflexible and irre vocable schedules. The undesirable implicaiiotu oi tin pro* tci'ai obviously go beyond traflk safety, but they certainly include it Unless our urban <rca freeway ptttgnm moves ahead on vlieilule, the safety o( our growing and r-^ential traffic will b seriously jeopardized. This seems so clear that I don't understand l-.'-w anyone can honestly challenge it. But a* l`ve learned, this is a complex field! J could go on with other puzzlers that have cropped up in my observation of the trathe safety movement, but I think I've made my point. Moreover, this is not sup posed to be a "view with alarm" meeting. We are here to "point with pride" to the idiievemmts oi safety conscious fleet opera tors who are doing their share to make this problem less acute and less complex. So let me in turn do some observations on the positive and encouraging side. First of all, I believe that professional traffic safety people should not be dismayed by the obstacles they encounter. In every field of public service, from slum clearance to disarmament, there are roadblocks to progress erected by misguided or selfish interests. My study of traffic safety leads me to the conclusion that this is not a unique, isolated problem. It is, rather, a part of the whole fabric of our society. Traffic accidents are to a considerable extent more a symptom than a disease, a symptom of basic social problems. t don't think tins concept makes the prospects for progress dismal. Rather, it reminds us that we should not be disheart ened by titr tack of spectacular progress. And it emphasises the need for a skillful ,uui sustained program. The task is neither 'i/nple nor easy, We are trying to improve the attitudes and skills of more than 90 million motorists. We are engaged in the world's biggest public works project in modernising our highways. We are working to upgrade traffic laws and official program* in 50 states and thousands of communities. It's quite an order! Ir calls for expertness. enthusiasm and energy- St ai-o rail, nr confidence, particularly confidence that strum: public support i* available tor sound traffic safety measures. I cannot accept the oi;ti-**pret*ed idea that "public apathy" i the bean ot the problem t dotj's believe the great majority oi people have an irviiScrew, or defeatist, or callous attitude toward this problem. J believe they are aware of it, concerned and anxious for corrective acuon. The fact that public support i< not always unanimous and conspicuous should not mislead you. If a driver complains about regimentation, let's not assume he advocates anarchy on the highway. Most people have written the right to gripe into their personal version of the Bill oi Rights, but they are still responsible citizens. Moreover, let's not think that lack ot Sustained and intense public interest in everv facet of traffic safety means there is public apathy. After all. even in relatively peaceful times, this problem is not the only big one confronting people. It docs not always loom as the btggcst. People have to ration their worrying time to cover a txm of problems. And they are called upon to take an interest m many civic projects. The current inter national situation indicates how the march of event* keep* reshuffling the prionbe* of problems and sometimes compels emphasis on one overriding issue. These factors, even in the absence of war fears, complicate the job of translating pub lic concern over traffic accidents into aggres sive support for traffic safety. The trick is to capture the full share of public attention that this problem merits ana then capitalize as fully a* possible on it. In short, this is a selling job. And ! believe firmly tiiat safety will sell, t say this with conviction, based on more titan 30 years experience in telling. After all, you've got a lot working for you. In traffic safety, you have an excellent product. You have a vast array of communications media at your disposal. You have a tremendous force of capable and enthusiastic salesmen. And you have no real sale* resistance from the public. Ye* Indeed, you have a salable and needed prod uct. With these advantages, a well-conceived and well-directed public education program is bound to mobilize the more active support Commercial ychicle Section ,, - v will "get the orders," so to -;vA. * nr Uv Vve ire making progress. i'.er<t rrrcunly hate been substantial gains. 1,-emvJHkxj* strides have bem made In trans iting recommendations into realities. Driver *rti*enx is widespread. Traffic laws and -citrol decrees are substantially uniform. Enforcement has improved greatly. Free ways are being built. Disturbed as we are by the continuing high tot] ot accidents, there is seme consolation m the fact that at least we have kept it from paralleling the tremendous increase in motor vehicle traffic m recent years. Thus, it teems to me that the big need is lor further refinement and application ot proven traffic safety selling techniques. One ot the best selling jobs that has been done in the field of traffic safety is the campaign on scat belts, l have observed this program with keen interest and General Motors has teen gratified to play an active role in it. a guide to the further improvement of other effort*, it is worthwhile to consider -ume of the factors which are making this campaign so effective. {. This campaign ha* titc merit of a single, simple and specific theme. It is neither * general and abstract as to miss the mark, ivor so complicated as to discourage a public response, 2, (t uses a positive selling approach, which is so much more palatable--and there fore more productive--than a negative tech nique that tries to frighten people into action. 5, It develops selling points and techniques c-n th basis of public opinion studies, rather than relying on hunches or luckneyed ap proaches. 4 It is a broad and sustained campaign with multiple sponsorship, m recognition ot the fact tlut it takes a major effort to get a major return. Obviously, all public information programs mi traffic saiety cannot he patterned precisely alter the sett belt campaign. However, all should follow as nearly as practicable the basic features that have made this campaign so effective; a specific theme, a positive Approach, effective sales techniques, and a major effort, tf they do, there tt good reason for confidence that you can sell other aMtnd proposals. There ts no solid wall ot indifference and opposition between traffic safety authorities and the American people- There is onlv a ihm screen of misconceptions and unaware* ne*. You have already punched a lot of boles in this screen. You can np it away entirely with a still belter communication# effort The American people have a deep wffecuon tor the automobile. Just tell them dearly and convincingly how you propose to make ii. use still more pleasant and con venient. You'll find a receptive audience. In furtherance of our own active interest in traffic safety, we in General Motors will continue to extend every feasible assistance m getting this public education job done, i am sure you can also count on sustained broad support throughout industry and pub lic information media. In conclusion, may I again express Gen eral Motors' high regard far the further safety progress of the motor transport in dustry over the past year and for (he great contribution of the. National Safety Council over the past 49 years. 59 TRANSIT SECTION WHAT'S AHEAD IN TRANSIT SAFETY? By DAVID Q. GAUL Executive Secretary, Institute for Rapid Transit, Chicago, HI. Itefore discussing the subiect of suety in rapid transit, l would like to review the purposes and aim* of our Institute for Rapid Transit. The Institute for Rapid Tnw*it is the successor to Transit Research Corpora tion, which, in turn, was the successor to the Electric Railway President's Conference Committee, the developer oi the F.CC car. Our purpose is to act a* a *pecialued trade association interested m the rapid transit phases of the transit industry. Our aim* ire two-fold. I- To act a a centralizing agency, a source of information and. when necessary, as a spokesman for the rapid transit mduitry. 2 To act as a catalytic agency, between operators and suppliers, for the further de velopment of rapid transit equipment and techniques. Our membership now totals -30 companies, eight of which are operating or planning agencies, 16, suppliers and six, con sultants in the held, f would like lo emphasize, however, that it i* not the purpose of the Institute for Rapid Transit to compete with the American Transit Association. It is our intention to take tip and specialize in rapid transit mat ter* where the American Transit Associa tion would normally leave otf. In fact, most of our members are also members of the American Transit Association. It is the in tention of our Institute, as it* predecessor* have done in the past, to cooperate with and orlr through the various ATA standing committee* interested In rapid transit mat ters. In reviewing the 1962 edition of "Accident Pacts." we note that the accident death rate per 100,000,000 passenger miles it: 2 2 for private cars, 0.15 for buses and 0.10 for rail road passenger transit. While we appreciate the fact that these rates include long dis tance, as well as urban movements, we feel they are indicative of the position of transit safety. I, iramaec T tan-it wrier than private transportation- Rapid Tr..-;t i* safer than surface transit, it wr-un! .'.rpcHr obvious to us that a pas*encer is safer, on the average, when he ha* placed himself in the hands of a motor or tro!lev bu* operator, who i* a professional driver and whose driving habits and safety record are constantly checked, than when he t* a driver or passenger in a private auto mobile. It would appear even more obvious, that a passenger riding in a rapid transit vehicle on a completely grade-separated right-of-way is safer, than when in a surface transit vehicle exposed to other vehicles or the street. While the private right-of-way separation from other traffic and pedestrian* is or great importance in contributing to the rapid transit afety record, there are a number of other specialized safety methods that have con tributed greatly m this record. A renew of these might be worthwhile. Signaling and ircJeriociinp--Thc applica tion of modem signaling and interlocking is second in importance, only to the provision of a grade-separated private right-of-way. in the development of the rapid transit safety record. The purpose of modern automatic block signal systems isi 1, To protect against collisions between following trains, 2. To increase track capacity by safely permitting closer spacing of following trains. To warn of broken rails, improperly aligned switches. 4. To control speed on curves, grades, high structures, approaches to interlocking points. Interlocking ts employed to facilitate and safeguard the movement of trains at termi nals, junction points railroad grade cross ings, and drawbridges. The related appli ances, such as switches, locks, signals, are so 60 Transit Section | interlocked and controlled that cmnt; up between b'YJ.OOO pound* on one property to &! oinflirtmg routes, clearing signal* permitting 100.000 rounds no another property. The || .< (rain to enter an unsafe route, o taking purpose ot buffing strength is principally a f| away a route which a train has received a measure to resist the crushing of cars in the if x signal to enter t* prevented. e-vent of rullision. it is not the weight of ,1 All modem signaling systems, block, inter- the car, but rather the buffing strength built 1 locking, and speed control, are based on the into the car that controls the degree of I use of a closed track circuit, whereby a safety. The theorv that a heavy car is auto I train's entrance completes the circuit by elcc- matically a sate car, m our opinion, ts ri I tricaUy bridging the two running rails diculous. I through its axles and wheels, resulting in In recent >ear. certain transit engineer- | the assumption ot the most restrictive signal and satety people have questioned the ad- I politico. This circuit ts a lail-jafc circuit usability of high degree* nr buffing strength. j ft a rail breaks, if a battery is exhausted, They propose, that in the event of a colli t >ir if battery or relay leads from the rails sion, the car* t< permitted to collapse at 1 are broken or crossed, the associated signal the ends, thereby absorbing some of the en ` will show its most restrictive apcrc. ergy which the pax-engcri would otherwise In order to assure obedience, on the part have to withstand. Obviously, there are dif | of the train operator, to the signal system, ferent schools of thought on this problem. ! the so-called "trips," or "train stop.*1 t* used We have been informed, however, that ; in connection with rapid transit signals on Raiser Engineer* *pefinei| collapsible end- all heavy rapid transit installations Train for the new rapid transit ears proposed for itops have arms which raise or lower de the Los Angete* Metropolitan Transit Au pending on the signal aspect. If the signal is at stop, an arm is nosed so that it will thority. Personalty, I feci the argument t* academic because m a properly signaled strike a simitar arm on the leading truck of rapid transit system, collisions on the road ny train that might try to ignore die stop are virtually intf>ih!e. ; wgnah This results in an application of Anti-eUmbert -- In rta*-* gone by, one of the brakes on the train. The combination of factors contrilrtiiipc to the enousnejj of i proper signaling and trips virtually eliminate colliiions was the collision of cars of dif the possibility of collision on mn-t rapid ferent floor heiehi- Ihiring the early thir transit systems. ties, there were several high -peed intertirban Dead man's central -- All postwar rapid transit cars are fitted with a Dead man's accidents in which a Inch level car collided with a more modem low level car. In these ctitrol of one form or another This device, accidents, the high level car tended to shear developed originally as a safety device for through the low level car above its floor `re man streetcars, requires the motorman line, resulting in deaths and serious injuries : < hold the controller down during normal All rapid trwn<u car* are of the same level, [*rations. Should he become incapacitated eliminating this condition in most operations. in any way, the controller handle is released. To prevent cars of the same floor height ; This release interrupts the power circuits and from climbing over one another, anti-climb applies braking. ers are installed at the end.* of all cars. These anti-climber* .ire a series of channel* j Brakes--Modem rapid transit car* art de- which mesh under collision conditions and f signed with both a dynamic and a friction resist the tendency oi rut ear to climb over brake system. In most cases, either of these the other. i | brake systems ts capable of providing the entire braking requirement* of the car. In Doors--Doors on rapid transit cars, in most cases, are remotely controlled by a E addition, the friction brake systems are de- conductor from a centralized point in the > signed. on a "fail-safe" principle. A lo** of train. This, ot course, raise* the possibility air on an air brake car or Use failure of an of an accident. To reduce this hazard, doors t actuator on an all-electric car, mult; in an are generally interlocked with power, so that application of brakes. a train cannot be started until all doors are Buffing zfrrittfMi--Following railroad prae- fully closed- In some cases, sensitive edge* j; tier, all rapid transit cars are built with a are used so the door will partly reopen it varying degree of buffing strength, ranging it comes in contact with a passenger. 61 ,J6- Ajfiuwcif S'tfcly C . rxfjrctr t'he*e prccautiniu have turen quite successml m overcoming the possibility of drag ging a pa&setiger caught in n door. We still hate an occasional accident where a passen ger's clothing gets caught in tite door. Until way* can be devised for sending such condi tions, we have to depend on the conductor's alertness to eliminate such accidents. Pantograph gates safety chains--Most rapid transit properties require the operation of a number of ears tn trams. The possibil ity of passengers on a crowded platform lading between the cars oi a train it a po tential hazard. To minimize this hazard, pantograph gates or springs are used to close the gap between cars. Aow let us consider transit safety in the future. With Ui* exception oi streetcar sub way* m several eastern cities, alt heavy rapid transit systems hut one, are adequately tigi4.ird with trip devices. The one exception ts the Chicago Transit Authority, which still perates some miles of elevated and surface r;*ftd transit tracks tlut are not completely equipped with modem signaling devices. The (Thirago Transit Authority is well aware of this condition and lias included a 523,000,000 signal and train control installa tion in its rapid transit modernization pro gram. Unfortunately, CTA, like other rapid transit systems, is unable to finance such ex pensive improvement* out of the fare box. The State Legislature has been asked fur aid in this program three times and three times, aid has been denied, it appears, how ever, that public assistance for this project i* mandatory and inevitable. Much progress it being made m signal techniques. Most r.f our signal experts feel that future rapid transit signaling will be <tb signals. This is the first step toward iiiiomation of train operation. Automation of rapid transit operation is not going to take place overnight, but we are definitely moving in tliat direction. Tlie value of im proved signaling and automation is relative, as far as safety- is concerned. We don't an ticipate a reduction in accidents, but rather the ability to schedule more trains with the -ante safety. Much progress has been made in improved communications on rapid transit systems, particularly on the use of train phones. Such installations have already been made on at least two rapid transit systems. Such cquip- men? wilt be standard on new* rapid tran*tt systems, and we expect that it will gradually be extended to the existing ones. The value, from a safety standpoint, of the operation supervisor's being aide to contact any or all trains instantly in is obvious. Sol only is it useful for giving instructions to train crew*, but it is also helpful in calm ing panic, since the supervisor can talk di rectly to the passengers. The recent elevated fire on the South Side demonstrates the value of such equipment, 1 he motorman of the train involved saw- the lire and, t oliowing CTA procedure, stopped hi* train to put it out with Uis extinguisher. It became apparent that the fire was beyond tite control of the hre extinguisher, Using the train phone, he was able to inform op erations control of the condition; they, in turn, alerted the fire department and hut off the power. As a result, the hre depart ment was on the scene promptly, in i* meantime, tite operator and his eonduc were able to assist passengers off the train and move -some oi the cars out of the danger area. If the train phone had not been avail able, the motorman would have had to de cide whether he should first lock for a tele phone or assist the passengers to safety. Advanconents in engineering will contrib ute to rapid transit safety in the future. as they have in the past. This is particularly true tn regard to electronic developments. Various types of static devices are now be ing incorporated in the control circuits ot rapid transit cars. We hope it is not too many years before such devices will be de veloped for high voltage traction circuits. While some new developments have many bug* that need correction, when refined, tliese advances wilt not only provide more dependable performance with less road fail ures. but smoother operations, which should runtrtbutc to a reduction of on-board acci dent*. The advancement of electronic techniques > resulting in the development of many fine tool* for the inspection of materials, Xut too many years ago, the determination of the condition of such important items a* wheels, axles, rails, was pretty much gue**work. There was a tendency to replace such items on a number of revolutions, or time, basis. Today, we are testing more and more items electronically, which permits us to eliminate guessing. It also improves safety. 02 Transit ir. tii* by discovering items that were dangerous initially, or that developed daws before their normal replacement lime. In talking to various safety people in the industry, I am encouraged by their desire to improve training techniques. "Unless you can convince the employees of the need and value of safety, nothing can be done." Most of our transit properties have safety pro grams, oi one sort or another. Generally these programs start at a high management level and. by definite paths, are carried down through the various departments to the man who does the work, it is reasonable to ex pect that departments such as shops, sub buttons. and materia! handling and storage taeihties. will be aided by* the safety im provement* made by industry in general. On the other hand, where operations are peculiar to our industry, the maintenance of track, third rads, and overhead, for example, the transit facilities are on their own. However, if the industry continues it* determination to improve, it is inevitable that the uietv rec ord will improve. Finally, we are confident that there will he a substantial expansion of rapid transit lines in the year* to come This expansion will consist of extension to existing system*, and also the establishment of rapid transit in cities which never had it Montrol's first subway is now under construction. U't think that Los Angeles, Sau Francisco, Washing ton, Atlanta, Pittsburgh, and others, are cities in which it is reasonable to expect the establishment of rapid transit facilities. These new systems will increase the total numtwr of rapid transit passengers. A substantial number of these new pj**engers will come from the heavv surface lines, which the new rapid transit facilities replace. In addition, we anticipate that the new* rapid transit line.*, because of their higher speeds, greater dependability, and park V ride lot*, will entice many motorist* in congested area* to use these facilities. If this is true and if you accept my earlier statement that rapid transit is safer than both surface transit and the private car, we have reason to expect an increase in urban traniponaiion *afci> b >lir cil.ibltsfimcnt of new laciiitie*. WHAT'S HAPPENING TO THE TRANSIT SAFETY DIRECTOR? By D. L. WILLIAMSON Supervisor, Accident Prevention, Cleveland Transit System. Cleveland. Ohio Tun srar- .ico, ti u derided hv the Tr^n-u ration that a Mirvey -houid be made to determine the present status of the safety man ts transit. A questionnaire a* pre pared and. sent out u* the members, and iO jn*wr* were returned. Bv coincidence, half .f thase answering operate fewer than lDO ichicle*, and halt more than 100 vehicle'. G>mparing the answers with what we know ;diut the industry fifteen car* ago gives us a.me Idea* about the subject of what is hafipcring with the safety man. Several fac tor* enter into the changes, such as; (a) ti* *ue r*i the company, (b) the safety of* nter * title ha changed, and (c) his methods lust clanged. Let's discuss these changes individually to eet a better picture of the job of the safety director today. 1. The Iicv .1 tite i irfMny-- Fifteen ctr* ago. when nv>. tran-it systems were -hawing jiood profit', marly all systems had ,t jwijwm devoting his full time to accident prevention activities. As business declined. U was uesessarv io rut method to the hone. In the smaller companies, the person now charged with the -afety promotion also iiandles employment, ?<ruinntl records, putihc relations, operations or claims duties. In most such cases, he must rciy on tne Safety Council and the safety or c>,mulling service* of an insurance company to develop safety promotion activities for tu* use. 2 The Safely Officer's Title has Changed --In only 2S of the 0 companies answering the survey is the word safety or accident prevention included in the title of the man charged with the administration of the safe- 63 i'<*2 ,\'etionai .'tivly c'lwijtrm ty program- Dots Thi* mean that lus ocher duties are considered more important, or (hat accidents are no danger or problem? In many companies the safety and training jobs have been combined. Normally, this combination has been made to get more safety into the established training program. The success of a large percentage of the safety activities depends upon the effective* ness of the training program, so this has made a natural combination of safety with other activities. 3, His Methods Hove Changed -- The -nety officer has changed from an industrial relations man to an analyst. Most of his vmvities a few- years back consisted of con flicting safety meetings to arouse enthusti-m, preparation of posters to point out -peclffc hazards and keeping genera! accident records for management action. Over the isilt ten >ears, the safety programs have !>een conducted by highly trained specialists m the Adds of analysis and training. Let's take a look at some of the things these specialists are doing which baits aeeilent prevention down to a science. a. He develops report forms designed to .brain accurate information about the iniivtduai accident occurrences, b. He groups and summarises these vcurrences according to useful and logical ratifications, determined by the peculiarities the transit property. The completeness of tins breakdown determines the extent to which accurate and thorough analysis into causes can be conducted Quickly. c- He maintains and use* sufficient work ing files on group accident experience, giv ing him ready information on accidents by classification, location, fleet, line, station, etc. <1. He keeps a detailed record on cadi individual operator, raising an instant red Hag in his mind when a record begins to ?o sour. c. He prepares explanatory summaries periodically to give management a classified breakdown of progress on the system, point ing out the various factors which may be danger signals. f. By constant 'urveillance of these rec ords, he spots deviations from the noma! Quickly, and initiates or recommends action to curb these deviations before they become in epidemic g. He furnishes constant material as needed for special training and retraining programs. h. He sets up and guides such activities as safety committees, incentive plans, sug gestion systems, and special training aids. L He works constantly with the safety councils, traffic officials, and association, giv ing what help he can to public as well as intracompany safety activities. I have attempted to portray for you the kind of job a trained transit safety director can do and has been doing. Instead of an evangelist, he las become a doctor, con stantly seeking cures for the continual pres* sure of the hazardous business of driving safely through streets which become more congested as the years pass- His status in the transit organization has moved to a higher plane as (he problems have increased and have at least partially been met. He is constantly moving into new areas in his attempts to cut accidents. Who knows, some day he may even be allowed to design a bus for the manufacturers to eliminate some of HU headache*. The work of the safety specialist fas paid off in the continued reduction of traffic accidents throughout the industry, to (he point that continued reduction m numbers { arcidml* is har*i to attain. But esnphaais is placed on reduction in rates, rather than reduction in severity. You seldom have the sensationally bad ones anymore, with their poor publicity m the newspapers. Some attention needs to be given to a system which make* you look Like you have done an excellent job on a day when the only acci dent is one in uiuch your bus hits another vehicle ahead, but looks like you lave done a poor one oo another day when your vehicle hits the rear of your standing bus. We can point with pride to some success in traffic accident improvement through the use of (he scientific approach to our prob lems. However, in two different areas, we have either failed to come up with the right answers or we have neglected them. I am referring to passenger accidents and indus trial injuries. In the field of passenger acci dents, we must begin to concentrate on methods of reduction as strongly as we have on traffic accidents. There has been little or no improvement in this area in the past ten U i ransit Section tears; yet the costs of passenger fall* reprevents a targe part ot the claims dollar. The -.hallenge is there--let's face it and beat it. The same applies to our industrial injury record. Are we going to remain near the bottom of the totem pole compered with other industries* This ii challenge number two--let's get to the top of the list t We have made a great deal of progress in transit safety in the past 30 years. With tin rame determination, we can make as much or more progress m the next fifty. DOLLARS AND SENSE OF SAFETY By R. H. OALGLEISH Vice President, Transportation, Philadelphia Transportation Company What was your company s net profit from operation last year m percentage of gross revenue? Was it 1%, 2^4, even 4%? The average operating net profit for the industry last year wax 120 per cent. Every company's objective is to show an operating net. If it is a private com pany, it has an obligation to its stockhold ers. If a publicly-owned property, it has an obligation to operate as efficiently as possible to reduce the drain on the tax dol lar. All transit operations experience accidents, the cost i-f which takes away from the revenue dollar money which would have Improved the net. Efficient managements recognize that losses from accidents which do occur can be re duced, resulting in a smaller bile oat of the revenue dollar. Also, a reduction in accidents results m direct savings, because accidents which do not happen require no settlements. The average cost of accidents for the whole industry for the year 1061 in per centage of grots was 4.1 per cent. This amounts to more than the total profits of most companies. This 4.1 per cent amounts to $37,170,000 and represents the annual claims cost of traffic and passenger accidents for the *ransit industry. This is $57,170,000 of waste, which otherwise would have been available for return on investment or for plant modern ization to help build rider appeal and turn the riding trend upward. These important facts are constantly be* tore transit managements and focus major attention on safety programs designed to cut the economic waste of accidents. Philadelphia Transportation Company has teen going through an d-year period of accident reduction in which each succeed ing year has re*ulted in a drop in the number of academy a* well as a redu. non in the rate per 100,000 miles. From 195J to 1961 total accidents were reduced 51 per cent, while the accident rale per 100,000 miles was cut 33 per cent. For this outstanding contribution to traf fic safety, the Governor ot the State of Pennsylvania awarded the company a plaque. fiigmficantlv. the claims figures which par allel these accident figure* are the mwi revealing economically. Over this same period the average cost of out-of-court settlement* increased 33 per cent and the cost of litic.vted settlement? increased 5t per cent. This increase, due to inflationary condition*, is confirmed by (he increase in automobile liability insur ance over this same period which was 336 per cenr. The difference in the nut of court v* 'he litigated settlements is a reflection of the current trend in inflated court decision? Paralleling the reduction in accidents, how ever, has been the reduction in settlements. Current settlements were reduced 49 per cent and litigated settlements 19 per cent This has resulted in keeping the claims' cost in per cent ot revenue about the same in 1961 (3,6 per cent) as it was in 1953 (3.5 per cent). The significant reduction in accidents and. as reult. a reduction in (lie number of 63 Xiiht'ttal Surety ( >-ngrcss claim*, lias made it possible, also, to reluce flic claim* department staff by 33 per cent and the operating expense by S6 per <cnt. notwithstanding salary increases aver aging 3J per cent. Thee statistic* indicate that unless >ou have t<en able to reduce accidents by more than 35 per cent on a mileage basts in the {a-t eight year*, \&ur company will prob ably be paying more tor settlements in rel.itK>n to );ro" revenue than it did eight *e,irs ago. tn cmr case thi* could have been 4.8 per cent ot prrcvcs instead ot 3.6 per cent, an !tiffea.*e ot' 12 per cent, or $807,500 based n our 1061 gross. This )J2 per cent is the rnerage operating net profit for the transit industry. it would be pointless for me to try to n-ll you experts in the accident-prevention held how to reduce accidents. This has i-cen discussed many times before and f doubt that there are any new methods tttiich have not had the attention of mast companies at some time, We arc all using sanation* of the tried methods applied at uir.es when we need to focus attention on a particular phase of accident reduction. Accident statistics are kept monthly in order to develop specific objective programs of attack to control high-cost accidents. For example, alighting accidents accounted ini 17 per cent of our total settlement cost (at numerically were only 12 per cent of the total. Of the 15 broad classifications of accidents, five of these accounted for 70 per cent of the cn*t of ettlements. The* cf***ifi'!>tion are;-- %% Gross Accidents Slighting Intersections On Board Collision with 1'tde-trians 17 16 15 12 12 52 16 Z Between Intersection (Passing coUifionf> 10 20 Focusing attention on these will obviously produce the greatest saving potential. Various safety approaches have been used t<> stimulate c-jerator interest in accident reduction: l. Contest Unseen operator teams within each depot. The winning team receives atetv award items such as thermomciers, to *5>h trays, lighters, pens, etc., all appropri ately marked "PTC Safety Award Winner.'' 2. The u*e oi" the Transit Casualty SafeT-Coach which was taken to each depot to test and indoctrinate operators on reaction times and distances. With increasing ex pressway operation, this was highlv useful ior instruction on vehicle spacing at higher speeds. This also helped to educate opera tors to be more convincing witnesses when called to testify in court. 3, Braking demonstration* conducted at each depot with the use of a detonator to mark distance were highly effective. 4 Picture-Taking of accident* and dam aged vehicles by the depot superintendent* and the safety supervisor has been helpful in interviewing operator* for corrective ac tion. Pictures take wine of the fictional reporting out of cases. They are also use-1 effectively by claims in handling the eases. 3, The use of the Transit Casualty point rating svstem. to get a preventive analvi* of operator safety performance, has hem most helpful. Point rating on accident per formance gives the depot superimrodent pro gressive information on an operator, so that corrective action can be takes by instruction or discipline. 6. Alignment of instructors to each de pot to work under the direction of the de pot superintendent * that effective follow-up out be directed by the superintends]! based on his determination of the need through the point-rating system and accident analysis. 7. A safety supervisor reporting to the superintendent of depot operation tvfee di rects the safety activTtk* and m m the activities of the in*Troaors aad depot su perintendent, He works with the operator* directly for unpkmmtaaacn ot safety pro grams follows up with the dept* sa- penatendent on actsce tala for correction of safety problems. 8. Supervisor reporting of accidents where possible. These reports art eoospfete aod comprehensive and serve to assist the depot superintendent in corrective aftkai with the operator. It also serves to provide the claims department with heater information with which to --a AiiuhwImumm, 3* to the course of action with regard to settle ment. X matter bow thoroughly you may cover i'ranjit Vi'ftoii jour accident prevention, it is reasonably rertatn that nme accidents will occur. The control of settlement costs of these accidents, therefore, ts equally important vi hen you want to reduce this loss. The job of the safety-conscious super visory force, therefore, extends beyond the accident prevention to include education of operator* on accident fact*, Thu* when accidents occur and litigation results, the cn*e of the company is properly stated by the operator involved, thus improving the dunce ot a fair settlement and not an exaggerated one, Therefore, to control effectively cost of settlements, we must recognize the neces sity of haring the operating department working closely with the claim* department or the insurance carrier to reach thi* com mon objective. This cooperation ,*houid result in the ripcrating people providing better information about accidents and more witnesses with which to work. Failure to provide better information can re-uk in a claim* cost for accidents which, with better information, would have been a lower cost. The claims department must take die ini tiative in informing the operating depart ment as to what is needed to do a better job. Recognition. when merited, should be given t>, the operating people by claim*, in order * stimulate continued good performance, Thi* i* Vein done in our company by m nttm <-r.r-imeiKiauoR9 to supervisors or n-tnxsor* who make outstanding report*. 1 neue commendations are read aloud at re;*ing time l<-r supervisors and placed on fersormanee record*. Supervisors are doing an ogt*aiodin job and reports are received r. abets 25 per cent oi the accidents. operators receive written commendations claims department for obtaining a sub- -*jenaal unmthcr of witnesses. These eorammadaacas are posted in the depot and end '-?* m the operator's record. This has re in the average number of witnesses per neetdmt increasing from 1.8 to 4-- more than doubled. PcriodkaOr, tmJ lawyers and claims per- are given instruction the safety features of equipment. A better undertranding or tbee devices will remit in a more confident approach to <tefen*c <>t cnnipam position hy those handling court case* The tiling* which have been done, how ever, have all been directed to the control ling of settlement cot in order in offset the inflation of rlniim cots taking place through the enunlrv. Good management would dictate that fo cusing attention *n reduction m settlement costs wilt result in a direct increase in the profit dollar. Responsibility for safety activity should, therefore, be placed high in the manage ment organization and implemented by the line supervision as a part of its responsi bility for good overall performance, Safety should be a primary part of the job of every operator, every supervisor and every manager. The job of the safety specialist should be at the level where he can work effectively with the operator and the tower level m* supervision by demonstrating operating tech niques. He should be directed bv the level or' management that is responsible ior all operator performance. that the operator * safety performance will be considered with all other phases of his job in obtaining ef fective results. When the safety activity i* directed by a separate department, there i* a tendency on the part nf the fine management to leave the job to the safety department and not to consider safety planning and control an integral part of an effective operation. Even when this is recognized hy line manage ment, the coordination become* unwieldy and progress is retarded The higher up in the tine management you an place the mponsibilit* for planning and effective anion, the better the coordina tion and the mult. To conclude, I believe we have proved to our satisfaction that there must be a good understanding between claims depart ment and operating department so that each appreciates the other's needs in doing an effective job. Where such a relationship exists, there will he aa effective reduction in the cost of accident*. The things that are done to save dollars also are sure to nuke sense. 67 !'<' .Vehufwf Safety C-snt}ry-s TEACHING COLLISION ACCIDENT PREVENTION I By JAMES H. WALSH Senior Station Instructor, Training Dept., Chicago Transit Authority, Chicago, IU. In jeiterdav's introduction to defensive driving, we discussed the conditions under which we would have to operate a bus. We talked about daylight and nighttime opera tion; the varying passenger loads; the weather on bright sunnv days and on rainy, lr*iy and snowy ones; the types of traffic from light in the outlying areas, to the heavy congestion of central business dis trict*, to the high speed traffic of our ex pressways. We also talked about the types of driver we would encounter during each day's work. We agreed that approximately W per cent of these drivers had no formal training in the operation ot' their vehicles; and, as a result, they were unskilled, incon siderate and reckless. On* thing they all have in common is the fact they have never driven a bus and do not understand the problems of a bus operator. We derided that it we are going to be Rood bus operators, we would have to be quite a bit better than the average by bong defensive drivers. We defined defensive driv ing as learning good common sense driving practices in the classroom and practicing them while we are students until they be come habits. These skills, properly applied, can keep us from becoming involved in .incidents even when the other driver is at fault All of our moves are calculated; our operation ts smooth, and panic maneuvers are avoided Today we are going to discuss how to prevent collisions with vehicles. We want lu leant why these accidents occur and how we can use defensive driving skills to pre vent an accident. These collisions occur when we fail to allow for the actions ot the unskilled, inconsiderate, and reckless drivers; of when we drive our bus in the iinii manner they drive their vehicles. But we know iron) past experience that we can prevent collisions by concentration and con trol By concentration, we mean keep our nunds on the job at hand---oo dreaming ot vesterday or platming for tomorrow. We work to develop oor haUts so we have the foresight to recognize hazardous situations before we blunder into trouble. \Vc learn the importance of having our bus under control in every situation that ariseduring our day s work. Let us cunsider the three major factors in any vehicle accident situation: 1. What is the position of the vehicle ui relation to our bus? 2, What action can the dnvtr of the vehicle take that would create an accident ituatiun? 2. What defensive action can we take to prevent an accident ? * .Vow, using the magnetic board, we place our bus on the street. Remember, you are the operator of thu bus and visualize these traffic patterns around you as you drive. Study them carefully and leant to recognize hr patterns as they develop. Then consider wha* action you can take to prevent the acci dent from occurring. With our bus akme on the street, we have an ideal situation with fittle danger of an aca'clent. But this eondilion seldom exists. We have other vehicles >n the six baste positions around our bus. We have; 1, Vehicles ahead of the btlr. 2 Vehicles behind the bus, 3 Vehicles passing the bus. 4. Vehicles approaching from an angle. 5. Vehicle approaching from the opposite direction. b Hus passing other vehicles. Starting with the position most desired by all driver*, being ahead of the bus. we conuder the three major factors involved. What action could the driver of a vehicle ahead of us take that would createanaccident situation? He could slow down, stop or back up. What defensive actions art we going to take in this case.1 First, we must have the necary distance in which to stop our bus smoothly. We establish a minimum of one bus length for every- ten miles per hour of speed. This applies to operation under ideal weather and javement conditions. If the pavement is wet or slippery, see imit double or triple 1 : ; j ] i ,-j } J ; \ j jj 1 1 | i f | jj <SR Trijnttl Saliati this distance. Second, we learn to scan traffic .thead. We have a good view ot the road Jicad, so we use it. What do we look for? The vehicle ahead of our bus is our first concern. Is it moving at a steady speed, or it it accelerating and slowing down? 1* u weaving from lane to lane? Is the driver paying attention to his driving, or is he pre occupied with a girl friend, or talking to his passengers, or wmdow shopping? Is he following the car ahead of him too closely? All of these are danger signals to us. What else is visible ahead? Are there parking spaces open ? Are there driveways 19 gas stations and stores or parking lots where a vehicle could pull out into traffic ahead of us? What is the next intersection? fs there a traffic light, stop sign, heavy pedestrian cross traffic, construction work, or a utility repairman at work causing a chan nelisation of traffic? All of tliese could cause a sudden action on the part of the vehicle ahead of us. But ii we recognize tiie hazard and have our proper following distance, we are prepared for any action. If we change the vehicle ahead of us from a car to a truck, would this make a differ ence? Certainly ir would. Following a truck would restrict our view of the traffic ahead and we would then have to increase our lollowtng distance to offset this handicap. With traffic moving smoothly, the vehicle ahead of us pulls up to the comer and stops. We curb our bus behind it. How dose lehind should we stop? Once again, what action can the driver of this vehicle take to create an accident? He could roll back, stall, or park. What is our defensive action here ? We stop at least five feet behind this vehicle. This gives sufficient distance so we can sound a warning if the vehicle moves back, and adequate clearance to pull out around him if he stalls or parks. The second basic position is that of a vehicle behind our bus. Arc we concerned with this vehicle* We certainly are. We are defensive drivers and we are trying to avoid all accidents. So using our mirrors, we check frequently to sec wliat the traffic pattern is behind our bus. How long has the ear been forced to follow us? Is he getting Impatient? Js he looking for a spot to make a fast pass? Or, taking a common tituatirn. here's a nr following right at our rear bumper. Wt recognize that the driver is nut using good judgment m follow ing tliat close, and the possible action here is that he could run into the rear of our bus. What are our defensive actions now? First, let us attract his attention. We can flash our brake light or use arm signal*. Then we will make stow, gradual stops, at (Uthofucd stopping points only. With this t>pe ot driver, wc sliould go one step further md move to the right a* much as possible, or pull into the curb carefully to encourage him to go by. He will be les dangerous to us if we can get him out ahead of us. The third basic position is a vehicle over taking and passing a bus. When we check mr mirror and see a car approaching at * M*cd greater than ours, we know that he ti not going to stow down and follow the Iju* if he has room to pass. \\ hat action can tins driver take that would create an acci dent situation? He could attempt to pass on tlie right side of the bus; he could sideswipe the bus in passing, or he could cut sharply tt front or the bus immediately after pass ing. What arc our defensive actions in this vase? We keep to the right, maintaining a iJiree foot clearance on this side from the curb or parked vehicles. This prevents him trom passing on the blind side of the bus. We are also going to keep our bus in a straight tine and yield the right oi way. Maneuvering into a different lane or racing him would contribute to a possible sideswipe icadcnt. Instead we will be prepared to stop, if necessary, should he cut sharply in front of us. Remember that now he is die vehicle ahead, and we need the proper fol lowing distance. ,We let him move awav before we resume our speed. The loorth basic position ts a bus passing usher vehicles. These vehicle* can be stand ing or moving as we pas. Generally we ,4void ^airing moving vehicles. Even when they are moving at a speed slower than the fin*, it is extremely difficult to pass safely and return to the proper lane to make serv ice stops. Such a move would never be made without the full cooperation of the other driver. We would first attract his attention with a tap of the horn or a flick of the headlights. Frequently this is all it takes to encourage him to move along. He doesn't stre to be behind a bus. Most of our passing is in relation to A uliotul ieftty L uiigrcj -landing vehicles, What action can the driver of a `landing vehicle take to create ,i accident? He can open the door and step out in front of our bu*. or he can pull chu irem the curb into the path nt the bus. What defensive actions can we take in thts rase* While we are scanning traffic ahead we ute watching for standing vehicles with Minicinw in the driver's seat. We pass these vehicles parallel with a three toot clearance <*t the right. Let's attract the driver's atten- with the horn or lights and make sure ' e knows we are about to pas*. Then we ?a-- wim our proper clearance. We look f* ? am indication of the exhaust to warn ,r at the motor t* running? Are tlte back-up <<r brake licht* on, giving an indication that me vehicle is about to move? Again we -vim attract attention, maintain our clear ance .'nd use our mirror* to check closely it.at the driver doesn't move forward as we ;-a**,, If he doe* trv to race us. we yield tite right of was. Die bith basic position is a vehicle apt.fiarhing from the opposite direction. What rc the possible actions ot the driver that i-xuld create an accident situation? He could f.<i! p. maintain his clearing f>y crossing the enter line of the street. He could fail to M-cnal hi* intention lo turn, or he could give wrung signal. He could cut directly into ' r [svih of our bus. What are our defensive actions (his timer We maintain our clearance by keeping to the right as much as we possibly can safely. We are prepared to stop, if necessary, when `pace dors not permit us to continue safely. We dn not rely on the signal for the pn*iMc cut off at intersections, alleys and drivewav- vmr i.i the dangers involving vehicles apprr*arhing are very evident, so much SO if at we should never be caught short. I touhte-parked vehicles or trades parked on >r. angle at the curb, which force oncoming trathc mto our path, arc very obvnws. In -itch cases, we tnf* and weld the nght-otuay to the vehicle, even when he is on r.ur nde ot the street. If we see a targe, slow moving vehicle approaching us. we should be alert for the anions of the driver behind it He may pull into our path as he attempts to pass. Tills brings u> in liir ixth b#ie |*iUoit Vehicles approaching irom an angle ai inter sections, alleys and driveways. What arc (he po*<tblc action* of the driver here? He could cut across in front of our bus. He could pull into ihe path of the bu*. He could back Hit of the alley or driveway. He could fait lo obey the traffic signals. What are our defensive actions? We re duce onr speed and arc prepared to stop at all intersections. Here at an intersection which wc rail ilic "Ked Circle of Danger," we have almost 73 per cent of all our acci dents. In llie short interval of a few seconds, we liave vehicles m aJI of the six basic position*! And we must we and recognize all the iiaeard*. and lie prepared to art. In addition, here we have more distractions in pedestrians, passenger tares, transfers, and questions. In entering the intersection, con centrate fully on driving and start slowly; be alert tor tlie possible action of every vehicle around, and drive defensively. In conclusion, remember that defensive driving is not teaming how to get out of tight spots. It is being able to recognize them as they develop, thus avoiding them. As you drive, check yourself. If you have to make * panic stop, it indicates you arc not driving defensively. You failed to see the hazard in time. Too many drivers state in their accident reports: "I didn't see," or "without any warning," because they weren't piling attention to their driving. Look at everything that moves on the street. Ask iiiurwlf, ``Wliat if," and hare the answer ready when you need it. t TEACHING PASSENGER ACCIDhNT PREVENTION Br ROBERT L. WILLOUGHBY Safety Training Supervisor, D. C. Transit System, Inc., Washington. D. C. have been *ked to nuke j 40 minute presentation on the subject 'Teaching pavsenger accident prevention,'' You the au dience are to imagine Una >ou are bus operators or visitors at a bus operator training roam while we cover the subject just a* we normally would with operators .>r re-trainee.- <m our own property. lit addition we were requested to use ,> many v><uaS aids as possible it they are normally used in our training classes. While we do not normally tt*e three different media at r.nc time, w- ?*,ue ntlecied the tu-grapb, 45mm slide:, -id the flip chart for uur presentation ti*u* Our subject again is 'passenger accident prevention.'' This subject is unique to passenger carrying vehicle*. We, ot course, will limit our discussion by defining a pas senger accident a* a tall or injurv sustained bv a passenger, but not as the result of a collision. Passenger accidents can be divided uito three main classification* or types: (1) Ixtarding, (2) alighting, and (J) on board. Let us examine the causes of those acci dents the operator ran eliminate or control by the manner in which he operates his vehicle. We will first discuss those actions that contribute to the passenger falling or being injured when boarding or alighting. The primary causes of boarding and alight ing accidents are (1) improper berthing of me bus at the curb, (2) stopping with the uoor obstructed, (4) stopping where landing airfares are uneven (4) defective step-- loose covering or plate, worn step, debris, ice `f snow on the step, and (5) passenger fnng struck by the door opening or dosing. The most obvious action of the operator, that contributes to these two types of acci dents. is failure to properly berth the bus > tlie curb. Let's look at some pictures of ictuai tine operation. When the bus stops ;jtr away from the curb customers have two ,:ood opportunities to fall, one--leaving the lurb, two--when stepping into the bus. In addition to increasing the hazards, we are lealty losing time while they walk out into (he street to board. It is much quicker to cull min iliv curb where eu*tumer% fun rapidly and ntiely -te|> urn* the bu* Slopping )U`l a titrle tff- far tr-.m ?}..* curb also encourage* the ou*l*mcr t* com mit an un*are art Mam nr **ur eu-mmerare not a* young and agile a* tney were and vet wu tempt them to jump :>in* me bus to the curb or from the curb t-> the W Suppose they only get thnr toes n ?fce -trp and slip. What happen*? Well, wi know* The very least we ran expect i* 4 -kirtned shin; but it ran be much worse' Proper berthing ot the bu* i* when it stops at the stop sign, parallel to ihr irk wheels three inches to six inches awa>. Tin* is the safe way, and it caves you tune r>*> A good rule to follow isr "When you cannot get within six inches of the curb, *iav at least threw feet out." When the bus stops with the door in front of an obstruction, it creates a situation that the customer least expects to he confronted with. The boarding customer is inconvenien ced because he ran actually use only one half of the door. The operator here lias created an unnecessary hazard and of course is losing tune. Here is the same situation viewed from the alighting customer's eve*. Many people never look outside before stepping off the bus because this happens *o seldom. The bus should be stopped so that both front and rear doors are clear of any obstructions. ' Uneven landing surface* may cause either boarding or alighting customers to turn an ankle, fall or both. 1 believe this picture pretty well tells the whole story of the hazards created hy uneven landing surfaces. The customer who has just alighted at tlte rear doors is holding on to the tree and carefully picking his way out of the tree roots. Here is another picture of the same loca tion but a different bus. This operator recognized the necessity of stopping with tlie front of Ihe bus exactly at the bus stop sign. The surfaces at both front and near doors are smooth and even. This is the way to eliminate hazards for our customer*. fl I9tSi .Satienei 2>&fel,y Cottyr-ai Transit Section Debris, such as paper, rags, pencils or other objects, permitted to accumulate in the bus and step well create a hazard that can contribute to a customer fall at any time. Loose step coverings, snow, ice, etc., are also a hazard. A good rule to follow it inspect the bus on each half trip to prevent numerous fails and injuries. Don't stop with inspection but pick up the items found and dispose of them, Now let us take a look at the on board passenger accident The causes of this type accident are much more involved and com plex than causes of boarding and alighting accidents. The two major causes are ft) rough mechanical operation and (2) sudden, last and unexpected stops (usually the re sult of the unexpected actions of other persons or outside causes). The first cate gory naturally includes the mechanical units of the vehicle. It is imperative that these board passenger accidents are caused bv making ial>e starts. A false start is one where we start, move only a short distance and then stop ogam, often suddenly. Nowlet us apply the ingredients of "on board .iccident prevention." First make conclusive observations. To do this we first make ; ertatn that no single situation is overlooked by svstemmatiring our observations. We make our observations in the same manner each time. We first observe the door area for intend ing passengers and for the closing of the door. We watch the door until completely closed. The second observation is oi the right trottt intersecting street, The third obvenation is oi the front The fourth obser vation is toward the left front intersecting street. The fifth observation is at the left or outside rear view mirror. The sixth observation is to 'he left in the blind spot. To illustrate, let's use the situation to our ,^ht front: the auto is moving slowly and vming to a stop; the light is amber green :>r u, and the pedestrian on the curb is ,'fubably waiting tor the light to change, it this were the full traffic situation and sere was no amber light, we could probably 'cave the stop sately and not have to stop igain before clearing the intersection. However, it we start, we should move mat from the curb and clear the pedestrian by three to four teet so that if he did step off the curb, we would have an out. What ibout anticipation ? Wr have anticipated that file pedestrian may step off the curb. The .elective speed now comes in. We should elect x. speed that is slow enough to take .'ire of the situation. The immediate action would be to start smoothly--if this were the entire traffic situation. make the observation so we can complete it and still have time to stop smoothly, if it be necessary, and not throw a passenger? To make the observation requires 1 *-i seconds. To determine the speed of the bus in feet per second, we multiplv the speed by !*/). The bus travelling 25 m pit. moves 57 feet per second. Multiplying the 57 feet per second by the \l/i seconds to make the observation gives us a total distance of 56 feet while making the observation. Add to this, the 17 feet wc move while reacting and 28 feet minimum after the brakes are applied and we get a iota) of 101 feet. This 101 feet i* the minimum distance we can be from the intersection before we start our observation if we travel 25 m.p.h. approaching iL Even this distance does not assure space etious* ur a normal smooth stop. When we this point we must units--clutch, brake, accelerator, and steer- mg--be operated correctly and smoothly. The required skill here can be attained only through consistent practice of standard per formances The skill required cannot be at tained in the classroom but must be acquired on the street in actual operation; therefore these will net be pursued am further at this time. The second category includes the common actions of other users of the street that bring about sudden stops. It is the following actions that we must learn to counteract; (a) the sudden stop of the vehicle ahead, (b) the cut off by a passing vehicle, (c) the cut off by a vehicle changing lanes, (d) die eut off by a vehicle entering from an inter secting street, alley or driveway, (e) the change of traffic light*, (i) the iast change What we now- see is too often what the operator sees after he makes his observa tions. This picture i* a far cry from what ive should see when conclusive observations are made. Now let us go through our observation procedure making conclusive observations Again we observe the door area and when clear we close the door watching it until completely dosed. Obser ving the right front, we see a pedestrian standing on the curb facing the street ready m am time to step off the curb. We see an auto approaching the intersection in the curb lane. Observing the front--the traffic light is amber and green; there is an auto in the left turn lane dashing a left turn signal and it is at the crosswalk. Observing the left front i'inse we do have an amber light and die have already checked m the outside left lutes on the left of the bus preparing to rear view mirror and in the blind spot At ;nake right turns prohibit our moving into this point, a minimum of just over three their lane, our immediate action is to keep hut lengths from An intersection, we should Hir foot on the brake and remain standing have our foot off the accelerator and on the ind start our observations again. Again we brake pedal except in the caw where you i } `fbserve the door area tor intending passen gers. We observe the right front and the Mtuation is clear. Observe the front--clear have vision into each side of the intersecting street for one block. Here we have buildings right up so tiie ind light is green. Observe left intersecting sidewalk on the right near side oi the -ireet--dear. Observe outside rear view mir- intersection. What do the other ingredients 7f--clear. Observe blind *pot--nothing there. for "on board accident prevention" tell us to judgment tells us there is nothing to inter fere with out movement Anticipation tells there is no one and nothing to interfere ii this time but we continue tu make abser- items. Selective speed dictates smooth gradual acceleration. Immediate action tells do now. judgment says we do not know what is approaching the intersection from the right Anticipation says there could be any number of hazards where we cannot see. Selective speed should be such that we can stop before crossing the first traffic lane. Immediate action requires application of the of traffic conditions, and (g? action oi pedestrians. There are ways and means available to us for counteracting the actions just listed We will call them the ingredients for "on board accident prevention." They arc (1) condu cive observations, (2) selective speed. (3) judgment, (4) anticipation, and (5) imme diate action, not sudden or abrupt action. If intersecting street--there is an auto in the curb lane at the crosswalk. Observing the outside rear view mirror--there is a moving *to approaching the left rear of the bus with a flashing right turn signal. Observing to the left to the blind spot--there i* an auto moving about 10 miles per hour along side the bus also w-iih a right turn signal flashing. t il 2} to gave a hand signal, release the brake, and apply the accelerator gradually and ,moodily. How many or you know the amount of me it takes to make an observation of an .nterscction ? Here we have a bus approach ing as intersection, the operator is usually ooking ahead before he starts an ebserva- brakes to slow the bus down gradually to maintain control of the situation. We have covered (a) the definition of a passenger accident, (b) the types of pas senger accident*, (c) The causes of board ing and alighting accidents, (d) the causes of "on board accidents," fe) the ingredients for their prevention. we will take those five ingredients, plaee them in a container and use all of them for each traffic situation that arises, we will Always get the same results --"on board accident prevention." Let us illustrate what we mean. Here we have a bus at a f*a**-nKcr top. Manv on Now we have a complete picture of the traffic situation because we have made con clusive observations. W* are now ready te. mi* in the other tour ingredients. In apply ing judgment each separate section of the whole traffic situation is evaluated in the light of how it affects our operation. i i To observe to the left, then to the right wd back to the straight ahead position re We are sure that when properly applied those ingredients will cure most of the troubles. Let tu leave you with use last | quires an average of IJ seconds. Docs this - irpnse you ? thought--the ability to prevent passenger accidents is the difference between "top This is good information to know. How notch" bus operating skill and ordinary Tr from an intersection must we start to expert driving. n 7$ J9&? .Vafum.h ^ajcty ('.'vrirrts TEACHING EMPLOYEES SAFETY By P. CARROLL JEANSONNE instructor. New Orleans Public Service, Xnc., New Orleans, La. It' *<** are here expecting to hear from me the complete and final an<tvcr ns to how iu teach operators to work Mtclv, you will leave *adly ilisaptmintcd becaue we at X. O Public Service Inc. have not tound that answer. Maybe I should go mi far as to <av that we have found nothing new- in teach ing accident prevention. That is why J `omctimrs find myself envinjf the research scientist for he is con stantly making new discoveries; discoveries in new element#, new methods, better meth ods, short cuts, tliat work even better than the old accepted metliods of doing things. Wliat f mean is that we in accident pre vention work are not, from time to time, on the threshold of a mayor breakthrough xt something new in accident prevention. The scientist finds Uiat by working with de ment', these dements react the same way each time they are Combined In the same manner. We in our nproach to training op erators try like the scientist to combine various elements but, because individuals do not react in the same way. we cannot ex gleet the same results each time, But by combining various dements tlut we are familiar with in a different order than the r-14 accepted method, we come out with a different and fresher perspective toward ac cident prevention. We cannot redo or change the student's or nt>era!or`s make-up by simply pouring .5 like amount of safety formula into him uj that the result is Uiat he wilt always work safely. Instead we must constantly create an attitude for personal safety in the student which cannot end when he has finished his training, because it must con stantly be brought back in retraining prec ede*. Experience has taught us that unless the proper attitude is developed, causing the student to want to be safe, then no amount of instruction, rules or discipline will cause him to work safely. He must have it explained to him that the company's rules and regulations for r.iosjirig personal injury were born out of past experiences and were not thought up '>r manufactured by someone who was just trying to how di'taitetu! and difiijiree- jtble he could nuke an operator's job. These rules ind resmUtptr* were formed from paM experience* m operators who wrfr hurt The accident report which u nude for each accident i* a record of a particular acci dent. These record# become a tibrary m experience* from which we draw informa tion needed to tormulate rules by which to work more sateU, In effect, <ur ovmpany Jus paid tor the experiences that -re -tored in these record*tust as *ureiy a> if it had gone out and bought them from a book publishing com pany. The*e experiences cannot help us unless we make use of them. The best wav ? use them i* to study each accident and then try to recti tv what caused the accident rif to educate the operator to avoid th* type of accident by proper Job procedure. After having explained how rules and reg ulations are focmuUted. the instructor then proceeds to explain the importance as well as the advantages of personal safety. They are: 1- The good feeling that he will acquire by building a good aecident-frec record. 2. The know-ledge that his job security is not in icopardy because of a bad accident record. 3. He has more peace of mind and can. with a greater degree of confidence, plan for his and His family's future, such as a home of his own, a new car, a college edu cation for his children, etc. There ts also the suffering tliat one ex periences when injured. Even where there ts no financial toss, the pain is disagreeable and uncomfortable. Moreover, there is al ways the possibility and likelihood of being crippled to the extent of not ever being capable of performing the same job again. He could be killed, which of course places at! the grief and hardship on his family. The wife may have to go back to work, if she can rind work, and the children be raised without a father. Ail of these happenings are possible if we do not work safely. There U a possibility Transit Stilton Mso of injuring a fellow worker it we do ivet formulate rules and regulations from past experiences and adhere to them in our daily work. The cost of a personal, on-the-job injury does not stop at the operator's level; it merflows into a company's cost of opera tion. To mention just some of the obvious costs, there are: !. Reduced production. 2. Unnecessary delays in the service which inconvenience patrons. 3 Increased medical and insurance costs. Xsxu the qualities required to become a ^ood, efficient and safe operator are ex plained to the student. These qualities are: Alertness: The operator must keep alert at ail times. Here traffic and personal satetv 30 hand in hand. He must keep himself .dm to everything around him, both on and off the job. When operating, he must see at all times all things on his right, ahead `if him, on the left and, yes. behind him-- at least once every five seconds. By op erating in this manner, he minimizes iu* chance of being involved in a public acci dent. Our experience shows that very often an operator is injured as a result oi a pub lic accident. Here is an example of what l mean: A bus operator sustained contrusicns of ihe right rib cage when an automobile was tn collision with his bus. He was thrown About in his seat and presumably struck himself on his money changer. Had this operator prevented the collision with the automobile, it is obvious that there would not have been a personal injury. Foresight: This means that the operator is able to recognize an accident liazard and avoid getting trapped in an aerident bv a broken piece of pavement, an oil spot on the pavement, a ridge or slope in the pave ment Here is a typical case; ,\n operator sustained a sprained left ankle when alighting from the rear door of his bus. He twisted his ankle on a sloping curb. This operator could not have been looking where he was stepping, otherwise he would not have stepped on the sloping curb. Knorvtejgrr An operator must team all he can about his job, what bis duties are, the company rules and regulations, traffic laws and the correct way tn handle the equip ment and its limitations. For instance, one operator was hurt trving to release a hand brake that had been pulled up too tight in the bus lot and sus tained a sprained muscle of the left anterior chest and left scapula area. Had this op erator sought help from a mechanic who has the necessary tools to release this ratchet when it ts stuck, there would have been no injury-, Judr/ment; To be able to distinguidi what 1$ right and what is w rong, to be able to keep a level head and not to act impulsiveiv. One operator fatted to think and struck tiie glass panel of a stubborn streetcar win dow with the inside palm of his hand. The gtass broke and h>$ hand was cut; he had to be relieved on the road for wound dress ing. it ts obvious what the solution is for avoiding this type of accident. Skill: Just about everybody acquires it after enough practice, litis means to be aLle to operate efficiently and smoothly with out injury to the equipment, himself and other people. This operator apparently did not use tl.c skill he possessed. He suffered a strain of his neck and in his upper back between his shoulders when his bus was in collision with a stopped truck. The windshield of the bu flew out of its frame, striking the operator in the face and he was pushed backwards in his seat in the bus upon impact. If only we could impre** upon the operator the im portance of doing the job right every lime and not just part of the time, it would be possible to further reduce personal injurte*- We have here two cases where personal injury was a direct result of a public ac cident. There are many more but these two. I think, serve as * good example of the relationship between the two. So, in our busi ness, the process oi instruction on personal safety is parallel to that of public safety. The student has it explained to him that the professional operator is expected to no tice and fee accident hazards; to keep alert, to use good judgment, to have more -kill, to have better knowledge of what causes accidents and furesight to avoid being drawn into an accident situation. By devdopint; these qualities and practicing them, an op erator cm *<*> in the expert class. Also, he must guard against: Distraction: We do not know how manv personal Injury accidents in our files were a "5 \uUonal Safety Canyren <|irect result ot distraction but I .am sure that ihe operator does not state in his re port that he was distracted by scenery or by any other distraction for fear oi incrimina tion. Svenerv can be a major source of dis traction if the operator gives it hi* undi vided attention. Fatigue can cause an operator to injure himself because it slows his reflexes and he is nor able to react as fast as when he i* alert and frrh. We recommend that the operators get enough rest, f< the operator lets it, worn' about ill ness of someone at home carried to the job is sure to distract him and leave him open for personal injury when he can least afford it Financial troubles can also he a cause of personal injury in that an operator can not concentrate on working safely it he is worried. Daydreaming is one of the worst enemies ot an operator. It is hard to avoid it-- especially when trout are running, but the operator if cautioned to concentrate on safety and efficiency and leave the fishing alone un til his day off. The initial instructions given to the stu dent are more or less a pep talk. This is intended to create a favorable attitude In the student so he will be more receptive to the instructions that he will receive through out his training period In fact, these in structions and coaching nil! be given to him again and again not only through his train ing period but again in his probation period and. although not as frequently but from rime to time, during his entire career with the company. Our follow-up program is so arranged that there is a gradual tapering off as the operator gains experience. He is never completely taken off the tollow-up list, however Our experience shows that un less accident prevention is kept alive, the 'perriot will become lax and careless. Our preliminary instructions are on the tasks that the operator will be railed upon to perform in his regular duties. We begin wur instructions with the assumption that the student knows nothing about his duties or rhe equipment he wall handle W* must be thorough in our instructions and then donomtrate the correct, safe method of performing this task. After the instructor explains and demonstrate* the proper method and the safe method, he lets the student do the task, He coaches and corrects his methods until the student is able to perform it right. The patience and thoroughness with which the instructor teaches are reflected later many times in the student. If the instructor is not thorough and takes lor granted that the student has gotten the full meaning of his instructions from a casual explanation, then he will not put his instructions over. He must be enthusiastic, thorough and in spiring. The following procedure is followed for instructing a student in h introduction to a bus; Handling a But IVitkemt Power Steering The student is instructed on an out-of-servieit bus. The instructor demonstrates the jiroper seated position in the driver's seat for the least strain when making a lumThe student must avoid being in an awk ward position. And now for a left turn at an intersec tion: The left hand goes on the upper rim rwi the steering wheel at about the 11 o'clock spot of the wheel and pulls downward un til it reaches about the 7 o'clock point, where upon the right hand grips the under side of the steering wheel at about the same point (11 o'clock) and pulls a downward stroke to about the 7 o'clock point on the wheel, same as with the left hand. This action is repeated throughout the tum or sufficiently to complete the turn. This method of pulling on one side of the steering wheel (the side that the tum is being made) puts the strain on the arm and shoulder muscle* and not on the back muscles. The shoulder and arm muscles are more adaptable for this type of strain than are the back muscles. The right tum i* negotiated in the same manner except that the left hand is placed under the lop rim of the steering wheel at ahout the t o'clock point and is pulled down ward toward the 5 o'clock point, then the right hand is placed on the top of the rim at about ihe l o'clock point and pulled fnwnward to about the 3 o'clock point. This hand over hand pull is repeated until the turn is completed, or until (he bus has been cut enough to complete the tum. At first (he student may complain that this method feels awkward. This Is because he TVotunf 5,-r/itm I- u'*ed to handling light autos and probably the inside palm of both liands on the ip or outer rim of the wheel in turns. However, after practicing this method tor itiitile the student finds it less awkward ,r.ii finally gets the habit of handling the . 1 m this manner without any trouble s injury. 1 in straightening out the bus, he is in- 1 'meted to relax his grip on ilie wheel just '-ciore completing his tum. The wheels will vratghten out without any help from the i ;<r*tor, but here care must be taken to > .mtruct the student not to let go of the ' ,theel but to keep enough pressure on the iter rim of the wheel so that the wheel . ill not spin back to a position ot no pres.jr# from either right or left. The fingers and thumbs must be kept clear of the wheel 'pokes white tt is returning to its straight-ned position. The student must be coached on keeping a mug grip cm the rim of the steering wheel while going straight in the road, being es pecially careful not to make the grip so r 'i^ht as to cause unnecessary fatigue to -.lie hands, also to be able to let the wheel ' rock" through his hands in ease of a sharp ;*rk from striking a hole or bump. . He must also be instructed and crashed n avoiding getting his fingers or thumbs `hind a wheel spoke for the same reason. .'vs tong as the operator handles the wheel tt he is instructed, there is little chance of ;<r*oaI injury, it is only when the operator Vcomos tax and begins to make turns the - rong way that he has accidents such as . ids one that occurred on one of our lines .< hen ttie operator sustained a strain of his -icfht shoulder muscle, allegedly when mak ing a turn- with his bus and felt a sharp lain in bis back. When questioned, this perator admitted that he was not handling lie wheel according to instructions. He, >i course, was advised to operate his bus .^cording to rules. The instructions given for handling power `cering are the same as for manual steeri-tg. However, with powet steering, the op erator must be checked for handling the Hieel with the index finger ot one hand. This, of course, is a dangerous practice. - Handling tViniotus and Ventilators; The , indent is told that the safe way to raise a ' `"is or streetcar window is to get close to the side (iiiki'lc) >t the iar or int. night next to the wall. He is told to slide one knee on the scat and with both hands on the window latches then raise upward. The main point is to he facing the window so that his body is not twisted thereby putting additional strain on his back muscles. It is demonstrated to him how to do this in this fashion and he is advised that tt is a bad and dangcrou- practice to do it any other wav. Closing x bus ventilator seems to be a small enough !a>h and presumably one that can be 'lone sately by just about anybody. Jiut, unic the student is told to use the handles attached to the vents to cither push them open or pull them dosed, he can get hurt. One operator suffered a mild strain of a muscle in the leu scapula region when he attempted to rai-e a window in his bus while m the lot. Operating F, S. R. Invert; instructions on the proper prrvrdure tor operating the F. X. R. lever* on Dieet. Gas and Trolley coaches: This is usually *kxic while the operator A in the operator's seat. The floor beard type of directional selec tor poses practically no problem at all. It it easily manipulated and requires practically no strain on the operator. On our property, the only selectors on die floor are on some types of trolley roaches. The rest of the fleet directional **tertmt are on the vehicle's ilash and work in a vertical manner. Operators who arc not careful sometimes take a wrong grip on the indicator handle and get their fingers caught in the slot in which the selector travels from the neutral position to the desired position. In ease* where it Is apparent that the selector will he hard to get in position, the student or operator i* advised to stand up next to the selector, making sure the hand brakes are applied to keep his vehicle from moving when the `elector is advanced to the desired position. Adjuiltna Dn-.rr's Seal; The student ishown how tl*e seat i* admsted while seated in the seat. To get the seat higher, with one hand on either side of the bottom of the cushion he is seated on, he pulls himself upward using hi* leg and arm muscles si multaneously. U'e discourage any attempt S9CJ X.tfionat Sajfty to adjust the seat from a standing position and while bem over the seat. Tins results in back strain and should not be practiced Handling Trolley Ropes; With the right foot braced and facing the trolley retriever, while standing on the right hand side (side* v<alk) with respect to me retriever, the stu dent proceeds to pull the trolley pole down ward until he is able to secure it under the hook provided tor this purpose on top of the coach. Having serured the pole on top oi the coach, he proceed* 10 rewind the re triever in short strokes, about right to twelve inch strokes. He i- rnuttoned not to take longer strokes because to do will throw him off balance. Operators pulling too hard on a trolley rope have been injured bv a tall due to the trullev rot< breaking Op erators Have also been injured Ire bong J lammed antnc the bark of the rock ckav to rrrrwvm* aciKw? * -hr rrtnrvrr This it why th- :--* r' bw.Umrd .r---..-.. is necesvury He is Musrwtvd i- *-'*-** - g* u> trolley rape whetw\r- '.*> rmiAnU* winds op wH<V le * ti r.<^ h* leasing His getp m* ttr m >- ium irem Hrmg iimmi u* tunmts, but also ki>v tom trw riiu^ lu^r <iUgfat m the ectesevee I- i wi 1 wfl 41*0 to keep the wheel* d*eo'tu uww um- wuOev wires as mutek Ut fiwliw wmU w. -- 1 rr havrig to rewind troli*- 'ef.ev Tkw. we point iwfi. awiimi.i*-* tr --n w> astunr by retnrwr jm, to. weh w* by * lt*are to vdiscuU' traiW 16 r Ainu wuoruc.t the student tu take owaign slwck m. Me w^c o that be cua *uuid back u* li tmuat m winch the shoe will touch the ik when the poles Utx fepbwwd 7W> *duBtS the j<j*wUlity of a >p*rk tattmg ilw cjitratuf's lace, or pc-pstWy ta lu ryes. Boarding mod Ahyktmg Foils; Openson are catnketed to iwrd and alight from their vehicles slowly and 10 look before making hasty or carries* *trp toward or on the teps. An operator t-uffered contusions of both knees and diin when he alighted (nxa his bus in the lot tu assist another operator to ceiling his bus in gear. He stepped on an ml spot and fell tu his knees striking his chin on the ground. ftprraters arc often critical of passengers who fall boarding or alighting from their vehicles and yet all too often they them selves fall boarding and alighting from their awn vehicles. Sprains, Strains, Over-Exertion; Opera tors are instructed not to strain at lifting or pushing anything, If it becomes neces sary to push a vehicle that is m the wav. call the Transit Dispatcher, He will get help. One operator suffered a mild strain of the ligament structures in the right inguinal are*. He alleged that, while helping three fellow' employees in pushing a stalled bus, he felt a pain in his right groin. Collision ui/A Public !'chicles- Here u where safe driving prevents not only public accidents but also sometimes personal in jury. It is again pointed out to the operatorthat not cnlv could he hurt someone e?*r hoe there is a distinct possibility that he wi3 be hurt 07 crippled in a public a<c'ksrr. As operator suffered an abrasion <: the left elbow when operating hit bus. h m cvJiixjn with a truck and He stuck cftjuw c*s the side panel of the bus. tbrkfumg Hand Brakes: Many operator* ajvml n the process of releasing lie hand brake. A level head must be krft whenever as operator discovers that Hr canntjt release thr Hand brake. He must pull beck urn the ratchet in order to get enoupii twdc to release the trigger mod then let it eluant *Jowfr. Care must be taken not to uvev-eaert himsdf when pulling on the rwathee so as to avoid a strain. Care also mumt W *!" when letting down the lever wuc a* wjare the hand, As upenutoc suffered strained muscle* in left atde o4 his aerie wrhen in bus lot pre paring to take oat his bus. He was attempt ing to release hand brake and the strain cawed a pern w his neck. Stnub by I'ehiete: Operator is instructtil to bsc caution when getting out of his bu, esgwoaUy when leaving the vehicle to either go to restroom, telephone or restaurant. Jiv ing preoccupied, he is likely to step directlv tsno the path oi oncoming traffic and get hurt. An operator received contusions of the right temporal region of the head, lacera tion of the right car, contusion of the right shoulder, contusion of the right rib cage an-1 brush bums of the right cheek when l.e stepped out of his bus and was struck Hy an automobile. Trjnttt Section \e Iniunes; Care mtt>t Le taken not to have wind blowing directly upon the opera tor. We cannot work with goggles but -ome care ihould be taken to minimize the seriousness 01 an injury by not aggravat ing the eye by rubbing it when something .foes blow into it. Medical attention must be given to the condition as soon as possible One operator suffered conjunctivitis when he opened the doors of his coach and a 1 oreign body blew into hts left eye. By following this pattern of tmmicn*m*. i<iu a toliowup program, we hate been able to keep down the number of Ion tune ami non-disabling injuries to a minimum. In IbSd our frequency rate was 2 42 lost time injuries per 1,000.000 man hours worked. In I960 we slipped a little, maybe due to a laxity or complacency, mr our fre quency rate rose to 371. In 1961 we bounced back and the rate dropped to 13*1. We hope to end this year itli as low a rate a* we had in 1961. SCHOOL TRANSPORTATION SAFETY IS AN INVESTMENTDIVIDENDS THROUGH JOINT ACCOUNTS By WILLIAM LEMON Director, School Bus Safety, New Mexico State Department of Education, Santa Fe, N. M. Our the `vhwl Tran-puriatton ha* held "joint aec'.Jtit*" a it tt *; % . r.V. croup? Aitd onninir;*iton. TI:cm? have hern or great value in developing uniform standards tor w-hool Lu equipment, unuorm motor vehicle laws and standards for <et*rctir.n oi school bus driver*. I believe that these activities imut continue and be expanded where pos- *iirte The most recent "joint account'- opened by School Transportation lias been within the tramework ot (he National Safety Council a* a section of the Motor Transportation Conference. The purpose of this section as ei out in our by-laws i* to supplement existing programs and provide additional `pportunltics tor achieving safer transporta tion for our school children. Many addition al avenues are now open to its through this development. PrwMiii- vvtm-lt have proven tlicmfelveihririivh u--c by the leading commercial vehicle and transit companies and which reach n> unlv the supervisor but also the driver, are available. These include incen tive#, *teh as the Safe Driver Award Pro gram and the Reel Safety Contest. A clove liaison is possible between educators, tram(lortation people, and traffic -pecialistt, through the School and College Section, the Motor Transportation Section, and the Traffic Section of the National ?,vferv Council. School buses operating on the *treet* and highways of America cannot isolate them selves from am- of the other segments of traffic, and common problems must be solved by common effort and understanding of all who are involved. I feel sure that important dividends will result from these "joint accounts." LIFE SAVINGS ARE IMPORTANT-- ESPECIALLY AT GRADE CROSSINGS Br O. M. DEMPSEY Asst. Superintendent of Safety, The Milwaukee Road, Chicago, III. The title for eur discussion today is more than a title. It is almost a speech in itself. Please don't let it influence your reaction to my comments- Frankly, f like it. It's different. It reflects some new thinking and I would like to congratulate iour program committee for it. Too often we resent change and adhere to the old stereotype title which go on and on year alter year. So I am glad to have a part w this new approach, this new setting, new atm'xpherc or whatever you may wish to call it. Like many of you here today, I can recall the words of caution I was given by my mother as 1 started off to grade school when a small boy. and that was a long time ago. Generally, the respon sibility for my safety was assigned to my brother, two years my senior. We were cautioned more particularly to watch out for horses and delivery wagons than we <*> School Transportation *vr. vffc for the family automobile which sere very few in number tn those days. \Ve were cautioned about other things ion which might endanger our safety. Those basic teachings still prevail in most homes throughout our land and this is something which should not change. Ac tually we need more of it and with a broadening to embrace new things and situations. It seems to me >ou should be concerned with certain fundamentals in transporting kids between home and school. There are advance arrangements to be made be tween school authorities and parents and tn some urban areas, with public officials as well. There is the matter of driver -.election and training, the establishment of routes, loading locations, time schedules and all the numerous other things which must be attended to before the job can be done and done safety. Remember first, the kids; second, the tioiae; third, the school bus; fourth, the >t river. Let's take number one, the kid*. They are the individuals most concerned when we think about life savings being important as the first part oi the title o; this talk slates. 1 believe we will ail agree that parents iv ant their kids delivered safely at school <n the morning and returned home safely at night. The lives of their children are exceedingly important tn them and rightiully so. But like adults, alt kids are not alike. Some will react favorably to in junctions, particularly with regard to school bus conduct, some will not. Then there is always the boy who is so full of life that he finds it hard to understand why all the other kids are not like him. He is hard to control. Here you have a problem which goes far beyond school discipline, beyond any thing the bus dnver might do and settles right back home in the laps of the parents. That brings us to number two. Where there is an active Parent Teacher kssoctation or similar organisation of parents and teachers, this situation can toe corrected to a Urge extent through cooperative effort. So the starting point with the parents but there must be t;ood communication between the parents jitd the school authorities. What would be wrong with having a single sheet publication, mimeographed or otherwise, with a caption ``School Bus Topics" or "School Bus Safety Notes" or some other appropriate title, compiled and printed at the school and tucked in with the report cards the kids take home1 ft might even be printed like a handbill and distributed at Parent-Teacher Asso ciation meetings. The trouble is that someone at the school has to have an interest in doinp a good job of gathering pertinent infor mation to be placed in parents* hands ami the bulk of the information, if not all oi it, should refer to school bus safety. Some one ha* to love kids deeply and sinccrei> enough to take on a little extra work. Ji the school can't do the job then perhaps some mother or tether can. It is appre ciated that some schools are adequately equipped to take on such a responsibility while others arc not. Localities differ ami all school authorities do not think along the same lines. We should be honest with oursclve* when we talk about homes and parent? SVe must realize that the prevailing atmos phere in any given number of homes is not comparable and that the attitude oi parents, particularly with regard to sairtv. varies considerably. Home situations are something we cannot do a great deal about because we would be invading the privacy of ait abode, thus inviting un favorable criticism. Fortunately in industry today there is considerable said about otf-thc-job safety. Coupled with the teaching of safety on the job, there are reasons to believe that a great many of our citizens are learning the value of doing things the safe way and they are carrying this feeling home with them. Extensive as it i*. this program does not reach alt parents. For example, there is a definite need for broadened com munication in rural areas. It should be evident that new avenues of approach must be devised to reach fathers and mothers with impressive safety educa tional material so that a better under standing may be had. Again the ParentTeacher Association or similar groups can he an important factor. 01 ('to! Xifdmuu C-'HQri'.'J And sptakiru; -riv educational tn.tcrtal, thousands i pieces are distributed 'icii year bv the National Safety Council in connection with it* "Signs of Lite" program. \'w !et irr(f i.i to (he school bus. he third item for discussion. This ties m with tint pan t the title of this talk which sa>* '`especially at grade cross ing*-" It also tics m with the "Signs of Life" program put referred to. This pro gram embraces the acuvities or the Com mittee on Motor Vehicle Traffic Safety at Railroad Grade Crossimrs oi which 1 am Chairman. Let me tell you a tulle bil about this committee. The overall objectives are:-- Gather and study facts about highway railroad crossing accident*. Recommend action and activities the Council should undertake to help reduce grade crossing accidents. Promote the mltowing: Uniformity of state laws at hlghwavtatf crossings; Safer operation of school buses at cross ings; Safer operation of all commercial ve hicles at railroad crossings; Improved enforcement of traffic Ian* and better traffic engineering at radroa grade crossings. Help promote the Sign* of Lite pro gram nationally. Report annually to alt agencies and interests involved in preventing railroad jxradc crossing accidents. There are five sub-committecs: Publicity and Education Operation of Commercial Vehicles Operation of School and Intercity Buses Traffic Law Emorcement and Engineer ing Uniformity of State Laws The objectives ot the `-ub-commiitces on "operation of school and intercity buses'* are: Develop a program to alert state and municipal public official*, school admin istrators, PfA groups and others to the potential hazards to school children at rail crossings if school bus operations are not supervised and driver* well-selected dud trained: Develop educational publicity to warn the public of this hazard, particularly in the rural areas; Work with Motor Transport Confer ence of National Safety Council to develop additional materials to help remind school bus drivers of their responsibilities. We must recognize the fact that the school bus is a relatively new thing. Since it has come into the traffic picture, cer tain laws and ordinances have been passed in some states and municipalities but there remains a lack of uniformity which sooner or later must be con-eetad. This i* one of the important matters under study hv the suh-committee on Uniformity >f State I^aws, Please ber tu mind the title "Liu* Savings Ate Important -- Especially* at Grade Crossings." When section H-703 of the Uniform Vehicle Code was written, the authors must have had this m mind, it reads:-- "Certain vehicles must stop at alt rail road grade crossings. i) The driver ot inv motor vehie'r carrying passengers for hire, or ot any school bus carrying any school child. *d any vehicle carrying explosive sub- ances or flammable liquids as a cargo or part of a cargo, before crossing grade any track or tracks of a railroad, shall stop such vehicle within 50 feet but not less than 15 feet from the nearest rad of such railroad and while so stopped shall listen and look in both directionalong such track ior any approaching tram, and for signals indicating the ap proach of a train, except as hereinafter provided, and shall not proceed until he can do so safely. After stopping as re quired herein and upon proceeding when it is safe to do so, the driver of any said vehicle shall cross only in such gear of the vehicle that there witt be no necessity for changing gears while traversing such ccotiing and ihe driver shall not shift gears while crossing the track or tracks. fb) No stop need be made at any such crossing where a police officer or a trafficcontrol signal directs traffic to proceed. (e) This section shall not apply at 83 ,-iWittol Transportation Stctum *trect-railway grade crossings within a business or residence district " In some states the law requires within 50 feet but not less than 10 feet, instead of not less than 15 feet. A survey by the Interstate Commerce Commission shows seven states without any stopping require ment for school buses. Why did your program committee spe cify "Especially at Grade Crossings''' Perhaps there were several reasons. Per haps one was the fact that railroads throughout the nation are continually re ceiving reports from tram engineer* con cerning near misses where school buses have iaited to stop as required by law and m some instances have driven the bus over the railroad (racks immediately m trnnt of an approaching tram. Let me 'iive you a few examples of near misses. In Minnesota a school bus loaded with Lids failed to stop at an intersection of a : ighway and a railroad. The matter was `-ought to the attention of the super intendent of schools who advised (he vio lation had been brought to the attention <>{' all their school bus drivers. However, soother violation was noted les* than two months later at the same intersection and `'* school superintendent was again conjcted He thanked the railroad super'.tendent for the information and stated * had handled the matter personally with tie driver at fault and with all other `rivers. So further violations were noted. in >-,inh Dakota a similar incident oc, rred and the superintendent nf (he :t.>o| district advised that the driver of c c -chord bus had been confronted with reported violation and reprimanded. In the state of Washington the superi -it- ot transportation was advised of a wdition and responded that the driver i-volved and all other drivers had been uirihcr instructed and told that such things would not be tolerated. In Iowa a loaded school bus crossed ahead of a passenger tram without making a stop and proceeded down the road at an estimated speed of 35 miles per hour. When contacted, the superintendent of schools stated he would take immediate Irajtdc tu Alabama a school bus full nf kid* (.tiled to -top soon enough, fouled the track and then was backed off the cross ing lust m lime in atonl being struck bv an approaching tram. This was a close call and resulted in rigorous handling with all school Inis drivers m that district. in Mississippi a school bus driver was discharged for failure to stop a loaded school bus at a crossing. He had stowed to about 15 mite* per hour but continued across ahead of a freight train. There are tuanv, many simitar reports which I could tell you alxiut but in all of them there is a definite similarity, Thi.* plan ot retorting near misses to the Na tional Saieiv (.'mined was the result m a recommendation made abmit a year ago to the Railroad Section ot the Council by the Committee on Motor Vehicle Traf fic Safetv at Railroad tirade Crossings of the Traffic Conference. The committee wanted to have more mmrmation on what Has actually happening at grade crossings throughout the nation and it was felt this method would accomplish that purpose. It parent*, school authorities. P.T.A. groups ami other interested organizations had the opportunity oi reviewing the thousands ot reports already in file as well as the daily Item of such reports, thev undoubtedly would he deeply im pressed and would realize the need foe more drastic action with those at fault. Franklv this file of reports reveals a mghtenmc situation in alt parts of the country. Perhaps your program committee had m mind the serious accident near LaSalle. Colorado, on December 14. 1961 frequently referred to u the Greeley accident- In that case alone iU school kids tost their live-* and 16 were injured. On November .>>, I960, a school bus was struck by a freight tram resulting in the death of 17 student* and mmrv to at Lament. Alberta. Canada. From the standpoint of casualties. were the last two serious accidents. The records show that both could have been prevented. Following the National Safety Congress and xpouion last year, a new release was sent nut from council headquarters eoncemms our committee activities and this included evrrai quotations I had made. %mong other things I said: "The nuntlwr near mie because of the 33 2962 Xetiona! Safety Congress failure of school tm* <!river* to stop at railroad crossing* is alarming. We know ironi experience that one of these morn ings \vc cau expect to read of a trainschool bus crash which has snuffed out the lives of 23 tu 30 youngsters." This prediction was nut tar oft. The Greeley collision happened within a matter of days and as yon know 20 kids lost their lives. So the school bus which saves kids a long walk in many iustaitces may be a means of placing their lives m danger. The driver of the bus is usually the decid ing factor as to whether the kids are transported safely or otherwise and that brings us to point number four. The driver of a school bus is usually consid ered a chaffeur and i. liceuecd accordingly. There are many instances however where they are not so considered and their only qualification tit the uct that they drive an auto of their own, The Uniform Vehicle Code m Section (108 definies a chauffeur as follows;-- ''Chauffeur, Every person who is em ployed by another for the principal pur pose of driving a motor vehicle and every person who drives a school bus transport ing school children or any motor vehicle when in use for the transportation of person* or property for compensation." How well h appreciates his responsi bilities for the precious cargo placed in Ins charge depends greatlv upon the sig nificance placed on his job by school au thorities. He must have a thorough under standing of the state and municipal laws and ordinances. He must be of high cali ber and qualified m every respect. The school authorities should see to this and should definitely know they have the right man or men for the job. The National Safety Council has some splen hd training materials tor school bus operators and it is suggested that where school funds are inadequate to make it possible to subscribe to this service, then perhaps the P.T.A. or one of the local service organisations such as Kiwanis or Rotary be solicited to provide the neces sary money. Above all, these school bus operators or chauffeurs must definitely understand the requirements at higtiway-railroad grade crossings especially in slew uf such ex periences as Uamont, Alberta and Greetey, Colorado. Trains have one track minds. The Hanged wheels on engines and cars keep them on the rails and therefore on the track. Trains can operate only on one track at a time. They can go only where the track permit* them to go. They can not swerve to the right or left to escape a hazardous situation which might loom tip ahead. When an engineer observes a motor '.chicle approaching from either tide all he can do is sound the air horn on the diesel engine, ring the bell and if neces sary set the ait brakes on ihe tram. Obv inuslv he does not have die maneuver ability such as i* true of the motor vehicle, and primarily because the train has a one track mind. At the intersection of some streets and highways e find the octagonal stop sign: >t is one ot the Signs ot Life, but there arc probably millions of such intersections where no signs of any kind are placed. What action is taken by motor vehicle drivers to prevent accidents at those mil lions ot unprotected intersections?1 You know. 1 am sure, because in the opera tion ot your own automobile you take the precaution of looking first in both directions before you proceed. Now let s look at the locations where streets or highways mi<-rtect railroad tracks. At every one of these there i* either a so-called crossbuck sign, a watch man, a visible signal, an audible signal, a combination of both visible and audible or crossing gates. In addition at most of these intersections there aie the round advance warning signs. There is no such thing as an unpro tected highway-railroad grade crossing; all oi them have one or more of the protective features which I have named. To a considerable extent the train with the one track mind must reiv on these signs and devices to protect if from anconitnp motor vrhiclet and this could be, pro vided the drivers respected the warnings given by such signs or devices. You did not hear incorrectly! I did say "protect the train from oncoming motor vehicles." 84 SehooJ Transportation S'ectton The records of the Interstate Commerce Commission show quite a number of col lisions at locations where highways and railroads intersect in which the trains were derailed and live* were lost. One that 1 know a little about concerned a heavy dutx dump truck loaded with 37,330 pounds of gravel which was driven onto a crossing just ahead ot a passenger train and was struck, Tie leading diesel unit and nine cars were derailed. 741 feet of track struc ture was destroyed, six people including the truck driver were killed and twenty-two persons were imured. Within a distance ot about 660 feet from the track a motor ve hicle operator had a clear view for at least one-half mile in the direction the train apfunachcrf. While thi wa* not a chool bus accident, it indicates the upc of tragic occurrence which concerns us. Intersections are intersections regardless of whether they involve two highways or a highway and a railroad. They must com mand the same respect in order to eliminate intersect**} rotliio*. And by thi* l mean, approach with caution ami proceed only when it is safe to do so. * Maybe ir thinking needs to be stimulated. Perhaps we are so engrossed with the new frontier that we are failing to look into the dt*tant future, the new Iwmion of school bus safety. Let roe give you a few thoughts some of which may be old stuff to you but I Hope some may be new. Would you care lo recommend; 1 That the qualifications of school bus drivers he revised; that ihey be made more restrictive. 2. That a spot check system be adapted by either the P. T A. or by school authori ties to know that drivers are obeying the taws. 3. That a. standard be set for initial physical examination and periodic re-exam ination by doctors to know that drivers are m good physical condition. 4. That a minimum and maximum age limit for the driver be uniformly adopted 3, That a standard be set for periodic examination of drivers by state authorities or highwav officials on all *afetv require ments. 6 That changes be made in school bus design or construction m the interest of greater safety. ?. That stale inspections be made at least twice a year and that an arbitrary age limit be et for retirement of the school bus. 8 That designated routes be studied and changes made to avoid as many heavily traveled intersections a* possible, including tailroad crossings. 9. Tlut a uniform method be adopted for selection of monitors with responsibilities of die child being clearly defined. 10. That school bin safety be explained to the pupils at regular classes at frequent interval* with the reasons for good deport ment on the bus being explained. Kids, kid*, kids! Our nation's greatest asset. The future of America m the mak ing. Let's help keep them sate and sound. HOME SAVINGS HELP--GET PARENTS TO ASSIST IN YOUR PROGRAM--IT DOES SAVE MONEY By MRS. BERNE JACOBSEN Chairman, National Congress of Parents ft Teachers, Seattle, Wash. With approximately 12 million children and youth riding school buses every day during the school year, you can be sure that carents throughout this nation have a vital vested interest in safe school trans portation. As we meet today to explore our theme "Safely an Investment" and with ><tir spotlight on the problem of getting children to and from school safety, let us -ee just where we stand. The National Congress of Parents and Tenchr, with Its more than 12 million S3 19<>? Xuiu'ttiil Safely Cungrcrt memberships, is deeply concerned that all shoots have the safest possible transportstion programs. When we read that OS pupils were killed in school transportation aeci- tents and 2,153 injured in 1961, we try to analyze the cause?, and then we determine what we, as parents, can and must do to redtiee or hopefully eliminate these tragic figures. Learning that 3d fatalities occurred to passengers on school buses, and that 2? occurred as pupil pedestrians were either approaching or leaving a loading zone, gives us some clue as to where efforts must be placed. Other findings showing that out of 9,279 reported total accidents. 7,158 involved other vehicles, are equally significant- In the current action program of the Na tional Congress of Parents and Teachers an entire section is devoted to accident preven tion. To quote: "Accidents are now the leading cause of death among all children between the ages of one and twenty. This is a shameiul and shocking fact, for most iicridents are preventable. Adults have an i.bltuaiion to protect each child from hazards ,md to teach him to live, learn, play, and go about the community safely. They must pro vide a safe environment at home, in school, on the playground, and everywhere else through vigilance, inspection legislation, and enforcement of safety codes." The action program target: "To reduce drastically, the number ol fatalities and in juries tn children in the community." Its suggested action: "Through educational pro grams to inform parents of ways to prevent accidents and to teach their children to live safety: to support legislation and needed measures for traffic safety, such as driver education for youth, social training and periodic examinations for vrhool bus drivers, use of seat belts in cars: to encourage safe ty education in schools and cooperate with school officials to make the school and its environs free from fire, traffic, and other hazards." This action program takes hold of the very thing we are talking about today. It urges parents to get the facts and then tell the story. What's more to teach the story tn their own homes, In the community, this succeeds best when it is a cooperative effort with the safety councils, local enforcement officers and public officials; in the home, it succeeds best through the patient and pains taking effort* *<( parent* tn impress their youngsters with real principles of Safety, and llien lO abide hv those principles, them'rive* In mntiv state* parents have been at the forefront of efforts to secure and keep chool bus transportation- In spite of the fact that you and I know of the necessity of maintaining a solid program, there have been time* when legislators have debated the issue. \S1iere school bus programs were in jeopardy, parents have overwhelmingly risen tn the occasion and through making their wishes known to their legislator* have main tained and restored needed services. Assuming ihen, that we have school buses, what kind of buses are they* Do they meet generally accepted standards for steel bodies, safety glass throughout, an emergency door at the renter or the rear side, safeguards again*t tire and cold and other health haz ard*, and braking power* These are tome of the questions that parents ask. Then too. what about the punt job? 1* the bus the easily recognizable national school bu* chrome? If nee, w-hv notLet's art the iob done right, jay these safety minded parent* who serve on afety. school and juvenile protection committees in every state. For they know, as do we, that even with mini mum standards provided, the unforeseen will still arise, and that could spell disaster. Btuet should never be overloaded. To do *n most certainly, is to invite disaster. Close attention is 1wring given today tn qualifications for school bus drivers. Any driver of such a precious cargo should have special training. I would hope that each school bus driver possesses a regular driver* license and a special bu* driver's, or chauf feur'* license (a* it is designated in some late*); that he i phydcnUy fit; of sound mental health; i* expert, careful and re liable in driving; ha* some knowledge of auto mechanics; and is of good moral char acter. A few states require first aid. In addition, he is expected to be neat, cour teous, good-natured, skillful in handling children, and resourceful tn dealing with emergencies. -\frer that overview of my "expressed hopes," l am reminded of an incident that occurred many years ago m a city with which I am quite familiar, h seems that this particular route was tidied with an abund ance of ynung*ter* wlio tied; supreme de 36 Seitooi frontportn light in ait manner ut lioreplay. You know the pattern--jostling, shoving, opening win dows, sailing paper planes at the neck of the driver--at] in the spirit ol good healthy fun, you understand, but nevertheless deadly to the driver and his nerves. The driver's appeals for assistance, it is claimed, liad apparently netted nothing. Finally, one warm spring day, when the children, like June, were "bustin' out all over," the driver, halt way along the route, pulled the bus to the curb, gathered up his gear, opened the bus door, swung down the steps, and with a cry of **I quit," disappeared into thin air. Consternation came m waves, first the school authorities, then the parents. Ye? after this first shock wave had passed, those parents sat down and began assessing with *chod authorities, just where they had all been at fault Was it the di ver's lault en tirely-- Of course not, went .he consensu*. Granted that In* "escape" was unorthodox and not io b* recommended, yet the human mmd and physical self reaches an endurance limit, they said- So what could they do? They recognized ihat sitting quietly through the same tedious drive twice every day i an arduous business for many uamgsters. Yet orderly loading and unload ing and good behavior during bus rides are a must if youngsters arc not to hurt them-elves and distract the driver's attention trom tbe road. Parents volunteered as tem porary- monitor* until a careful program could be developed, a program in which the -radon* themselves would share part of the responsibility for monitoring. Quiet games, story telling, guessing games intrigued the children and drew them away from their former pranks. In an astonishingly short time, this route actually became something oi a nmrftfl. As an r--ential step m safety, the pupils, parent*, chool authorities and bus driver* should agree on a <imple scl of safe prac tices for children which would include the following; 1. Getting is the bus m the iucntnj7--- Walk toward tlie bus on the left-hand side of the road to the driver can see you. Be cm time; stand off the road while waiting. Vilien you get inside the bus, go straight to a scat. 2. Getting on the btu ifter rcJniof--Lin* up m the loading area and cuter ute bus in your turn. Go straight to a seat- 3 li'hile on the btu -- Keep the aides clear oi your lunch kit. book;, etc Remain seated while tiw bus U moving. Cooperate with the bu* driver, Don't down around and distract him irom his driving. Keep your head, arms, and hand* inside the win dows, or you may be hurt b> a ear or an object your bus is passing, 4, tVhen getting off the bus---Stay seated until the bus .Mops and the dnvrr or bus patrol captain gives you tlie *iqrul to get off. Do not cross tbe road in tr*u of the bus until the driver or patrol captain gives you the signal to go. If there i* a traffic light, wait ior the green light Ltok both ways. If no ears are coming. cross the road. 3. Go home by an approved ro%te~-~ Parents who discuss these Mite practice* with their children, and there are many wlw do, are instilling sound patterns at an early age. Many PTAs issue `'codes'* similar to th above and distribute them with the sheet* "Safest Route to School." There is no doubt dm parent wuetv con ferences are oa the upswing. An ever in creasing number m states held conferences last year and have pUns ior cuuferetire-tltia year, Education in (rathe regulations and procedures has a commanding spot. Demonstrations, chart talks, and visual aids are used effectively to help citizens uphold the taw. One parent conference which 1 attended used miniature models to demon strate safe traffic patterns involving the loading and unloading of school buses. They pointed out the urgency of picking up and depositing students only at specified stations `elected for their safety and that no station should be on a blind spot, such as a hill or a curve. I suspect iHat both inipifs and parent* irom tunc to time have exerted a little pressure to "bend" this rule. Surely tlie fatality statistic of 27 cited earlier must make us keenly aware of llic need to strengthen our `loading zone" procedure*. 1 am pleased tiiat Mr. Demp-c> is with u* today, fur 1 do receive a number tf letters regarding railroad crossings and 1 appreciate this opportunity to share our views and concern* In this Buses should come to a full stop at alt railroad crossings. In my opinion, this means at ail times, regardless of published train sched- 87 1962 Xultonai Safety Lunytets ule*. Any railroad crossing, is a potential hazard and must be treated as such, i think ;is adults we could set a better example m -juf own driving pattern. As I travel through the country I'm sometimes appalled <i see traffic literally pouring across tracks with no visible reduction m `peed. In om -tates, both education and controls are such that drivers slop a* they would for an arterial It goes without saying that all rail road crossing must be clearly marked. That progress is being nude in meeting <1100! transportation problems is evidenced. so a degree, by the favorable reports i re ceived this year from states in answer to a questionnaire. The consensus clearly Indi cated that programs were sound. Much has been done to protect diildren who ride ictvool buses, but assurance of maximum safety for all of them will require continu ing study and action. Parents will continue to 1* at the lurefront, helping in whatever way they can. For truly, safety is *n investment in the '.veil being of their own tamilio and. con-cqucntly, in the future of this nation. MONEY IN THE BANK THROUGHPREVENTIVE MAINTENANCE By DUANE H. DAERING Director of Operations, Schoolway Transportation Co.. Inc.. Hales Comers. Wis. Him i.uw u ii have given realU -cru-it* thought to wlut cuMstitutc< a pood preven tive maintenance program? Just what do we mean when we urc the term "preventive maintenance* ? Turning to Webster, f found "preventive" defined as "warding oft1'* and ''maintenance,*' as the "act of maintaining." The National Xiotor Fleet Advisory Com mittee says, "Preventive maintenance is a planned program of lubricating, inspecting, .trusting, tightening, and cleaning various components and units of a vehicle at inter mittent intervals, in keeping with the type nt operation. Its chief function is to get the greatest benefit from all units of the vehicle, including the postponement of need for re pairs. overhaul or replacement." In other words, prevent trouble before it starts. Just how vital the savings in preventive maintenance are becomes readily apparent hen we take a close look at our financial statement each month. In a company our size, maintenance accounts for 15 cents of each earned dollar. With a cost of this sue, we cannot afford to give mere "lip service" to preventive maintenance. Some 'if the costs we must turn into savings are: l. An out-of-service vehicle 1* not earn ing money. i \ vehicle "'Hit] m wa-ies all our advi-rti-mg m-'.ncy. 5, Road service rails are expensive. 4. Poorly maintained vehicles can produce expensive accidents. 3. Poorly maintained vehicles are eye -ores. 6. Poorly maintained vehicles create labor over-time costs. Before we can start banking any savings from our preventive maintenance program, we have to open a bank account. In this respect. I suggest four initial deposits, 1. The first important deposit in our bank account is careful consideration of the pub lic relations aspect of preventive maintenance. I cannot help but believe that the biggest -ingle deposit we can nuke is the business tint ar do not lose if we have an adequately maintained fleet, Some dangerous public relations areas w* must watch are: a. Service--A customer may sympathize with us over one breakdown but more will cause him to seek better service elsewhere. b. Appearance; Our vehicles present the only picture the public sees of our 8* Sthoo! TrampertQtxon b return hminess. The public cannot have much faith in our maintenance program if uur vehicles don't show it. c, Driver attitude--There is Utile incen tive for a dmer to care for a poorly maintained vehicle, 2. Selecting the right equipment it tlse `econd step. As we add to or replace parts of our fleets, we must be sure 'hat the equipment we have selected is fully capable .i doing what we expect of it. If it is underpowered, or has too small a clutch; it (he tranmiuton is too light, we are build ing future maintenance eo*t* into our opera tion An old adage says, "Don't send a boy to do a man's job." Once we have selected equipment to meet our needs, standardizing our fleet as closely as possible achieves sav ings through quantity purciuse and avoids costly "otve time" items. Two corollary ques tions might be asked at this point: "Is your spare parts inventory adequate--or does it cause delay's and keep equipment idle?" and "Is your parts inventory too large. hu< tying up an unnecessary amount of Capital?" 3, Driver selection and training: The key man m any maintenance program is the driver. I am quite sure that each ot us is aware of the extensive damage a poorly trained or careless driver can cause m a very short time. On the other hand, no one in our type of operation is in a better posi tion to judge the condition oi our equipment, than the man who regularity spends from iwo to ten hours per day in this vehicle. A Wilful. alert driver, who reports suspected '<r developing defect* early, is a suable investment in our bank account. A poorly trained nr careless driver can draw more money m accident and repair cost* m a lav, than we can save in a month. 4 Fleet records: These might be called mir "investment counselor." Adequate fleet records will set our trends for us--tell us where our trouble spots are. Through the advice of our fleet records, we can replace clutches bcfoiv they ruin pressure plates, brakes before they ruin drums, bearings before engines are ruined, and possibly-- drivers--before they ruin buses. Now that we have made a deposit or two, we cannot--as the savings people say--"Sit liack and watch our savings grow." We must nurture and add to them or they will wither and die. There are several deposits tliat must be made cominualls. to insure money in the hank. As l mentioned earlier, the key man in our tarings program is ihe driver. A regular reporting routine dele gated to the driver on a daily or per trip basis, m which he is encouraged to report problems--even if only suspected--1 a must. The driver spends several hours a day in the vehicle and will notice a defect long before the mechanic*! inspection scheduled on 3 milage ba. These report* should be as simple as posrihle. to avoid discourage ment through burdensome paper work. A -rmpfe check sheet with several standard item* and a place for remarks is *11 that is necessary. The real heart of any preventive mainteounce proeram is c'tahlishment of rcgulariv heduled inspections of the vehicles Small problems must he caught before they become Mg ones, worn parts replaced before they l*ecome defective and endanger larger and mure cotlv items. The interval at which thfe inspections are made, at what point 1 particular component is inspected, should Me governed by manufacturers recommenda tions, by your fleet records, and by the type *i operating conditions tliat you hat**. I cannot tell you the specific mileage at which 1 certain function should be performed for vpiimuro wear and living in other fleets. One fleet may operate in a warm dry climate and. therefore, doc* not have our odd weather problem* of oil contamination and low engine temperatures. However, they may have sandy dtit to contend with. Wc each have different conditions. Oner we have established the most effective interval for inspection of alt -phases of our fleets, it 1* important that we adhere to them. Each time an inspection is delayed--or skipped-- we are placing a loan against our savings ...count, and the interest is high. Another avenue w*e use to advantage in *Hir program is the information and service .nailable to us through trade journals and service representatives. We should not be reluctant to rely upon the advice of the various technicians retained by service agen cies, This advice and the tips contained m trade journals cost nothing and can prove quite helpful. We ran secure substantial savings through proper preventive maintenance program*. These savings are our "money in the bank" 3b 1962 National Softly Congress .md u t$ our right to expect interest on (hem m the form of : l Longer equipment life before replace' ment. Control over costlv down time of reve nue equipment. 3. Better pobhc relaticm and business increases through breakdowns decreases. The suggestket* offered here arc oot meant as a cure-all for all tbe maintenance prob lems yen might expenacc. we utilize them and find that our omaitemmc* costs have lecn reduced according!) YOUR INTEREST GROWS WHEN YOU USE-- THE SCHOOL BUS SAFETY SERVICE Br MRS. LEE STAHL Secretary-Treasurer, Chicago School Transit. Inc. Chicago. III. I'm sure alt of us are aware of the ob jectives we trive tor the objective of safety, in our work and in our leisure. I tike to think of our efforts in that direction, as conscious efforts, from which unconscious reactions will result However, in consider ing only our personal safety, we are limiting mir interests instead of allowing them to grow; to me this is a tragedy. We can avk ourselves "What are our interests?" freneratly 1 would say they're the same; specifically however they might differ. As a school bus operator, I've learned to appreciate the various problems that exrit. such as; 1. The type of area in which we operate. 2. The size of the area in which we operate. } The number of children we carry. 4 The schedule we must keep. 5 Climate conditions. 6 The type of vehicle* we use. ' The problems of maintenance. *?. Ihe persons we hire to drive our buses. '</ The tmining and experience they're had. 10. The type of re-training and education 'A c are prepared to give them. It. The laws of the State and the ordi nances of the eommunitv in which we op erate It is well that we are constantly aware of Safety. While operating a school bus we actually have the lives of 10 to 72 children LU the palms of our hand* *'hir vafetv rec ords have been excellent but they run always t-e improved. As careful dnvers and as wbool bus operators, c know that safety taws only provide a minimum of safety protection. For the careful driver safety really starts where the law leaves off. The law t* merely a starting point and a* our interests grow we're not satisfied with mini mum requirements. We want to add safe guards. W want our buses to be the safest vehicles oo the street and the people who operate them the safest drivers on the road. We can't be safety experts, in the strict sense of the word, but as business people, and particularly as school bus operators, we have a responsibility of developing a repu tation for safety. A good safety record has many advantages. It's a good business asset; parents trust us, the community respects us. and our insurance companies accept us. But what makes our interests grow? How- can we maintain and build better safety records and respect for our industry? We can im prove our interests by taking an interest Three years ago, the National Safety Council introduced a new program called "The School Bus Safety Service." This pro gram was designed to promote safe driving habits and safety consciousness in that se lect group of good school bus drivers. The record for safety of school bus operations ts a proud one considering that there are 187,000 school buses in the United Slates transporting 13 million children. We can see that this program is needed; its effective ness is proved by the record. % School Transfiortalton Staton It is n unique program, in that everyone iienefits from it. It will provide information, guidance and incentives for us. Planned programs keep us informed as to the ever changing complex conditions that confront ns, Pamphlets, brochures and awards arc available for our drivers, .All of this should -timuiate a feeling of belonging to a com pany which cares about them and enrolls them in a national fraternity of safe drivers, -i'tly recognized for excellence. In our company there is a spirit of comKtmon m safety. At our annual safety dinner each driver wants that award. But tneir pride extendi beyond the pm. Their pndc is in their ability to return home safe. This is a by-product of the saicty education revmed through planned program-*, which aim at keeping them aware, alert and cour teous. 1 can h' cstly say that we have pride in them too. But deeper than that i a feeling of satisfaction, that b> participating tn the school bus safety service program we are making our interests grow and our cafety programs are paying dividends. Our school buses are not laid up in shops. Our drivers are not laid up in hospitals. Our children are delivered safely. And our insurance company gives us credit lor our membership In this program. All of us who have an inter**! m the piecious, irreplaceable cargo of a school bus should be appreciative ot such a program and support it whole hearted!?, COMPOUND INTEREST BY OVER-ALL SUPERVISION OF SCHOOL BUS PROGRAMPORTFOLIO FOR SAFETY BT LESTER WINDER Supervisor of Transportation, Normandy School District, SL Louis, Mo, V> hat profit it a nation, if its children gain the finest education but lose their Jives m a school bu* iccident? We arc considering the compound interest that can be earned by proper over-alt super vision of a school bus program. Conversely, we must bear in mind that improper super vision can result in a loss of our entire investment--in our case our most priceless natural resource, our young people. All the itiets--money, energy, talent--that we pour mto our educationai svstrm, all the fine -dftools we construct are worthless if we do >*>t safely transport our children to and from these fine schools. If we are to gain interest and compound interest on our transportation investment, we must have a compound program that takes into consideration all the components ncces'~*ry for safe, efficient school bus operation. Mfety and efficiency are the key words and they are synonymous. In terms of investment and profit let us -tuijy six oi the must important points to he considered in the over-all supervision of an "efficient" school bus program. 1. Routtng-- Proper routing ts a basic principle ot the program. We mutt deter mine the number and location of the studentto be transported, then lav out, time and dtedule bus routes to provide maximum service in the most economical way. Acci dents are costly in many ways. Efficiently planned routes avoid hazardous road condi tions, railroad crossings, etc., and locate bus stops in the safest places possible. 2. Bquiptrnt--.After we have determined the number to be transported and the routing requirements, we must give serious thought to the purchase of equipment. In no other phase of the school bus program can our long term investment produce more com pound interest than in the purchase of the proper equipment Shortsightedness and over-consideration of original outlay can prove very costly over a period of years. The life expectancy of the equipment, the 91 Wol A'atiunat Safety Congress i'Kunictuuirc ami upkeep, the seating capacity, nut the over-all *.n'ety are all important factors, To earn interest we must figure the cost per pupil transported over a period of years, rather than the amount ot the initial investment, Small underpowered buses often prove to be costly in both dollars and live*, ,5 Maintenance-- The finest equipment ob tainable will be mettinent and unsate in a short time unless it properly maintained, Tim is one of the reasons that over-all -upervision of the school bus program is a basic requirement for a profitable operation. The Jack of cooperation between the pur chasing and operating departments can result to serious problems. The equipment may be purchased on a strictly low bid basis with no regard tor the operating needs and may prose to be underbraked, underpowered, etc. In such a ese it would be almost impossible t> keep it in good running order. Conversely, a hapliazard maintenance pro gram or the complete lack of a maintenance program will result in faulty operation of even the be*i equipment, A program of maintenance and preventive maintenance will insure good "interest" in a number of ways. It will prevent costly breakdowns and acci dents, and promote good public relations by keeping the buses on the road and on lintule. 4, 'xhooi But Drh'tts--Our school bus program is only as good as our school bus driver*. White at the wheel, the school bus driver is the most important person in the -chool svstem. The lives of all the children are in his hands. To insure compound interest from our investment in routing, equipment and maintenance, they must be capable, welltrained hands. In selecting a school bus driver, we contemplate a person of high in tegrity, skilled in child psychology. He should be an expert driver, a first class mechanic and have the charm and personality of a movie idol. When we fail to find a person with these qualifications who will work for the salary we pay, we often risk "bankruptcy" by hiring anyone who can hold a vehicle on the road. How can we obtain welt qualified drivers at moderate salaries? The answer is train ing. We must decide what qualifications are required for a good school bus driver and then set up a training program. This is one of the most important areas of supervision Most people of average intelligence can be taught the mechanics of driving a school bus, but that knowledge alone does not qualify one to be a school bus driver. For this reason, we must use discretion in select ing our driver candidates. After the candi date has been selected and trained to operate a chool bus proficiently, he must be trained in the ways of handling children safely is and out ot traffic; ot teaching them safety and ot maintaining order and discipline on the bus. How ran the driver implement the safety program and maintain discipline on the bus? Mrst, a set of safety rule* and regulations must be established. Then a school bus ticket or some type of identification should be tsmed to each bus rider. This ticket, cit. must be presented each time the student hoards the bus. If the student violates any of the rules or re loses to follow the driver's instructions, the driver takes up his ticket. The ticket and a written report oi the stu dent's behavior should be turned ui by the driver to die proper school official for dis ciplinary action. The driver should also be trained to check the condition of bis bus to see if it is in safe operating condition, mechanically and other wise, No matter how well trained the driver may be, he cannot be expected to do a safe, efficient jcb unless his equipment u worthy of the valuable cargo assigned to it. All the responsibility for safety cannot fall on the school bus driver. The supervisory personnel must see that site equipment is provided and that the driver receives full cooperation in any safety problem lie brings 10 them, whether it be a disciplinary case or an im properly operating condition on his bus. ? Safety Education for -School But Riders---A safety education program for school bus riders will pay interest by pre venting accidents, avoiding vandalism on the school buses and promoting guod public re lations for the entire school system. Discipline is an important safety factor, Therefore any safety program must be de signed to promote good discipline. Students must be taught to obey safety rules and maintain good behavior on the bus. A safety education program that stresses these facts all through the student's school life is very essential. After students have been inculcated with the safety rules, they must be taught 92 School Transportation Section that any violation will lead to strict discip initial program and then keep record* U> linary action -- including, when necessary, make sure the program is adhered to. Rec suspension from school bus riding privileges. ords will also determine how good the pro The efforts and cooperation of all school gram is by showing performance over a l<rsonnei are required to promote this pro period of years. gram. Cooperation from the parent* is also a erv essential part ot ihe safety program. Parents as well as students should be famil iarized with the safety rules and regulations iu they will know what is expected of their children and why such regulations are neces sary. Parents wit] give full cooperation and > that their children understand and prac tice the "ruin" when they realize that the safety and well being of their children is the primary purpose of the program. We also need records on the sellout bus drivers--not only personal statistics tor re ports, etc., but records of their performance ;md accidents to determine if a driver is accident prone, Records are also important in the discipline program. A discipline rec ord should be kept for each student. All vio lations should be entered on it. This record assists m determining when it is necessary to suspend a student from transportation, (t i alvo helpful in illustrating to parents why disciplinary action is in order. However, the student must also be edu cated to realize that in the final analysis, lus personal safety rests in his own hands. Mo matter how excellent the equipment and Inver may be, a child can sustain serious injury if he docs not use his own reasoning rowers. llmeient over-all supervision of the school hu program depends on accurate records of all phases of the operation. The entire pro gram can be coordinated more efficiently and economically to really compound the interest on our transportation investment. fy. Records--We have reviewed five points ui efficiency to be considered in the over-all -upcrvisicn of the school bus program. Tracticing each of these points will earn us interest on our transportation investment. To c.^mpcAzad our kmtfi wr nuit coordinate !l these points into an integral, well super vised program. How can we do this? By keeping accurate records of all phases of the program. When routing, we need records of all -tudents so we can determine the number We must look at the school bus program in>m the proper perspective and realize that it is the t .remoM concern ut oil school officials and not as it is referred to by many school people, "the tail that wags tiie dog." Each department m the school system serves its purpose: the academic department de velops the child's mind; the physical educa tion department develops their bodies; the maintenance department provides buildings, heat, etc.; the cafeteria feeds them; the transportation department can tail them. and locatioo of those to he tramported- The fatality rate in school bus operation When purchasing sew equipment, records of is very' commendable when we realize that just performance of old equipment can be throughout the nation approximately 164,1X10 a valuable guide. A good maintenance pro chool buses transport over 12 million stu gram must be based almost entirely on dents to and from school daily. However, I record*, We must use records to *et up the even one fatality is one too many. 1^62 National Safety Congress SAFETY IS AN INVESTMENT-- DIVIDENDS THROUGH GOOD MANAGEMENT By J. POPE BAIRD Transportation Consultant, State Dept, of Education, Tallahassee, Fla. In late 1951. a colleague ami I look over in already exi-tmg school bu transportation business in Ln* Amreir*. a business whn-e existence depended on contracts Kith local hoards of education for the tmit^port.ttion if school children. At the time we did not know that our predecessors had a rather unenviable safety record. We not only in herited their insurance broker, but we in herited their record, ino- We hadn't, it seemed, been in business more than ten minutes when the broker came in and taut he'd had an intimation from the insurance carrier that the premium for Public Liability .tnd Property Damage insurance would be doubled for the year about to begin. Our predecessors had been paving $34,000 a sear for this type oi insurance and the proposed new premium would be $68,000. We protested rather vociferously and said that we couldn't afford to pay $68,000, We told the broker that he'd better shop around and find us a more reasonable market. He said the market was rough and he didn't think he tould improve on the quotation which had been made. Nevertheless we said that he should try. A week or so later he came back and said that he'd shopped round but couldn't find any carrier that would assume the risk of our operation and v,e would probably have to pay the premium demanded, We wouldn't be in business if we accepted defeatist statements of that kind. So I did some shopping around on my own. It was true that insurance companies weren't eager to take the risk of insuring school buses. Then l remembered that a friend had once told me that if I had any insurance difficul ties he could probably help me. So t called him. He produced an insurance broker who was able to fix our coverage at a price of $52,000--a saving of some $16,000 over the previous demand. However, there was a (ring attached to the offer, This premium muld only be granted if we agreed to put a 'safety program into effect for our opera tion and its drivers. *>t this point sc were prepared to promise .Mmrwt anvthtntr. *' we nid m 1`hen we *krd the hri-ker. how we went about getting ,i -.tiny program - He .nd he'd send a man tn eive n* -rime pointers and if we felt inclined, s-c nuM retain him on a monthly h*i* ;* a safety encinerr The man who .appeared was an ordinary individual to all outward appearances, hot when he talked in me, 1 realized he had some revolutionary ideas At that time we had driver* scattered all over the rather extrnstve area of Ijjs Anceles Citv and County. He suggested that se appoint *afetv committee* of driver* in each area to pa*< no ihe accident* *ustamed In their brother and sister driver*--we em ployed bth male and female driver*. Occi dents would he rated by the safety com mittees as chargeable, part chargeable or non-ehargeabfe. and based on the findings of the committee*, cash bonuses would be paid to drivers. These bonuses would fluctu ate according to their accident quotient. Privately, we thought he was an idealist. We were rather certain that driver* in judg ing their own kind, would lean over back wards to favor them. This turned out not to be true. They were, in fact, tougher in their decisions than l might have been. Among the drivers who received negative decisions, there ws* ome di*gruntlement that they could be given black marks by their own breed. So we set up a sort of supreme court appeal; an> dnver, chagrined by a decision against him, could appeal to a higher tribunal, which at that time consisted of three drivers with completely accident-free records, Their word was final. in addition to paving cash dividends, ca sear we gave drivers a safety pin, showing the number of >ears that he or she had driven in safety. These pins were given only to driver* who had no chargeable acci dents of any kind. It was possible, under the mirs we t up. for a driver to receive some smalt cash bonus and yet not receive n School Transportation Section a safe driving pin. We soon found out that the cash payment was not as important in the eyes of our drivers, as was the sale driving pin. True, they'd take the cash and fpend it, but they would much rather have a safe driving pin. We have many letter* on file from drivers saying just that. Obviously, this gave us food for thought; in no time, we found that what had orig inally been a campaign to save money, turned out to be a campaign to make better and better driven out of our operating staff. Quite early in the game, we found there was one essential in producing good drivers. The only good driver was a .>py driver-- a dnver who was enjoying his job, was atisfied with hi* rate of pay and with the conditions under which he or she operated. It was ar that time we started devoting mirselve* to the ideal that our driving torce should be > toe hipjy tamiiy, an ideal w* ve pursued ever since. We use alt kind* of gg-acucks to make our driven happy aod. therefore, safe driver*. The re sult has been that our fir $52,000 has gene down and down; therefore, the amount of money w-e have been able to disburse each year m safety bonuses has gone up and up. These dividends through personal investments are gratifying, but more grati fying w the investment we have made in people More gratifying are the steps we have taken to discover a behavior pattern in people which will enable u* to decide whether or not a person will make a good driver S'one of this would have been possible if we had not had the initial urge to save money None of us is idealist enough not to be interested in which side his bread is wittered on, but by the inauguration of good sound safety principles allied to human principles, there is no place to which one cannot go. Particularly m the school trans portation business, it is necessary to seek dividends through personal investments. In the final analysis, these dividends are not wholly cash; they are dividends of no lives lost and no bones broken. What we in our simple way have done, can be done by any body. INCREASE YOUR SAVINGS THROUGH DRIVER TRAINING By A. M. SMITH Director, Personnel * Safety, City School Bus System, Lo* Angeles, Calif. IT*,per tlmiMi is a key to good driving prooncL Before we get into the subject <4 training drivers, it might be well to take a quick look at the whole school bus picture, and then decide how we may im prove the driving standards. Unfortunately, efforts to establish high standards have not met with general agreement Each state has teen struggling with their own particu lar problem with greater or less success. Driver selection school officials and state regulatory bodies are agreed only that: 1. A driver must be of sound moral char- 2. He must understand the operation of .t motor vehicle. With the above two requirements, any sewrat agreement ends. For example, a I9fi) survey of age requirements show': (. Two states permitted 15 year old drivers to operate a school bus. 2. Nine states permitted 16 year old drivers to operate a school bus, 3. Five states permitted 17 year old drivers tr. operate a school hu*. 4. Fourteen states permitted 1* year old drivers to operate a school bus. 5. Eighteen states permitted 21 year old drivers to operate a school bus. Tliere is ih* general agreement on maximum ^Ke limits either, 1. Thirty-nine slate* Have no maximum. 2. One state uses 70 years. 93 1962 Saliotul Safety Congress J. Four -.late* ue 6i years. 4. Three states u*e 6Q year*. The question of age might best be disposed of by stating, it is not how young or how Id you are, but how reliable and well trained that counts. School bus transportation is big business and should be treated as such. Last year thirteen rmH-on students were moved to and from school in 195,000 buses, These buses range in cost from $2500 to amounts in excess of $20,000 each In most instances the bu^es were driven hv men and women who generally work part time for an inade quate wage and set are expected to base higher qualification* than we ak of our Congressmen or Senators. Here is what we expect-- 1. A person of good moral character, who 2. Must understand a motor vehicle. 3. Must be a diplomat who maintains a good relationship between teachers, parents, students, 4 Must maintain good public relations by exemplary driving, 5. Occasionally must act as nurse and nursemaid, 6. Mutt maintain order with an iron hand concealed in a velvet glove, Must qualify as an expert on any sub ject in order to answer the questions chil dren will ask. and g. Must keep his eyes on 50 plus squirm ing restless kids while at the tame time, watch the road ahead, the car behind and the ones on either side. Where do we get this kind of a driver? Hvcept in tlmse instances involving large metropolitan school districts who have full lime drivers, most drivers are recruited from farmers, ranchers, garage mechanics, barbers, fitting station attendants, school teacher*, off-duty bus and truck drivers, offdutv policemen and firemen, housewives ministers, college and high school student?. The fact that these drivers come from such widely diversified fields proves that we need i better and more complete training pro gram. Of course before we start on a training program, it is assumed that the following procedures hive already taken place: I We have complete information on the driver. 2, We have cheeked bu* referwr* 3, We have personally interviewed him 4, We have checked his accident record with the State Motor Vehicle Dept 5 He ha* had a complete physical ex amination. To avoid generalities let me tell you how we at City School Bus System operate. When we started to seriously consider our problem, we decided that we needed driver trainers--one for men and one for women The driver trameT is the key person in any *afety program and therefore, we expect our trainer* to have, among other attribute* 1, A minimum of five years accident free record. 2Passed a special written examination. 4, Appeared before a 3 man oral inter view and review board lor evaluation. All of our male drivers are full time, are paid union wages and have had experience driving heavy duty equipment, such a* inter state pasenger buses. Driver* not experi enced in handling diesel equipment are given -pedal training, and even experienced driverhave some bad habits that must be corrreted. Our women drivers are generally house wives and have one great fear--sue of the Inis. Training with them starts from scratch. Apart from teaching the physical or meclianical aspects of driving, our training in cludes combination of: t. Driving improvement 2, School policy .1 Rules and regulation* governing pupil transportation 4 Report forms b. State Laws Handling pupils and maintaining dis cipline 7, Accident reporting R. Emergencies--what to do. to whom they report 9. Preventive maintenance by good driv ing habits 10. The importance of maintaining the dignity of their job as a professional driver. All through our driving program we em phasize the importance of defensive driving. When we feel a trainee is ready to be checked out. we use a check sheet divided into two parts. One side refers specifically % School Transportation Section in (In. mechanical aspects of hi* driving-- how he itscd the bus as a p.ece of mecha nism. The other refers to "road courtesies" -how he drove in relation to other vehicle* .n ihc mad, After the first check, he is told litre he fell below our standard and how <n correct the faults- Later he i given a second check and unless there ha* been an improvement, he may be dropped. This would depend on a number of factors and the decision is generally left entirely in the h.nd* of the trainer in California all drivers must be approved hi the California Highway Patrol v* the m-xt *tep for the trainee i to pass their written e,c*mm.-utnn <m Rules and Regula tions ttovcming Pupil Transportation and .lino to take an actual driving test in the oi hit- he will be driving. After all this i* fimpJcu*l the miner- are a>eml>tvd n a room and there i,* :n overall review of material covered m the training program. To make sure thev understand item* nec essary to the proper performance of their job, they are asked io complete a iuclinnnaire. Before goitre on a school run, the new driver is permitted to ride with an experi enced one to *ce how the job i* actuallv done and to get practical experience tn mak ing out report*. AH new driver* are re- cliecked before the .50 day probationary period expire* mid whatever action seems necessary is reported (>y the driver-trainer. All during the school term workshops are iteld to rev tew problems and re-educate drivers on sate driving habits. In our opera tion we use recording tachometer* to check* >-n individual driver- who arc about I*. <( chip tad drivim: habit*. PROTECT YOUR SAVINGS BY --PROPER SUPERVISION B. FRED RUSSELL President, Valley Coach Lines, Inc., Flushing, Mich. Prot-er >u(rv.>.. v. . j l*i trim*- portatten t* a cdmath-nal pro gram. Hie -ufem-or mut be able to cope with mans* problem? which ari*e, \bnut 14 year- ago, Rushing Community Reboots stand a een*olidatiott program. The area w-a laid out by the state depart ment; however three rural schools burned ><efore the con4td*tior. program was in operation, fhi- made u necessary to start transporting >tuden:s before they were pre pared to handle them. Having been in the transportation business for over 20 years, we were akcd to transport the students to die consolidated area, which required two buses at that time. As the number of needed hu*es increased, we were asked to supervise lhe complete transportation program, which ha* grown to a fleet of 25 school buses transporting over 0.000 students a day. Very early In the supervision program, l recognized a great need ior establishing policies not yet set up by the state or `.'i'lintv; such a* a complete training and educational program tor tit driver-, pre ventative maintenance of equipment, routing ;utd tcheduhng oi buses. Alt of these things were imi-omnt to promote greater *atctv for the midentf t fell the challenge to work toward a model tran<porraTi<xt system fur uur area. Several years ago, a state driver train ing program was started by a few col leges, wherebv trained mi-truetors whedulni meetings with the school bus drivers through out the state. These proved very successful and i feel that Michigan now ha* one of ihe finest training program.* m the country. It ha* accomplished many of the things w hich were needed in some district* through out the state--such as drivers physical ex amination. We require all our drivers to attend these training meetings and comply with all the rules set up. We have them meet at the bos garage and ride by bus. After the meeting, on our return, i stress the importance of carrying out the m*rrucnun* which they have received and make 97 1962 Notional Safety Congress ,,ure they are tamilmr with how to properly me them. We have organized our drivers, Bv mak ing three or lour telephone calls we ran have them all on duty in a very tew minutes in case of an emergency. Maps of each route, showing stops, are in our since for the use of substitute drivers. Other maps showing routes and number of students at each stop are required by the state. Over 00 per cent of our drivers are women be tween the age of 23S and 30, who under rigid training and proper supervision, are >ery capable and alert. We feel the age of a driver is important in child discipline and safety. The driver ts the first to see the student in the morning and the last to tee him at night. Therefore, the driver's attitude toward the tudent play* an important part m the child's altitude toward its school education. Tlie driver has a very great tesponsibiiUy driving buses loaded with the community's most precious cargo. In my supervision and training of drivers, 1 stress that their success or failure depends utt whether they think of their job m term* of a pay check, or if they strive to give their best to their work and have a proper attitude toward the children. The latter will gne the student a better attitude toward them, and help the driver maintain discipline while on the bus. Our Michigan driver training program requests class room disci pline on the bus and in some cases this wa not easy to enforce. We have tried sever.il different discipline methods. The driver would want the prob lem child and put him on probation. If the trouble continued, he was put off the bus and needed permission from the school prin cipal to get back on. Tins caused a great inconvenience in many cases, took much time and caused bad public relations. In super- iimg the discipline problem, we now call the parent, discuss the child and his problem and seek their cooperation in straightening out the child- This has proven quite satis factory and saved a great deal of time over previous methods; in most cases the parents are glad to know about the situation and help us. Preventative maintenance requires constant supervision. We require ail buses to be Stored at one location, rather than a driver taking the bus to his home at the finish of tlie trip. Under thi* supervision, we have properly trained men check the buse* for .my mechanical defects and start them m the morning tor the drivers. Originally the drivers wrote up any complaint*, such a* brakes, etc- We now have a printed form ...n which the driver only has to check the uem which they Uunk needs attention. These slips are picked up after each run and the bus is properly repaired. We have found this item has greatly simplified the maintain ing of both minor and major repairs. We operate these buses through nine or 10 years service and they are still in good condition. The supervision is continuous throughout months of the year; as dur ing the summer vacation period, alt major repairs are made and each bus is given a complete inspection. Abraham Lincoln said, "I like to see a man proud of the place m which he lives, 1 like to see a mao live -o that lus place will be proud of him." As supervisor of transportation of tho school buses in our area 1 like to see the school proud of the transportation they give and t like to see the community proud of the buses their children ride- OFFICERS OF THE MOTOR TRANSPORT CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 Vice Present for Motor Transport--Mahk RotgbO.v, vice President, Yellow Transit Freight Lines, Inc.. Kansas City, ifo. Chairman--W G. Macintosh, Manager, Engineering Department, Hartford Accident Si Indemnity Co., New York, N. Y. i-YVe Chairman--K-vw. Sckvui, Supervising Safety Engineer Standard Oil Company of California. Western Operations, Inc., San Franasco, Calif Immediate Past Chairman-- F. S. Lax*. Director of Safety. Interstate Motor Freight Sys tem, Inc., Grand Rapids, Mich. Chatrtnan Commercial Vehicle Section--}. W. Lumpkin, Manager, Safety Division. REA Express, Inc., New York, .\\ Y. Vice Chairman Commercial Vehicle Section-- H, T. Walton, Director of Safety, Mc Lean Trucking Company, Winston-Salem, N\ C. t Autrirun Transit Section--Lex ifills. Director of Safety, Cincinnati Transit Company. Cincinnati, Ohio Vue t'kurma* Transit Section--E. R. Schuemaxn, Superintendent. Transportation and '*:ery. CVited Motor Coach Company, De* Plaines, lit. Ctufrm-aw School Transportation Section--f. Pop* Baiad, Specialist in Transportation, ;-a:e rvpreet of Education, Tallahassee, Fla. 5'we Ckarmaa $shoot Transportation Stetion--Bill Lemon, Director oi School Bus Nr Meaicw State Dept, of Education, Santa Fe, N` M. r rn :> \-.pas9 C Finch, Manager, Motor Transport Department, National Safety '' -jrsea!. Ofewagr,, fj, % haunt; C mmSUe Chairmen--AttMrdt--Paul. ,1. Fanning. Director, Bureau of PerAi-mn *nrf Safety. Saa Fracases Public Utilities Commission, San Francisco Munici pal RoCw*> Aae Franct-co. Calif, Conference Member*ip--A. Ss LouBAtm, Satety and Personnel Director, Western Truck Lists Ltd, La* Ascvic*. Calif. Medical .Mtv-wy-- Rsaata A, Braotauoke, M.D., Chairman, Committee on Standards toe M`3te YeMete Dtivet*. Industrial Medical Association, New York, N. Y, Medical A4s%s.ry CfChmmnat--Hornabo ,N`. Schulz, Secretary, Committee on Medical Aspect* of .Aji;.Bu.?ri'>e Safety, American Medical Association, Chicago, lit. Sation*! Fleet Safety Contest--Hakld R. Hosea, director of Rcscarcn, National Asso ciation of Motor Bus Owner*. Washington. D. C. Xammating--A. J. Naquin, Safety Counselor, New Orleans Public Service. Inc. New Orleans, La. Program--C D. Calkins, Manager, Safety and Personnel, Pacific Motor Trucking Com pany, San Francisco, Calif. Publications--Vi. X. Pafich, Safety Consultant, American Gas Association, New York, N. Y. Reiearek--IL J. EuuhP, Director ol Automotive Safety, Armour and Company. Chicago, III. Seteetion and Training--Kokxt F. Mills. General Plant Safety Supervisor, Mountain States Telephone and Telegraph Company, Denver, Colo. Membert .41 Large--Douglas M. Fcacussox, Superintendent of Safety, Personal Lines, Nationwide Insurance Company, Columbus, Ohio; A. L. Havex. Director of Safety. Transportation Underwriters, Inc., Indianapolis, Irwt; .1. P. Hightowex, Assistant to President, Pilot Freight Carrier*. Inc., Winston-Salem. .V. C. Prrs* /ownsos. Gen- eial Manager. City School Bus System, Los Angeles. Calif-; William J, Simon, Safety Coordinator, National Highway Users Conference. Washington, D. C; Golxy O. `vostheimer. Director of Safety'. American Trucking Associations, Inc., Wash ington. D. C.; O L Williamson, Superintendent, Training and Safety, Cleveland Transit System. Cleveland. Ohio; J. M. Busiy, Safety Superintendent of Trans portation, Memphis Transit Company, Memphis, Twn ; 1, tionraey Burua, Assistant Vice President, Personnel and Industrial Relations, P. C Transit System, Inc., Wash ington. P. C.; Faaocmrx H, Dexc, Manager, Accident & Fire Prevention Dept., Na tional Association of Automotive Mutual Insurance Companies, Chicago, HI,; J. A f>t Few, Director, Safety and Personnel, Dohrn Transfer Company, Rock Island, III. OFFICERS OF THE COMMERCIAL VEHICLE SECTION NATIONAL SAFETY COUNCIL 1962-63 Cfwitrmon--,t \V Lumpkin, REA Express, New York, M. Y. f'Cce-CAJinnon--H T. V.acton, McLean Trucking Co., Winston-Saiem, X. C Seeret&ry-- f W Jacobv>>\ F J ISoutell Drivesway Co., Flint, Mich. Immediate Past Chairman--A. $ I.omiaxoi, Western Truck Line*. Ln* Angeles, Calif. Members At Large--\V G. Ball, Ashland Oil Sc Refining Co,. Ashland. Ky.; W, K. Bantun, S<cere Tank Lines. lne,, Albuquerque, N. M.; H, E- Beck, Wilson Truck Sys tem. Sioux Falls. S. ft.; E. R. f''nSKt, Marshall Field & Co-. Chicago, Ilk; X. /. RtXAC, Automobile Shippers, In*. Detroit, Mich.: G. W, Blcvcl, Burlington Truck Lines. Galesburg. Ill-; \V. K Bowuxc, Jr., Virginia Trailways, Charlottesville, V'a.; C D. Caljcixs. Pacific Motor Trucking (Jx, San Francisco, Calif.; J. L. CaxteLL. Miller Brewing Co-. Milwaukee. Wis,; El L Cotacrax, Jack Cole Co., Birmingham, \h ; "J. A, Dg Psw. Dohrn Transfer Company, Rode Island, III.; W. Ml Foley, Coe* viiiilated FrrightwayA Chicago, 111,; A. W. Haas*. The Willett Company. Chicago, fit; C E. Kaue. Yellow Transit Freight Lines. Kansas City, -Mo.; *F. S, Lake, Inlernate Sy*wm, Grind Rapids. Mich.; Chet LaNCHOcFF. Arco Auto Carriers. Inc., Chicago. 1U-: H, A. Miuxx, Yellow Cab Company, Binghamton, N. Y,; J. R. Xcely, Eastern Greyhound. Cleveland, Ohio; H. O. Olson. Dan Duggan Oil & Transport. SicAix Fall*. S- D.; $. L, Pis.se, Northern Illinois G Co.. Aurora, Ilk; F. E. Pjpex, Cmavers. Ik., Mbneapolis Minn.; J. F, TmuMUt, Ringsby Truck'Unes. nc-. IVrsef. tala; B. L. YVheat, Eastern Express, Inc., Terre Haute. Int; U E. U-iasi.Mc, lVn\er-Chicaco Trucking Co, Denver, Colo. Cowuel'rs--H. I- Gwilym, Natl Assn, of Taxicab Owner*, Cleveland, Ohio; H. K. HalWWOKs. Natl Automobile Transporters Assn-. Washington, t>. C,; A L, Hauck. Transportation t'oderwriters, Washington, D. C.; H. R. Hosea, Nat`l Assn, of Motor Bus Owners. Washington. D. C.; D. W. MoxXisox, I.C.C., Washington. D. C; 8. A, N'oawono, Seattle King County Safety Council. Saule, Wash.; D. E. Payne, Public Service Research. ftK, Stamford, Conn.; J. C White, Private Truck Council of America, fac., Washington. D. C. Staff ftrpresentaih-e--R. J, FotM.Mt, National Safety Council, Chicago, 1)1. Pst Chairmen lOtf 101 OFFICERS OF THE TRANSIT SECTION NATIONAL SAFETY COUNCIL 1962-63 General C'AfliVinJB--Muxs. The Cincinnati Transit Co. Cincinatti, Ohio iee*Chatrman--Et.ut* R. Schueman.y, United Motor Coach Co., Des Plaines. lll- ImmeJiate Post O'mmil Chairman--J. M. Bu>v, )*., Memphis Transit Management Ca. Memphis. Tenn. Secretary--Elliott A Thiel, Columbus Transit Co,, Columbus, Ohio Membership Chairman-- E J. Suxautixso, Seattle Transit System. Seattle. Wash, Pribram Chairman--foH V X. McCov, Harrisburg Railway Co.. Harrritmrg. Pa Members At Large--ChML J. Asdusis, Milwaukee Si Suburban Transportation Corj*. Milwaukee. Wit.: Howxta M. Bake*. Montreal Trans. Comm., Montreal, Que.. Can ada- O iwvrr A. Bauchmax, Youngstown Transit Ca. Youngstown, Ohio; Syl A Caria. Twin City Lines. Ina. Minneapolis. Minn.; R. Dewey Cassell. Safety Motor Transit Ca, Rcaooke, Vau; A. H- Cram, Calgary Transit System, Calgary. Alba., Canada; Raymokp Davis. New York City Transit Authority, Brooklyn, N. Y.; ItUiJ `i Esrtr, Indianapotis Transit System, Inr, Indianapotii, tnd; David M. Flyxs. Chicago Transit Authority. Chicago. III.; Eucrxt P. Gooding, CinrinnaTi. Newport & Covington Trana, Newport. Ky.; Houston P. Ishmael, Lehigh Valley Transit Co.. Allentown. Pa.; Wiiuax i. LmtJt, New Orleans Public Service, Inc. New Orleans, Ia; Vas* Court Lucas. American Transit Assn., New York, N. Y.; B Sltwcbth. Dallas Transit Co. Dallas, Ten,; Cam. R. Syfker, Transit Casualty Co.. St. l-ouis. Ma; Flux Taft, San Antooio Transit System, San Antonio, Tex.; G. \V*ay Thquas. Surface Depot Operations, Philadelphia, Pa.; Robert Thompson, South Suburban Safea*y Lines, Inc, Harvey, III.; Gordon Wadsworth, A. C Transit Oakland, (.ahf.; U. L. Wallace. Metropolitan Dade County Transit Authority, Miami, Fla. Counselors--M. G. Bullock. Transit Casualty Co., St Louis, Mo,; j, Coperey Burn*. D. C Transit System, Inc.. Washington. D. C; Colin Dobell, B. C. Hydro & Power Authority, Vancouver, B. C, Canada; Paul J. Fanning, San Francisco Public Utili ties Commission. San Francisco, Calif.; Arthur J. Kaouin. New Orleans Public Service. Inc.. New Orleans, La.; D. L. Williamson. Cleveland Transit System. Cleve land. Ohio Staff Representative--CHttt* Imhoft, National Safely Council, Chicago. 111. OFFICERS OF THE SCHOOL TRANSPORTATION SECTION NATIONAL SAFETY COUNCIL 1962-63 Chairman-*J. Pore Baud, State Department of Education, Tallahassee, Fla. Uifr-C'Aairwjn-Bnx Lemon, State Department of Education, Santa Fe. X. M. Secretary-- Roy W Walter. State Department of Education, Charleston. W. Va Members At large-- lac T, Dejoos. Sate Department of Education. Atlanta. Ga.; Mi- chao, Haggerty, State IVpartment ot Education. St. Paul. Minn.; Peru Johnson, City School Bus System. Los Angeles. Calif.. O. H. McKnelly, State Department of Education. Springfield. 11L; R. H. Paradise, Schoolway Transportation Company. Hales Corners, Wis.; Orvnxx Parrish, State Department of Education. Trentcn, I.; John Parsons, State Department of Education. Columbus. Ohio; Harold Pjxlacrino. State Highway Commission. Topeka, Kan.; T. Wesley Pickel, State Department ot Education, Nashville. Tenn.; Marion Sum, State Department of Education. Sacra mento. Calif.; Max J. K. Stahu Cook County School Bus Company, Arlington Heights. TIL; Harold Wakettxld, State Department of Education. Bismarck, N. D; Ruby Woes, Bern Bus Lines Ga. Berea. Ohio; Daniel Wisotxxxy, Boulder Valley Pubtic Schools, Boulder, Cota: Earl H Wright, State Department of Education, Uni versity. Ala Ctnmjehrs--R. P. Donley, Columbus Metal Products, Cv.urnbus, Ohio; Douglas Fragussoh. Nationwide lasuraace Company. Columbus. Ohio; Hamv Fixture*, Penn sylvania State University. University Park, Pa.; Walter Gordon, Baltimore County Schools, Baltimore. Mi; Rnarar Hayes, Cook County Superintendent of Schools, Oiiicc. Chicago. I1L; Bax Jakad. Central Michigan University. Mount Pleasant. Mich.; Jan Koloc. Illinois Centra! Railroad. Chicago. IB,; F. R, XoFr<tNlE*, Northwestern University, Evanston. IE; A- P Smith. State Department of Education. Jackson. Mis*.; David H. Soule. Eastern Michigan University, Ypsilanti, Mich. Staff Representative--Ra\ Martixtx, National Safety Council. Chicago. III. 102 103 Other Volumes in this 0962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. I Title General Sessions and Indei to all Volumes I to 9 Copies $ .65 10 or more % .55 Stock No. 022.32--f 2 Aero-space; Air Transport , . .65 .55 022.32--2 3 Automotive and Machine Shop: Power Press and Forging ,65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates , .40 .35 022.32--4 5 Chemical and Fertilizer.................... .. .,... .65 .55 022.32--5 6 Civic Leadership: Church, Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining...............................* ........................... .65 .55 022.32--7 8 Construction; Public Employee , , , .65 .55 022.32--8 9 Electrical Equipment........ ................................... .. . , . . .40 .35 022.32--9 10 Pood and Beverage; Meat Packing. Tanning and Leather Products; Trades and Services......................... .................... 65 .55 022.32--10 1 1 Glass and Ceramics; Rubber. ................... , . .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE)...................... . , .90 .80 022.32--12 13 Labor . , ...... , ............................................. . .. ..... .65 .55 022.32--13 !4 Marine - ...................................................... .... .65 .55 022.32--14 15 Metals .......................................... . .................... 65 .55 022.32--15 16 Mining ............... ....................................... . , .65 .55 022.32--16 17 Motor Transport; Transit. . ......................... . .90 .80 022.32--17 18 Occupational Health Nursing............................... .40 .35 022.32--18 19 Petroleum ..................... ......................... .... .. .65 .55 022.32--19 20 Public Utilities ....................... ................... .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing . . , . .65 .55 022.32--21 22 Railroad ......................................................... . . .40 .35 022.32--22 23 School and College................ ................................. ... .90 .80 022.32--23 24 Traffic ................ ... ................................... .65 .55 022.32--24 25 Wood Products; and Textile ... .... . .65 .55 022.32--25 26 Early Morning Sessions--"Communication".......... . .65 .55 022.32--26 27 Public Safety , . ... ......... . .................... 65 55 022.32--27 COMPLETE SETS (27 Volumes)....... , . .. $11.00 any quantity 022.12 A)i prices shown ere subject to a l 0 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE, # CHICAGO 11, ILL. 104 rtiMTto mu s.a 022.52--l? 1 9 6 |2 Volume 18 National Safety Congress Transactions ----------------- - OCCUPATIONAL HEALTH NURSING Beginning the Golden Anniversary Year of the NATIONAL SAFETY COUNCIL m NOtTH MICHIGAN AVfNUf CHICAGO It, IUINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the OCCUPATIONAL HEALTH NURSING SECTION CONTENTS Alcoholism in Industry .... Summery of Pane! Discussion Panel............................................ Questions and Answers You and f and All the Others . Mrs, Marty Mann 4 Moderator.' Dr. George H. Franck Mory Milhap, R.N, 6 7 James E. Rent 9 Phyllis K. Snyder 10 ,, , 13 Mercedes J. Hurst 15 JOINT SESSION WITH CHEMICAL SECTION Cold Water Treatment of Bums Alex G, Shulmart, M.D. 20 Information on Serious Bum Cases J. A. Houghton 23 The Occupational Nurse's Responsibility in the Treatment of Thermal end Chemical Bums , Eileen Lendi, R.N, 27 Other Volumes in 1962 National Safety Congress Transactions. .Back Cover 1 ALCOHOLISM IN INDUSTRY By MRS. MARTY MANN Executive Director. National Council on Alcoholism, Inc., New York, N. Y. The National Fsr'riy *ixtemcnt neaksot "concrvaton of human resource* '* This is sn appropriate :aiemf*t {nr the sub ject of alcoholism. which i* one or the creat es! waiters oi human r**ourcet- .V > Dr`jranitc'1 werk on .vkehr4>*m ji done until the l W0`* when the National f'wnril on Alcoholism Ht< established, Preuously, the general attitude toward the illuev*--much ot which remain*--was a hold over from the Middle Ages. Thi* medieval belief, hi*ed on the widespread superstition! of the time. u that sickness is sin: there fore disease w* concealed wherever possible --to admit to it wa< to reveal one's sin. All ot mans major diseases have had to overcome this oper*jiiiou5 prejudice. Tuber culosis. cancer, mental illness and finally atcohotrim have first had to be forcibly hrought out into the open, before Ihev could l* dealt with. Alcoholism is no respecter of person* or elass, It strike* high and low, rich and poor, men and women Highly educated people, including doctor* and clergymen, frequently get it. So do ditch-diggers and long'horrmen--and the wives of all of these. H everywhere. What i* alcoholism.51 According lo the .American Medical Association, it is a disease and therefore a medical problem. It is alto a octal problem and a very serious economic hazard. Alcoholism is a progressive disease and, if left untreated, leads inevitably to in canity or early death, lr is a major health problem which all of us must leant to recog nize and to understand. In addition to knowins what alcoholism is and how to recognize it, we must remember that the knowledge is new available to restore victims of alcohol ism to useful lives, How dn we recognize an alcoholic/ The National Council on Alcoholism uses this definition: An alcoholic is someone whose drinking causes a confirming problem in any area of hit or her life. The key word is confirming. Think about it Since alcoholism is a progressive disease, the symptoms also progress, beginning with almost imnotkeabie difference* tn drinkimr. The earliest symp* iumi are not visible. Alcoholics start drink ing just like anjr.ne else, and we must re member that they have no way ot knowing that they are not just like everyone else. Most ot our current i,000,000 alcoholics started out with all appearance of being normal social drinker*. Thev had an internal difference, however. Drinking meant more lo the potential alcoholics, it did something special for them and they came to depend w it. Also, the incipient alcoholics can drink more--they are often proud of their ability to hold their liquor. Their friends notice it and commend them for their abilitv !n the first ten years of drinking, the potential alcoholic develops an increasing de pendence on alcohol to do what other people are teaming to do for themselves. Then he begins to jhow the first signs of his iHnes*. He get* drunk more often. After these episodes, he exhibits a change of personality and increasing irritability. He often shows up taie at home because he renamed to 'drink with the boys." Perhaps the crowd he started drinking with drifted away one by one, but he continued to drink with any one he could find. Later the alcoholic develops Maefcoot*. These are spells of temporary* amnesia. At first they encompass the later part ot an evening of drinking. Then the time extend* to the entire evening, and finally they may begin after one or two drinks. Blackouts can even occur after a few drinks ai lunch-- this obviously can be dangerous m industry TH victim of a blackout will try to repeat u task done during the bbekoot- He will keep an appointment already fulfilled, r instance. The morning drink it not an iwarubie *rgn of alcoholism. Some akohoBca avo-i it deliberately- For others, a marring dretk iessential me&riae. The aleobolic's baeqrwr? it modi worn than a normal drinks'* hone over. It is "hangover pha*.* Some peupldoing skilled jobs cake two or three drw*ihefore their morning coffee, or they o*l * not keep their coffee down. Many akth> la.* 4 Occupational Health Hurtmg Section who miv hadK need a morning drink man,,sgt to <leta> it until 11 :JQ, and cad it a lunch drink -Many others keep a bottle in their desk or locker and manage to nip at it *11 day long without ever showing signs of .trunkennets. They have a breath, however, vnd one sign of alcoholism is bc constant u-e of breath purifiers- IWn-fietimes preceding and sometimes fol lowing the blackout stage t$ that of getting .trunk at the wrong time and m the wrong place. The alcoholic is now experiencing fotal loss ai control. He never knows when he begins to drink whether he will be able to stop or when he will stop. Often he doe* not intend to un, He ha* iost the power choice over whether he will dnnk, when fie will drink, and hose much he will drink. Only three per cent ot the alcoholic popu lation is the Skid Row t\t>c ot derelict. 97 per cent of alcoholics look like anyone else, except at home, at midnight or in the early morning. Dr. Setden Bacon ot the Rutger* (formerly Valel Center of Alcohol Studies sa> the alcoholic is a "half.man." [ say the alcoholic is oolv one-hundredth of a man. Alcoholism drastically a Seen production. If the disease occurs at the top of the in dustrial ladder, it is wily a problem. In his own office, the executive can shut the door ,nd postpone decisions. Even worse fie can 'take wrong decisions because of that bottle m his desk; yet he may keep going for years without ever showing visible sign* of drunkenness on the /ob. We must learn to recognize the signs of alcoholism in its early stages when it is easier to treat and the prognosis is better. Industrial nurses are apt to see alcoholism first. The National Council on Alcoholism gets more letters of inquiry from industrial nurse* than from any other occupational group. Industry is most generous with the em ployee victimized by a serious illness such ** cancer. The victim of alcoholism, however, joes not get his empfoyef $ ssmpathv and help. Nor does he get the concern af his friend* and neighbors. He and hi* family are often ostracized. Not all alcoholics are men. One out of five u a woman, and most of these are married. This create* a problem for industry, too. for ,, ffin Aith an alcoholic wife at home is distracted, and is likely to make mistake* at hi work, or to be unable to work at all. Two and one-half million of the five million alcoholics are employed. Over 100 companics have positive alcoholism programs. These companies calai.ate that three per cent of their work bree have alcoholism. Notice that I said "have alcoholism" rather than "are alcoholics." The phrase was coined by Father Raymond Kennedy, % fesuit who worked with alcoholic* and discovered that many who would not admit to being 'alcohoties" would admit that they "had alcoholism." For centuries we have regarded akoholi-rn a* a weakness, It i not a weakness. It take* tremendous will power to keep going wilh this dlseaie. If a normal person woke up feeling like the alcoholic feel* every murrung. he would stay at home. probaWv e.ill a doctor, and possibly go to a hospital. Ofter the person with alcoholism sliould have a doctor and should go to the hospital. The medical profession officially calls al- rohnlrim * medical problem and it is time the retr of u* caught up with this concept and acted upon it. Much can be done for the Alcoholic. He ran recover and lead a normal healthy useful life. We must top wasting these hitman resource*. We must learn to recognize alcoholism and Jeam what to do .bout if, i9tJ National Safety Congress SUMMARY OF PANEL DISCUSSION By MODERATOR; DR. GEORGE H. FkSNCK Assistant Medical Director, Western Electric Co.. Chicago. IJL Alcoholism is liie fourth trading major health problem in dm nuumry <1--heart disease; 2--cancer; j--mental illness; -I-- alcoholism). It affects rive plus million Americans, 21/; million of whom are em ployed. Approximately three per cent of any tv nrk force {executive--white collar--blue collar--laborer), is generally concede ! as having this illne**, Authorities in this health held state that the employee with this health problem averages more than 20 days ot `ukness absence per year due to excessive alcohol intake, and experiences an accident rate twice that oi the nondrinker. When on the job physically, this employee c* frequent ly less than normally efficient, thus giving n*e to ihe term "half-man,'" This problem is officially recognised by the A.M.A. as an illness. Even >a. many people inappropriately look upon Ihe problem drinker as being "morally weak" rather than ill, It is a reflection of our society's less dcinible mores--a holdover from the days w hen such term* as "cancer," `syphilis," "ivibercuJosv*,' were whispered and shrouded m a etirtam of shame, separating the in flicted from Srvcial acceptance and medical did. This illnes* is sni! a hidden problem to a major degree. For varied reasons, families, friend*, fellow employee-*. supervisor*. and even physicians will frequently "cover up" tor the employee. Therefore, one of the creatcst difficulties presently encountered is the early identification of the problem drinker. It is this goal of early identification in which efforts must be dedicated if we incerely wish to make noticeable inroads into this health problem. The prognosis be comes grave as the later stages of the dis ease develop. Presently, education and ob- .relive undemanding ?cem to be the best approach to thts goal. A well-functioning industrial program for identifying the need in problem drinkers was described. In thi* corporation emphasis is plneed on: a. Treating "alcoholism" as an illness. b. Relying on an understanding hrst level supervision for early identification. c. Utilizing the medical organization for diagnosis, counseling and initiating posi tive procedures for help, (Utilization of family physician, psychiatric help, church, AA, treatment centers, etc.) The strategic role of the industrial nurse was then interwoven ns a part of the team approach in handling thi* health problem. Her inter-relationship with the affected em ployee, the family, management, and other members of the health team were outlined. The function of community services was next discussed. Functions of education, counsel ing and referrals were emphasized. FtnaJlv, the approach of a specific treatment center was presented (Chicago Alcoholic Treatment Center). The philosophy of this treatment center ts based upon the multitherapeutic ap proach designed to the individual patient. In conclusion, the basic goats would ap pear to be improved Communication--Under-.landing -- Education -- and Teamwork lead ing to; 1 Properly labeling this health problem as an Uiness. 2 Early identification of the employee with this problem. i- Knowing what help is available. 4, Directing the employee to available help. 6 ' K-'upjtionat Health Xnrrtng Section By MARY MXLLSAP, R.N. Chicago Rawhide Manufacturing Co.. Chicago l am very proud that our section of the N'auooal Safety Council had the foresight to recognize the importance of this serious health problem, identity it as an illness that we nurses were anxious to team more about, and arrange a program at a national convention. It seems to me that having a program on alcoholism is an indication ot the Council4! forward looking leadership in this golden anniversary year. t will coofine my remarks to the ways I talteve we can contribute to the prevention u the progression of alcoholism, how we can use nursing skills to help patients seek tite treatment they so desperately need and hen help them stay with it. I will to* to -hare with you some of my feelings about --ow* this health problem fits into the total 1 ralth service program and how we can participate in health education activities with groups and individuals. Some of the things I say may be contro versial and you may disagree with me. There > certainly no "best way": There is no magic formula, no perfect company programEaeb patient, each supervisor, each family member must be responded to individually. U vuu well Imow, a referral that may meet die needs of one individual may be total! v reflective for another. And so it is with the companies which employ us. At Chicago Rawhide we have made many mistakes resulting in terrible failures. But through these failures, we seem i have gained some insight. It was because e realized that our procedures were not working that I was permitted to accept a fellowship ottered by The James S. Kemper Foaidation to The Yale School of Alcohol studies. I know that my superiors hoped that my skills would improve (and so did I) and through the generosity of this founda tion we do seem to have at least a beginning of tmderstasding. We also believe our per formance is showing more positive results. Although nurses are late comers in the treatment of alcoholism, it is felt that not only can we be effective but that the nursing profession must contribute and work with other professions in the control of this ever *- rowing and widespread problem. We know there arc remedies but until the patient and the treatment get together, there is no re covery. This is the task of the nurse. Cer tainly it is the task of the Occupational Health ,,\`urse who many times sees the pa tient in earlier ph**e* when the prognosis i brighter. There are many reasons uhv the nurse ton be effective at this point. Her function arises out of her closeness to tfie patient, she does not have to manufacture reason* to be with him. Also, as nurses, we are accustomed to thinking m terms of symptoms and treatment and reporting what we see and hear to the doctor. With training, ft is not difficulty to identity the symptoms of alcoholism, the stomach upsets, the hang overs, unexplained absences, many cfl-the-job accidents, colds that aren't colds, alibi*, un reasonable resentments, and so on. As we care for patients, we almost auto matically `teach" health and safety. Whv is it then that -ve feel so uncomfortable and so inept, so warv of applying these same nursing skills when we are confronted with the patient who has a drinking problem? Is it perhaps because we still have difficulty in wing the aieohnltc as a sick person? nr it we do accept the "disease concept'' in tellectually, do we really accept him a* he is, a very sick patient, drunk or sober, who will not follow the pattern we have learned to expect with sick people ? When we see a patient with other serious illness, we can do something for him. He readily accepts our referral tor medical care ,ind we usually sec him recover rather rap idly and with tew relapses. If there are recurrences, they are not so obviously self induced. Until the nurse can accept emo tionally as well as intellectually the alco holic's bizarre behavior, his hostility toward her. his relapses, and the fact that though temporarily sober and clean, he is far from well, she will find working with the patient who has alcoholism disheartening--almost impossible and in the opinion of some ex perts, she will do him harm. At the risk of over simplifying, and I do not want to minimize how difficult u U to reach the alcoholic, 1 think the nurse will find it easier to deal with her feetmgs if she can realize that he will see her in a W'il \ 'thi'Mi S<//> (. 'nnri'Ji vnnfty of roles, fuggtng wife, protective mollier, threatening boss and that by the time be reaches her, he has been threatened, icoldtdt demoted and rejected He expects more of the same and no otic feel* wore about him than he does about himself. The nurse, through understanding of this personality disorder and its physical addic tion, must convey by the warmth of her warmer and in what she says, her acceptance of him as a sick person. By listening, by her perception of the role in which he casts her, by having a nan-judgmental attitude and objectively talking about alcoholism or problem drinking, if sou wilt, she can help him face the fact of his illness and hts great need for help in arresting its progression Even though he may not yet be ready to accept a referral to the clinic or physician or to affiliate with AA, by her real accep tance of him as he is, and her obvious understanding of his suffering, she has at Vast opened a door. Very often the nurse can hetp the alcoholic patient by providing opportunities tor talks with his family and close associates. Don't be afraid to sympathize with wives, hus bands and children of alcoholics. Theyve had a rough time. With sympathy and understanding, objectively discuss the nature of this illness, give them Mrs- Mann's primer to read, help them to seek (he assistance of the private practitioner or community agen cies who are equipped to provide informa tion and referral for therapy if need be. By doing these things, you may start the patient <>n his way to help. Recognizing that health maintenance pays <*if in dollars and cents by improving job Kriormance, modem business has broadened wsupational health services to encompass the total health and well-being of Ute em ployee Regardless of the size of (he plant the baste objectives are the Same, the proitkjttou and preservation of health and the prevention of occupational iniurv and dis ease, With this audience, there is no need to enlarge upon these baste concept*, except to say that these objectives must bring results--usually intangible--but recognizable in reduced costs. Since alcoholism is a health problem, what each company does about it must be done within the framework of (hi* modem busi ness analysis of the importance of health maintenance. As a nurse to an oceupanon.il health service, l feel that 1 have a responsi bility to help fulfill my company's objectives by learning about and gaining as much understanding as 1 can of <he dynamic* nt (his illness just as 1 try to team more about tuberculosis control, cancer, diabetes and its treatment, and new concepts in the preven tion of heart disease. \i 1 gam more knowledge oi alcobui.-ro, my responsibilities in this area become dear to me. Among these responsibilities are supplying material for pamphlet racks and bulletin boards, writing for the company house organ, arranging programs tor man agement groups, willingness to talk about the nature of this illness particularly about the tact that there are remedies and where the.v '.im be obtained. Within the framework of my company's policy, l have responsibility ior teaching supervisors and other management people how to recognize the signs of the illness, al coholism, and to impress upon them the vital importance of early referral. Early referral oat only because the earlier disgrtosed and treated, the easier it is to effect recovery but, also, because in the earlier stages the patient's supervisor ha* not yet become fed up, t have an obligation to talk with the supervisor oi the employe* who has a drink ing problem, convincing him that his some time good employee is really ill, not weakwilled and contrary, and that though "old enough to know better," he really cannot control his drinking at this point without outside help, i must try to convince him that this sick person can be restored to health but tint unless there is intervention, the progression of hts illness is certain and his destruction inevitable. 1 have an obligation to tftag patient to help his supervisor understand that he must slop covering up, and firmly ami certain!* withdraw the crutch. ! must be willing to work as one member of the team as a part of the company pro gram. In my company, and 1 believe rightly so, this includes cooperating with and en couraging the support of community agencies dealing with this problem, drawing on their knowledge and advice as well as working closely with other professionals active m this field. I also feel responsible for helping Uciupchcnat Health A rrmnd SVi-Roe b interpret my role and the role of the .vjmpany, our approach and attitudes, so that there is mutual trust between us and the treating agency or doctor. Finally, with the support of management and the direction oi the doctor, I have a responsibility for identifying symptoms, tor '''curing medical evaluation and diagnosis ,md for applying nursing techniques in the referral and follow-up of patients To help nurse* jraii* more knowledge in this field, some nursing schools are providing theory and practice m alcoholism m the ha*i<r curriculum, the School of Alcohol Studies now at Rutcer* has provided many nurses with rtvonth-long intensive training, there are workshop* available in many states arranged for and financed by tit* State Ot- Asian of Alcoholism, there are professional meetings such a* this devoted to alcoholism Local information centers like the Com munity Concern ior Alcoholism in Elgin, and the Chicago Committee on Alcoholism provide literature both technical and popular j& well as opportunities for learning m semi nars and conferences. There i* a wealth of information available from the .Wuional Council on Alcoholism, f firmly believe that with more ,n**rene-s and understanding of this health problem, mutes--certainly occupational health nurse* - -will accept this challenge for service, be ie*$ fearful and discouraged by failure and make a significant contribution to the reha bilitation of alcoholic* and to the prevention nt the ravage* of alcnlwti*m, By JAMES E. RENZ Executive Secretary, Community Concern for Alcoholism, Elgin, IU. In early 19b \ group of concerned in dividuals in Elgin, 111, met to study and to establish a program that would help dvc the problems of alcoholism and bring to the alcoholic new hope ami service* for recovery. This group consulted with (lie Division of Mcohotism, Slate of Illinois, other alcoholi-mi information centers amt resource jiersotis. It is estimated that there are at feast 2,300 alcoholics in the area we serve. Most arc *till active in job, family, community, and other activities. CCA was incorporated u a not-for-profit 'rCannation in July, i960. A program was established, based on the following abjec tive*: I, To increase public understanding of alcoholism, its nature and treatment: and to make this knowledge effectual in solving the problem. , . . A To make these objectives effective by education of the community .,. establishing an information center . . , and promotion of better hospital facilities and treatment when necessary. S This organization is neither wet nor dry. It shall not engage itself lit any activiaes designed to woroott or prevent the sale or consumption of alcoholic beverages. On February 0, 1961, offices were opened m Elgin. From the first day of operation, we have had an eier-mcreasing number of persons with drinking problems come to our "ifice* and an ever-growing program of education, coordination, referral, and re -earth. Although we are not the Alcoholics Anon ymous program, working relationships have been very dose with the A.A. groups m the area. Their constant support has brought re covery to alcoholics and understanding to their families and associates. In one year have presetted programs to 35 organizations, and cooperated with some 20 social service agencies us referral, and worked with more than HO cases of alcoholism. Our annual budget is close to $20,000. The furniture, office item*, and many of the materials used by the agency were donated by Individuals and groups. The Elgin Rotary Club gave $2,000 to help establish our pro gram. We also receive a grant from the Illinois Division of Alcoholism. We have used initial contributions to establish the agency, to increase understanding, to distrib ute materials and present programs, and to develop relationships with individuals and agencies in the community. Our program can be grouped under five headings: Information and Education, Coun- W'tl \nttwil \attly (Wires* >>eling and Consultation, Referral, t'oordinalion, and Research. information and Education--We conduct -enwnars for business and industrial person nel, teachers, and others; distribute educa tional material; provide qualified speakers for clubs, organisations and groups; make available films and discussion aids; and send releases tn radio, newspapers, and other m;i media. Counseling and Consultation--We counsel with the alcoholic and the alcoholic's spouse and famtlv; maintain counseling records for iulure reference; and consult with industry, business, or other group* on development or program*. Referral --We use other social sendee agencies; receive referrals from individuals, A.A., hopitaIs, physicians, and other sources. Coordination -- We serve as a clearing house for information and materials; and help community groups coordinate <ervices to alcoholics, their families, and employers. Research--We receive research data, study the tacts, and share the information. CCA belies es; 1. Alcoholism is a treatable illttex* 2. The alcoholic is a sick person who can and should be helped to recover. 3. Alcoholism is a public health problem and, as such, is a public responsibility. In iiitr work, we enlist business and industry, wire agencies, the professions, the hurche*, and health and welfare group.*. Alcoholism is the number four public health problem m the United States. Heart disease, cancer, and mental illness are the others. Today, understanding of the prob lem of alcoholism is leading to an increasing amount of attention devoted to alleviating this illness, which is an individual problem, a family problem, and a community problem. Much progress has bem made m learning how to help the alcoholic and more is being teamed every day. Helping the alcoholic toward recovery is not easy. Efforts likely to hr most successful are those which employ an integrated approach involving multiple rc^uree* of the community. By PHYLLIS K. SNYDER Executive Director, Chicago's Alcholic Treatment Center, Chicago, 111. Our beginning traces back to November 1955, when a group of public spirited cmrens called upon Mayor Richard /. Dalev1, and discussed with him the great need for the establishment of a facility to specialize m the treatment of the alcoholic patient on an inpatient basis. They asked the Mayor to investigate the possibility of city funds being appropriated to establish and support such a tacihty, pointing out that there were an estimated 175,000 alcoholics in the City of Chicago who needed treatment and that the American Medical Society had stated that alcoholism was a disease and should be treated as such. The rnavor was thoroughly concerned when hearing these facts. He was greatly impressed by the sincerity of the group, and their evident public concern. He requested them to prepare and submit to him a list of names of outstanding persona in various categories of business and professions--men and women who would be willing to serve ixv a rommi&slon dealing with this problem tnd who would cooperate m preparing a plan fr.r treating the alcoholic patient. He further suggested that they bring to his at tention a possible location, and a program of objective* and treatment. Ja August, 1956, this pioneer group sub mitted to the mayor, names of leaders In medicine psychiatry, business. Alcoholic* Anonymous, religion, social sendee, educa tion. newspaper publishing and other Helds, who had a knowledge of this work and who were willing to serve voluntarily. After visiting many site* for a possible location, the group recommended that the facility be established on the fourth and fifth floors of he Municipal Contagious Disease Hospital. Building No. 3, This space was avaihble and not in use due to the fact that the incidence of contagious disease has been curtailed as a result of medical advancements In prevention and treatment. They further estimated that the cost would be $120,000, to remodel, fur nish and operate an alcoholic treatment center for the first year. Oerupaitenoi Htollh Nursing fiction Nine persons were selected as members of the mayor's original Commission on Rehabil itation of Persons, and Mr. 0. Murray Campbell, Executive Vice-President of the Baltimore and Ohio Railroad, was elected Chairman. Being one of the original group who called, upon the mayor, Mr. Campbell Accepted this responsibility which he v-<med out with dedicated and sincere con<ientiousne*. until January, 1961 when he retired from active business and resigned from the Commission and other civic duties. Mr. Campbell's successor, Mr. Lawrence t... Klinger. Division Head ot the Research Deportment et Swift and Company was ap pointed by Major Daley as chairman in July, 1961, Mayor Daley at the onset al lured this commission that he would do everything possible to obtain the necessary appropriation, and stated that u only one man were restored to a productive and happy life, the city would be Justified in incurring this expenditure. The Cuy Council approved the appropria tion for 1937, and in January of that year work was started to remodel and furnish the facility. The Commission dedicated `Chi.`.stgo's Alcoholic Treatment Center" May 10, 1957, and we began receiving patients May 13, 1937. Our project was now underway, Inasmuch as estimated figures revealed a ratio of one female to five male alcoholics, Mur commission established a policy that only male persons seeking this type of treatment would be admitted in this pilot plan. The fourth floor which was arranged for the patient area consisted of 36 beds, three men to a cubicle with a washstand in each, ,t bed side table and chair. Personal clothing t> stored in lockers in a separate room. Dark *;reen wash slacks and shirts are provided for the patients day wear and white pajamas w sleeping- There arc two private rooms tor emergency purposes. The remainder of <he fourth floor consists of the doctor's office, nurses' station, library, dining room, recrea tion room, and kitchen. Diets are prepared tn the general kitchen <f the Contagious Disease Hospital, and are transported to the floor by means of an electric art. Our smalt kitchen on the fourth door contains a dish washing machine, sink, -love, cabinet, and refrigerator which has . ariou* juices and snacks, and is open at ail times. In our dining room we have a milk dispenser, and an automatic percolator for coffee. Patients are referred to us by civic groups, courts, churches, welfare agencies, government departments, doctors, clergy of all faiths, newspapers, magazines, and Al coholics Anonymous. Some have heard about us from radio programs or have seen us on TV, and still others have just seen the street >ign in front of the Hospital, and have come m to inquire about admission. Men who seek treatment do u on a vol untary basis. Appointments are made for applicants to fill out the necessary admission forms, and the men are een by an intake interviewer and by a physician. The purpose of this screening is to detect if the man t reasonably free of extreme serious physical ur psychological complications. Those tliat are become candidates for admission. How ever. those who are screened and found to have such complications are referred to proper agencies where we feel they will re reive ihr required special mention for ilirir needs. Chicago's Alcoholic Treatment Center, be ing an in-patient facility, provides care around the clock, and our treatment program and objectives are as follows: 1. Medicine; Complete medical rare iafforded each nun including laboratory work and chest X-ray. The facilities for fab and X-ray are part of the Contagious Hospital. The newest therapeutic drugs are used, ami each nun ts seen individually each day when the physician makes his rounds. Close atten tion is paid to diet, and the vitamin and mineral elements which are necessary during convalescence. 2. Psychiatry: Upon admission, the patient is assigned to a therapist who will meet in dividually with him during fus period of hospitalization. The patient is invited to at tend two group therapy and two ward meet ings weekly. The psychiatric team also offers a family therapy meeting one evening a week, and 3s responsible for social service planning and appropriate referrals. 3. Religion: Two chapels are available for services on Sunday and on Holy Days. Uur Catholic and Protestant Chaplains are frequent visitors during the week, and the men are encouraged to counsel with them. We invite clergymen of all faiths to visit at their convenience. ,'iA? iVu/i'dxia/ Courts* 4- Recreation; This activity is directed by <ur |ih\ica| instructor. The grounds out-ofIrwvs provide * baseball held, horseslioe pits, volley ball court, ami in-door, such variety as callisthenics, leather-craft, tafale-tennis, 'fniffle hoard, etc., are offered. 5 Alcoholics Anonymous; A staff manf*r, who it also a member of AA, functions a* co-ordinator of this activity. Three AA meetings are regularly scheduled each week, ami an "open AA meeting" is held the last Wednesday oi each month. Our attendance ** excellent, and many former patients return tn the** meetings regularly. Quarterly we IHiblivh a patier titlel "AA Messenger" which Is mailed to all former patients plus tho-e others who request same. A postal card ! mailed each month to aJJ former patients informing them of the regular meeting date. Tht< media of communication is meaningful t- the men. Kimilv members of former patients lave ixrtnl an A1-.Anon group which meets once weekly tn the evening at die center, and in^n this membership an Al-Ateen group h-* tormed which meets outside of the Center one evening a week. C Education: We feel that education is extremely important, and that it is the re-pcfisibihty of us who work with this prob lem to promote recognition of alcoholism's *langer signs to the public, and to inform them where help can be tound. Further, we endeavor to eliminate the itigma associated with this illness, and to promote positive community acceptance of the alcoholic, whose >ucce*s/u! rehabilitation depends upca the understanding and support of hts family, surroundings, friends, and employer. Our naff receives many requests from schools, business organisations, civic dubs, churches, etc., for speakers to talk on the subject of alcoholism, and the purpose of the Center, and how its work can assist and benefit the community. Many visual aids such as posters, slides, and movies are shown at the talks, and discussions are encouraged. 7, Research: Complete records are kept lor each patient, and insofar as possible, post-treatment fof/ow-up reports are main tained. Special research projects are now under evaluation. All patients after admission are invited to attend several orientation meetings in order to assist them in feeling welcome and less anxious in their new surroundings These meetings are held with the director and t ,,r staff members. Our patients practice self-government, electing a patient chairman and co-chairman for one week's term, Their responsibility entails greeting new patients, and delegating work projects for the men such as kitchen details, dining room duties, helping to keep their living areas clean and orderly, etc. General visiting is permitted three evenings weekly. .And AA men are miffed to visit each evening. When a patient lias completed his second week of hospitalization, he can apply few a pass which enables lum to go into the eixnmunity for 14 hears fur pur poses of visiting his family. f newts, or to employment Volunteer services conung from many fine individuals, organizations and depanmews tn government have far exceeded our foodet hopes. The American Upon Auxiliary, Police and Fire Departments, and the Ohrago Board-of Education offers additional activities on a regular schedule offering a variety of activities such as recreation and education. The Cook Department of Public Aid has bees most cooperative m atsgtuag a vocational counselor from their staff for the benefit of our patients. This employe* works {ull time *t the center. The entire tafr takes part m an "In-Service''1 uainzag program ooee weekly, and staff conference* are held regularly. To date our experience has been this: In 1917, from May IJth through December -list we admitted and treated JJ4 men for a cost of $327 each. This cost included capital outlay for remodeling and furnishings. In 1953 our appropriation was $1121,473, We treated 397 men at the cost of $213 each. In 1959 our appropriation was $209,152 and 399 men were treated at a cost of $160 each. During i960, 562 men were treated at a cost per day of $12,09, The average length of stay for our patients has been weeks. Please note that our cost per patient for 1959 and I960 was slightly less than half the cost tn 1957, despite our additional services. Since our inception and through the year I960, we have treated over 1,500 mm. In furtherance of this number of admissions, however, we would like to bring to your attention that our staff has had contact with over 3,000 persons and handled an untold 12 Occupational Health .Xiirttng Section number oi phone inquiries for the purpose Of information or referral. The Commission recommended our expan sion based ort the experiences of 1957 and 1958 which demonstrated that our program st a workable one, and that our facilities vctc inadequate m view oi the number of applicants. Therefore, on January |7th, we dedicated our new addition on the third floor, which is a duplication of the tourth floor with the exception of six private rooms for ihr purpose of adiwtcutg the acutely in'v.xicated patient. The rit til floor is occupied Tv the psychiatric team, and all admissions fegin there. The administration offices have iwm moved to the third floor, apart from he patient area. This expansion his enabled u> to double our bed capacity to total 72. Many of our patients have maintained utal sobriety, and have made good adjust ments in their lives. Others have had re lapses, and are stilt tn great need. We feel ur project has proven to be an effective one. Chicago's Alcoholic Treatment Center, the i';rt municipally supported center of its kind in the nation, has had many scores of in quiries a* to how we were created, how inanccd, how operated, and our treatment program objectives. These inquiries have ome from many Urge cities, stales, and places as far sway as Australia, Finland and South Africa. We sincerely hope our experiences are helpful to them. We emphasize that our entire program is directed to re-education and rehabilitation. We are not a "drying out'' Center, ihe tact that there are an estimated 175,000 alcoholics in Chicago makes it impossible (or us to ac cept a patient more than or.ee on an in patient basis. However, ail men are encour aged to return ior follow-up out-patient therapy alter thev have been discharged, and those who show- interest in Alcoholics Anonvmous are encouraged to continue their association. A, of January I, 19t*2, we have added the -ervice oi offering out-patient treatment t i-mai* al- oholic* The primary -eruec which ! afforued is individual counselling and psychotherapy. In the ease oi the female alcoholic, n is necessarv to approach the problem tn a slightly different way. Because `>i her role in our society as *. wife ami mother, additional obstacles must be over come before she is able to secure treatment. lu order to obtain treatment the woman makes contact with the center either by telephone or in person. She i* given an appointment for an initial interview during which time an evaluation is made as to ireatmeot potential. If she is accepted, she s referred to one of several therapists if individual treatment. If it is found that she is tn need of services which we are unable to -stter her, she is referred to the appropriate agency We feel rehabilitation depends upon know ing that to censure only promotes further problems, that Alcoholism is a treatable illness with a good prognosis, and that co operation and understanding are essential. QUESTIONS AND ANSWERS To Mrs. Mann r Question: Does the alcoholic drink daily or does he have periods cf sobriety? Answer: He does not necessarily drink daily. Seme do--some don't. Periodic alcohol ism consists of binges at regular or irregular intervals. However, most alcoholics drink daily. Not ail get drunk. In the first century A.D.. the Roman statesman and philosopher Seneca made a statement about alcoholism that has never itfoi bettered. Pottdontum maintains that the word "drunken" is used two ways--in the one case ot a man who is loaded with wine And ha* no control over himself; in the other of a man who is accustomed to get drunk, and is a slave to the habit. . . You wiU surely admit that there ts a great difference between a man who ts drunk and a drunkard. He who is actually drunk nay be In this state for the first time and may not have the habit, (and) the drunk ard i< often free from drunkenness. Question: Must the alcoholic admit tliat he is an alcoholic? Answer: According to the Cist eland Cen ter for Alcoholism, it is not important to 13 Xaitonat Softly Congress *dmit it. Many alcoholic* bridle at the word alcoholic.*' The patient is more likely to admit to ` having a drinking problem " A Jesuit priest who worked with alcoholic* 'nee said to a patient, "You have alcohol>wn." The patient seemed to accept the state ment rather than the blunt charge of, "You are an alcoholic." This priest found m sub sequent work that people could accept the statement that they nad alcoholism. Question: What are the nationwide facili ties of the .National Council on Alcoholism? Anszuer: We have 74 Alcoholism Infor mation treatment Centers throughout the country and the number is constant!'* grow ing as more communities organize XCA affiliates. We can get people into an "infor mation center'' when they won't go to a treatment renter. Fear cm keep people from treatment for alcoholism just as it keeps hem from treatment for cancer. An infor mation center is neutral ground. Sometimes people come in drunk and a'k tor informa tion '`for a friend" when it is obvious they need help themselves. They usually admit it J*efore they leave. Our trained people know how to make it easy lor them. Question: Can yuti give us more informa tion on what approach to take when we recognize a case? Answer: Be fully informed yourself, and be assured there is much information avail able. You will learn as you study the prob lem that every case is different, and each approach must be different. Question addressed to the entire tone!: How do we get through the patient's de tenses? Anewer ` Doctor Franck-- By accident -- alter the patient's defenses and try to reach him die best w av you can. To Mi** $nvder; Question; is there any help tor one who has been treated before and has failed? Answer: In various cases patients do have i number of relapses. However, during this ]<ertod, if they gain from a learning experi ence, they do benefit and in some instances heir goal is eventually reached. In our ex perience. m.mv patients have had many IKTiods of hospitalization and after many -iirh experiences have gamed enough insight that they benefit. They make necessary ad justment* and lead productive lives to Miss Millsap: Question: How do you approach the tohudual before lus alcoholism reaches the '(tabling stage? Answer; There is no formula. While it t easier for the nurse if she is working within the framework of a company policy >ir program, she varies her approach to help meet the need* of the individual patient. These patients are having fob problems which seem to be due to alcohol and she alks with them and listens to them as a iriend offering information about their ap parent health problem and about available sources of help. Some patients are motivated to taking that first step toward help, a clime, dtictor, or AA or a combination of these, without ever admitting to the nurse that thev have a drinking problem. To Mr. Leister; Question: What percentage can you re habilitate to normal performance and what percentage could you rehabilitate without a program ? Answer; `,V sent ten cases to Portal House here in Chicago when it was in oper ation, and six of them were completely rehabilitated. To answer the second half of the question--with all the community agen cies in our city, perhaps there would not be a significant difference, but we want to do what we can at Commonwealth Edison Company. Question: Problem--The nurse refers the alcoholic to the physician, the physician writes on the patient's history, "not an al coholic." What is the nurse to do? Answer; Franck--Talk it over with the doctor. bnyder--We must first investigate what the policy of the company is if the physi cian's diagnosis is "alcoholism." If the policy ts one of a disciplinary nature where a man would be discharged, then I feet m some instances the doctor would not want to assume the responsibility dot the feelings of guilt in reporting this person. It is my feel ing that the immediate foreman and super\ isor should take part is a training program where they can realistically accept the re sponsibility of recommending a man see either the personnel director or the medical director because of absenteeism caused by drinking. The supervisor and foreman, too. 14 occupational Health Xurnntf Section would understand and feel less guilty about reporting such an employee as they wouid know the man would be offered help and not be fired. Mrs. Mann--At NCA we have a saying, "Every* company and business has an alcohol ism policy." The problem is--what kind of policy? Usually the policy is "Cover up until the problem is so bad the employee must be fired." Perhaps the doctor in question has a prejudice against alcoholism and likes the patient If so, he would refuse to label him. Ry so refusing, he has found a way around his prejudice. Leister--When the alcoholic is discovered, we have the doctor give him a thorough physical examination. Alcoholism could He caused by a chronic illness. The reverse of this picture would be chronic illness caused by the a!cohofi*m_ To Dr. Franck; Question: Should the medical history in clude alcoholism? Answer; The Cornell type of history does include drinking as well as smoking, but I believe we would get little information about alcoholism by asking for it directly in this way. Question: If alcoholism is a disease and not a weakness, where does the pathology come in? Answer As Mrs. Mann pointed out, there is an undefined boundary, a gray area, a never-land, but beyond it we recognize the signsQuestion to Panel: How can an employee work in the beverage industry and avoid temptation ? Anrwr: Mr.*. Mann--Many recovered al coholics arc bartenders Many Cathohe priests are recovered alcoholics. One of their problems is that they must drink the re mainder oi the sacramental wine m the com munion service, One priest worked out a dosage of Antabu*c with his doctor and held that particular problem in check that way. To Mr, Leister: Question: Does pensioning and hospitaliza tion encourage drinking* Answer: A pension won't buy food and drink too. As to hospitalization, the hospital lias trouble keeping people hospitalized long enough for treatment. Dr. Franck--If alcoholism is a disease^ the patient is entitled to medical benefits. To Mr. Leister; Question: is an employer never to dis charge an employee for alcoholism? Answer: Our policy Is the same as for any other disease. For a long-continued dis ability, whether it is due to a less stigmatized disease, or to alcoholism, we take measures appropriate to the employee's record of serv ice- !n some caies we pension them. In other vase* they must be terminated. The important thing is, we treat alcoholism like any other disease. YOU AND I AND ALL THE OTHERS By MERCEDBS J. HURST Public Relations Consultant. International Harvester Company, Chicago, I1L Unfortunately, in our fast-moving life, we so often fail to use any manners. Then w*e're likely to have accidents. We're so intent on getting someplace at a certain time. We dan in from of people or tast-moving things. We take what we thought looked like such a time-saving shortcut. We get our selves in deep water. We take all sorts of risks. We display no regard or respect for the authority of such things as stepladders. tUtrways, deep water, traffic, and machines 2nd motors with power and speed Maybe we should respect authority more --and mind our manners. My lovely little mother used to say, "Manners are so inex pensive to use and so horribly expensive not to use." The statement is certainly as true In safety as it is in every* phase of living. Our appreciation to the National Safetv Council for the tremendous job it has done IS !'?62 National Safety Contjreti i* surpassed onlv bv out pleasure that, attcr SO years oi faithful wire, it i* not retir ing. Far from it--and glorv be! The intern and the future of the Council are forcefully Mated in the theme adopted for tne Antitversary year - What i past is prolate. Judging from pat performance, the Council will meet the demands and the chal lenges of cnir fast-changing technological and social world. The work of the Council has never been static. It has kept pace with an exploding population, mechanization and technology. With confidence, y.e look to it for the future. Todav we are urn cning m talk in plati tude*. We're )"st going to be "pcr*on-tnpcron" as women in industry, t am not a sajety expert. However, im creilentiai* do `how that 1 come from a company that inaugurated us safety program back m 1908 In the stme year, the Company started Its medical service to employe*, ft has always supported the Safety Council and cooperated m its programs. You can well imagine the credo of my company when it comes to get ting everyone on the team for "playing it iafels*** and trying to keep everyone feeling hale and hearty. I am not an expert on nursing, either. As a y.vimgster, I wanted to be a nurse, I always played nurse. ! never had a healthy doll, Mv doll* were always ailing. In fact, they were bedridden ca*e*. My mother and grandmother did not took on with great favor when 1 turned back the bed quilts to accommodate mv patients. They just didn't consider it a tidy way to keep house. But they went along with the game. I suppose they thought t was displaying an instinct of gentleness which, if nurtured, would develop with maturity. Vnfortunately. things showed up--other than my instincts for spreading cheer and charity. For instance, there was the beet juice medicine that f accidentallv spilled on a freshly made bed. And there was the day that I innocent}** put kitten* rather than dolls in the bed*. Summarizing briefly: at an early 'late I was forced into retirement from mining, Nowadays it <cem that we are able to create problems out of anything, and some time* they're as black as night. It's a prob lem at to what to serve for dinner, even though we shop at stores bulging with food. Binintr a hat now come* under the heading of a problem Catching the S;07 train with out leaving the office a little early is a prob lem--and so on down the line. Sometime* l wonder it, n our haste, we do not get our problems ana our petty peeves ail mixed up. Maybe wt should take a weekend off and do ame sorting out. Maybe we`d come up feeling pretty fortunate. Maybe we should laugh more often. There unut be a tunny side to some things. Believe me. I am not discounting the fact hat everveme of us faces some re*! poser*, With all the technological and social change* and strains, there arc bound to be rough `pots that need more than rose water and glycerine. On many important issues we have mf mighty thoughtful decisions to make. But after we have sorted the real from the unreal, welt hare the time and the energy to give first-rale concern to firstrate matters. Alter we get the basic facts, about the only guide line we have for our reasoning is, Is it right for me or is it wrong for me? Let's face it squarely--what may be right with one person doesn't always seem right to another. We do not all see alike; and if you doubt that statement, just try to read through the ether fellow's spectacles. Vet each is entitled to hi* own honest viewpoint. Decisions are not always easy to make, for it is not always easy to take oneself out of the picture and take an objective took. Most people are big, most of the time. But there are times when some of us can be petty. There may be times when the nearest of kin must find it hard to understand us, let alone tove us. With the speed we travel today, there definitely are pre*sureS- Probably at every lend along the line, people feel frustrated and at one time or another need understand ing and enccwragemer' You occupational health nurses have done a magnificent job in this tine--along with all your many other services. Thanks for bolding our hands, hearing our problems, and keeping us on the job. It is possible that you nurses have spoiled us. If you have, we love it. When we have an aehe or pain, real or imagined, where do we go? You're right We head for the medical department. And whom do we see first ? You're right again. The Id OeatpatwHai Health Vifr.nnfl Scrliai rare, She's the one who greets u* with a smile and a friendlv weird and makes us I eel better right away Sometimes we could turn around and go right back to the job, tor the nurse ha* made the difference be tween a brui*d or pleasant outlook. What i that old adage that a smile or a friendly world will keep a heart warm for three Aimers? However, if we really are ill, the mir-e know* where to put us. what to do first and then what steps to take. You nurse*, too, have a wav of making each person feel important, and he is, F.vervone is someone. He has dignity, and hi* job whatever if t, t* important. Recently 1 was reading an article >n Dr Albert Schweitzer. Tile writer pointed out that one element of Dr. Schweitzer's philos ophy is his respect for anyone who doe* his job the best he can. whatever the job may be. Said the author. Dr. Schweitzer sees no difference between a carpenter's wood work, a cook's cooking, or a weaver's weav ing and a philosophical dissertation, an .mist's painting, or a musician's playing. In his autobiography, Dr. Grenfell (win? !o my was of thinking is the Dr. Schweitzer of Labrador) emphasizes the dignity and importance of each man's work. Dr. Grenfell tell* about the new boat that hi* loyal anil devoted friends had built for him. (t was more *awonhy than the craft he had been using, and with it he could call on hi* patients on the islands with greater safety. One stormy night, shortly after die boat had been delivered. Dr, Grenfell received an emergency call from one of the islands. With great faith he started out, but he hadn't cjyie far when he realized he wa* totally Inst, Because of the cloud*, he could get no direction from the *tan. All night long he tossed on the waves. When morning came, the good doctor in hi* boat was on a rocky crag far from home. Engineers immediately *et out to find out what" was wrong. They found the answer all right. What was wrong wasn't something big. Just one man had made a mistake. One man had put a ftnv steel screw in the compass where there should be no steel, Everybody is somebody--and you nurses make us feel important There's one thing that worries me. and that i* 0 we always show our appreciation to you, or do w sometimes take you for granted? Do we go out and close the door without ever saying "thank you"? Maybe you nurses are Human, too. Maybe you need a smile or a pleasant "good morning" once m a white. If we haven't always been kind, we're sorry. Manners are so inexpensive to use, but so expensive not to me, and we know it. Not only do vou nurse* help those of jk in industry, but you arc also good public relations representatives from tour com panies. You can interpret industry's sincere concern about ihc health and safety and welfare of the employe*, Y'nu have many contact#. You meet the families of employe*, and it is o important that they understand *uch thing* a* policies and programs and c-riperation in rehabilitation Too, you have many contacts with people not closely identi fied with industries. Too often, even those of u* in industries ieem to get m the habit of looking on the van medical, welfare, and safety services in our companies as something that i* "free." Just because we do net get a bill at the end of the month "For Service* Rendered" does not mean that alt these thins* do not cost a lot of money. Quite the contrary. Money lias to come from *omep!acc to pay tor ail the know-how --the medical staffs, the nurses, the skilled technicians, the laboratory' equipment, and the -afety engineers. Even the safety glasses have to he paid for. So 1 the tongue depressors. At one of our programs tor wnrs at our Wisconsin steel mill, one oi the wives asked how much it cost to provide safety glasses tor one year for all of our people there at the steel milt. The auditor looked up the answer--$18,000. For one year at one plant, that t a lot of money, but if one eye was aved, it was worth it. Many of your companies require sifctv classes; all of you have installed literally hundreds of safety devices that have cost millions of dollars. Such equipment, plus the persistent and energetic programs of our safety team have done a remarkable job. The stockholders are the ones who have provided all the features and services to try to keep us free from accidents. And some times I fear we have tost sight of who they are. According to recent statistics of the New York Stock Exchange, 17 million individuals 17 ;o&? Xalumai daftly t cmgrcir mm si shares ifl l/, S, corporations. Of course, there are many more who are indirect owners in corporation*, for anyone who before, and we sometimes forget that the other fellow on the highway doesn't know his oar a* wrJl as we know ours! owns * life insurance policy or has a savings Sometimes, too. good manners on the account probably has some of his savings highway re sadly lacking. We had an ex invested in U. S. industries. The New York perience along this line while we were Stock Exchange says that some 120 million driving on our summer vacation. vVith us Americans are indirect stockholders. But was a friend who has a lot of common even with the 17 million direct stockholders, sens* (which isn't so common any more). that means that one out of every six adults She also has a nice ?en*e of humor, A in the U.5.A. is a shareowner. The median powerful big car crossed the yellow line and age is 44, The average household income * passed us Up on a hill. Suddenly, to keep S,$00. Housewives--SJ million of them-- from colliding with a car that came over comprise the Urgest group of shareowners. the hill, the big, big car squeezed in between Clerical and Sales people make up the largest us and the ear ahead of us. Our friend re segment of the employed shareowner popu marked, "t guess that fellow thinks he lation. There are more women stockholders doesn't need manner* since he has so much than men, but the men have a slight edge on the portion of stock. In my own company, these last figure* do not hold true. We have about uuiob stockholders. Most of them are women, and women own a majority of the power." Later on, the ier> same day, a little foreign car came toward us rickrackmg through * line of car*. I <k* not know whether he barety missed us, or whether stock. we barely missed him. At this point, our Maybe y~u and l can figure out some way friend remarked, "l suppose that driver to which wr can help make our companies' would jay, 'In this Tittle car, I'm just a satety programs more effective. Maybe we babv, and certainlv vou wouldn't strike a on help to get the families of our worker* child!'- to join our warn. What method we'll use The point l want to make i< that the in tell the story, l do not know. Radio, tele vision, newspapers, magazines, billboards, and many other media have been used. Mil danger isn't necessarily in the sue of the car; it isn't in the power of the motor: the real danger is the person who puis hi* lions of dollars have been spent--in industry, soot on the accelerator. schools and churches, on highways, at the beach--everywhere. Some folks have said that the subject of safety bores people. It is dull, they say. Worse yet, some say it i* preachy. It smacks of uplift. And every person seem* to dislike being preached to. or being uplifted. ! suppose they say the sub ject is not new', or dull, because good reliable purees have been hammering away on the U we realty want to prevent accidents, we have to set them before they happen. We must ask ourselves what leads up to an accident, and stop it in the growing process. That is taking a positive approach--it de velop* a safety consciousness. And we need it in our hemes, oar places of work, m our vchoofs, on the highways--everywhere. subject for Hi yews. On rainy days have you ever noticed that But isn't it true when a speaker or writer touches on safety, some people say. "Oh, people go speeding along in their ears, seem ingly unmindful that driving condition* arts ' heeft, I know alt that"? Sure, we know it, but what do we do with our great know wider par? That is. they go speeding along until they see two. three, or more car* jam med together. Someone's brake* didn't work; how? someone was going too fast; someone didnt For instance, isn't it a truism in highway expect the traffic light to change so quickly. afety that every driver thinks he is a good driver, able to deal with any situation that arises. "Oh, sure," we say as we crawl behind the wheel. "I know what this car Everyone who see* the accident begins to drive more carefully. Why? Because he is suddenly conscious of driving condition*. will do. i know how to handle this baby." It would be mighty nice if all of u* w/d So we tear off down the highway in a retain throughout the year the interest and burst of speed. Unfortunately, sometimes the enthusiasm we display during our plant's taby ha* a tantrum like we've never seen safety week. For one whole week we get IS Occupational Health tfursing Section I real excited and worked up. We get every<me into the act. We crown queens and put for a day without pay as a reprimand. The man took the day off and came back to work up additional safety bulletins. We tty pen - without safety glasses. nants and distribute safety buttons. Most of all, we watch our step. We're all on the bandwagon--temporarily. The superintendent took more drastic measure*. He sent the nun home far a week without pay. The man staved at home Wouldn't it be sice if people would recognize that safety isn't a contagious dis cus*. Not a bit. Once you have had the measles or mump*, you're usually immune. But practicing safety for one week doesn't make vou immune to accidents for the re mainder of the year. alt right. Probably enjoyed it. After the week's vacation, he came back. Still no safety glasses. Now, the superintendent isn't a person who give* up easily on any project. He got into his car and went over to see the man's wife and told her the whole story. ijft's get more people on our satety teams. The wife exclaimed. "Oh, so that'* why ' Let's ask for their enthusiasm and interest my husband has been ar home! He tot4 me [ for 52 weeks in the year--not just one week. there was no work in his department.'' Then At one of our plants, we put on a series she added, "fust wait *td he gets home of safety programs for the wives of ouf tonight l'' ? employes. We wanted them on the tram. The man went home that night. And--he The idea for enlisting the wives' support tame back the next morning. He put on his developed from a little incident in the plant. safety glasses and he ha* been wearing them That incident had proved that the wives ever since. can be effective in a campaign against ctdenls. Now. we feel that the man\ wife must hate spoken to him. Of course, vhed she In this plant every* worker was required said i* none of our affair. But it doe* prove to wear satety glasses. That was one of the that two people on the safety team in every fixed regulations. Also in the plant was one household are much better than one. worker who refuted to wear safety glasses. He was a nice man- He was a good worker. Unfortunate!*', he had good vision in onty one eye. The man had been told, counseled with, warned, and reprimanded, all on the subject of ufetv glasses Still he paid no heed Finally the general superintendent of that plant got into the act He <cnt 'he man home Maybe one of our goals could be to get two people for every one person on the safety team. Maybe we can heip to make accident prevention a da>-in and day-out project. And mavbe we can make people more mtndful of the fact that in safety, manners are so inexpensive to use and so horribly expensive not to use. 19 I'Jit' WiUoiuii .ulfetv Couyr.ts JOINT SESSION WITH CHEMICAL SECTON COLD WATER TREATMENT OF BURNS By ALEX. G. SHULMAN. M.D. Los Angeles, Calif. The Matiorul S.itity Council m celebrat ing it* iOth Anniversary can lo>k Kick with great pride on the advance* and prnjjre*' it has made in those 50 years. Cnfortunaretv. the same cannot be said m the field of bum treatment, where the mortality rate tor the severely burned pa tient has not changed suruificantiy in the Inst 50 years, 1 have come a long way today to discuss a concept of hum treatment which ha* proven so far to be of great help in the fir*t aid management of lesw bums and which, iv< hope, may ultimately prove to be fi.irt of the answer to the dismal problem (*t the severe bum. It is generally admitted by men doctor* that they feci most helpless when called upon to treat a burned patient If this is true tar the doctor. I am sure it must also be true for the first-aid man. To be able to re lieve the pain and anxiety of the burned patient without drugs and even over the telephone should be a most desirable aim Our experience with several hundred bum cases has shown that the simple im mersion of the burned area in cold water or the application of cold, moist towel com presses using iced tap water, provides im mediate relief of pain and *eems to heal the burned area faster. Let us compare this simple form at treat ment with what is customarily done. The uual first-aid management neither relieve* the pain nor does it help to heal the bum. In fact, in many instances it is actually harmful. Most people with a `mall bum hurriedly apply the nearest available butter. This is usually followed by adding some form of burn ointment. Thi* done, the pa tient feels he has now given himself proper first aid and he must naturally just continue to suffer, since pain is the natural conse quence of a burn. If he considers the bum se*re enough, he calls his physician who since he is help- le*it over die phone, a-h.- w we lltv lenient at .n<e, The doctor then painiulK cleanses th burn ot the prev iousl> applied grease by tiring a solvent and then applies hit own hum ointment, which is usualiv identical ,vttli that of the patient, hut under a differ..in trade name. So iar, nothing has been done to relieve the patient'* pain and so ihe doctor pre.cribe* some medication tor this purpose. The patient i* then sent home with either heavy bulky dressings, light gauze dressings or no dressings at all, depending on the physician's personal preference on the sub ject. While all this may sound facetious, it is true that there i* very little uniformity tor treatment of Iwims even among doctor*. A* a general rule in medicine, where there :u`r many different kind* of treatment ior one problem, it mean* that they are all equally poor. Let us take a look for a moment at the commercially available bum ointments which are in almost everyone's medicine cabinet because this is the usual form oi treatment. They usually contain variable amounts oi oil* of wintergreen, spearmint, bay. mercuric Cl, phenol, tannic acid, butesm picrate and many other chemicals often up to 10 or 12 of these mixed together. What about these chemical*? To answer this we must briefly consider the history of bum treatment for the pa* itfO year*. Two distinct periods of treatment have been described, The earlier period wa before 1868 when bacteria were unknown, and the period after that date when bum treatment became a matter of using chemi cal* to try to kill germs. Before 1868, simple dressings were applied without the use of chemicals. After this time, i.e. after Lister discovered antisepsis, drug* like phenol, mer curic G, picric acid, tannic acid and silver nitrate were tried out on bum*, each in it* turn up to 1032 and even later. < Vi K/Wiviwf ll.-alth Xtirsiny St-i turn ; The amazing result of *l! this cliemk-tl * treatment w# that the mortality rate in : 'fvere bums after 1868 was 21/, or 3 times !as great as before 1868, comparing similar groups of cases, Thu* we see that what i* contained tn many of yur modern commercial bum oint ment* are many of the'e same liarroful chemical* which produced such bad result* in the past 100 years. Many of the drugs mentioned were slowly abandoned as it be came obvious that *be> were interfering with healing of the burned skin or actually Here *o toxic as to cause deaths themselves. Phenol, iodoform, picric acid and boric acid have all been known to cause deaths. V*t for some mvsterious reason they are still used today to apply to delicate damaged I humed skin cells, (which are pleading for ftrather than to be father insulted by these poisons!. Indeed, one very popular hum ointment has advertised that it is "hamj/es* to norma/ skin". More that it doec not say that it u harmless to l<nrned *kin. hut eem* to have tr<-n ignored by mast irvtor*, Indeed, most physician* would **y, it i<n> done.'*---hut no one quite knows wbv Since these first experiences we slowly tried nut thi* treatment on many minor hum* gradually working up to the more `ever* bums. Whereat most of the bums were of thermal origin, chemical and elecmeal burns have been treated m the omc manner. The treatment was begun ormnaflv .`ft emergency measure to provide immediate relief of pain but the effect on the bun* eerns in most cases to have lessened the damaging results expected. It therefore veems that harmful body re*pon*es like local 'welling and interference with circulation are stopped or altered. The actual treatment of the burned patient nsist* of immersing the burned limbs into a large basin of cold water as soon as posnble following the bum. The desirable tens1-eraturc ot the water should be that which i* tor the patient camt.trtnNy cold. This is usually under 70'F fJS'C). Ice nil** are frequently added since the heat trom the homed part raises ihe temperature ot' the water. Xow--l would like to tell you of two in Where it is impractical to immerse the cidents that got us started on the ire water burned part, a* in the case of head, neck, treatment for bums About eight years ago, 'boulders, chest, abdominal wall or back- f accidentally spilled some boiling grease on moist cold towels kept constantly cold by re the back of my hand. In the following peated transfer from ice water to the in agonizing few moments it seemed logical to jured part are applied instead. In the begin plmge the hand into a basin of cold water. ning these towels mu*t be changed almost ( The immediate relief of pain was so im constantly to keep the patient comfortable. pressive that I kept the hand immersed for It seems that the best results follow tb* over one hour, because the momentary re i'ariifft treatment after the bun* and for moval of the hand iron* the water caused this reason it is advocated as a first aid the return of the original intense pain. treatment to be carried out by the patient ; After an hour or so, 1 was able to take the himself or by his first aid attendant For hand out of the water with no return of the the same reason it can be advised over the pain and from then on, not only wu there telephone quickly. no pain but the bum seemed to heat more rapidly than I expected Placing a sensitive bum under a cold tap A few weeks later, a three-) ear-old child who had grasped the hot water pipes lead ing to a shower room was brought in screaming with the intense pain of her hands. When the hands were put in ice water the child immediately showed relief and refused to take the hands out ot the w-ater until some time later. Once *he was able to remove the hands without pain the pain did not return and no further treatment nr shower is not advised since the painful pressure stimuli of the stream of water may offset the relief obtained by the cold water. The patient himself helps determine the length of treatment in minor burns using permanent absence of pain and swelling as ids guide. If the burned part U removed from the water too soon the pain will return jnd the patient will ask to go back into the water again. was necessary. Z\ 1 These two initial cue* demonstrate a simple fact which was known to the indents tOiii .Vo/iondf Softly Cangrtu The treatment may last irom JO minute* to several day*, continuously or intermitrntly, depending an the depth of the bum and the degree of pain caused by it and the amount of swelling present. Where there is more than one area burned, some will be free of pain before others and these will not need tufther treatment. To offset the patient's feeling of chilliness, which may arise, we have given hot coffee or even vodka to drink--wuh enthusiastic re ception by the patient m non instances, 'vcmetim*. heating pad* and blankets have been used in the bum free area* to help keep the patient warm. Once the burned part can he kept out ot the vvater with no return of pain, manv bums will require no further treatment If the surfaces are raw a single layer of vaseline game covered with a light dry dres sing can be applied. Many case* will require little else. Severe bums will of course need the highly skilled services of a team of doctors in a general hospital. We liave treated patients with bums of up to 20 per cent of the body surface and we have found that whatever the subsequent care mav be. those cases treated initially with cold water do much better than those that were not. There have been many similar observations reported in the past Following the publication ot mv article in the Tourtul of the American Medical Asso ciation, f received letters from all over the world, many of them telling of similar forms of treatment. For example, an English doctor reports the use of cold milk for bums; a Florida doctor sav* he uses cold water with tea in it for sunburns; in Scotland, when a blacksmith bums himself h* put* the burned part cm the cold anvil iron; in Iceland the people have traditionally used cold water for bums: during World War II. when the aircraft carrier WASP was sunk by a Japanese torpedo when re fueling, the doctors in the ?Tiv\ Hospital in Aukland, New Zealand received about 75 burn cases and they noted that those patients who were in the cold ocean water did far better than those who were not, The one tiling common to ail these ob servations is the C.O!.D, an<j enld ztraltr is the simplest, cheapest and most accessible means of achieving this effect. We have a photo of the hand and arm of a 40-year-old woman scalded by boiling milk at the age of ) and whose forearm only was immersed in cold water. Notice*! is the severe scarring above the elbow ano the absence of scarring below the elbow. Another photo shows the underside of the skin oi rats who were burned and compares the result of the cold water immersion with those treated by simple exposure only. The beneficial effect of the cold water is clearly demonstrated \nd another photo shows the hind limb of rabbits which were scalded. One limb wa* treated with cold water immersion and the other served as a control. This demonstrated the marked suppression of swelling which can be achieved by the cold. This same effect of reducing swelling has been re peatedly shown in human beings. At the -most recent convention of the American Medical Association in ib&2, the results of work done at the University of Kansas were reported, showing graphically that rapid brief cooling with cold water of logs severely scalded greatly improved thetr <, lunccs for survival In the control group-- those not treated--all of the animals died within 38 hours. In the group treated for t,niy one-half hour with cold water immer sion, approximately halt of the dogs were alive at the end of this <ame period and -ne-lwlf of the remaining dogs conttmard survive. This and other studies in animals hare iemonstrated what we have seen take place m extensive human bums in the few case* where we have had the opportunity to apply this treatment. Since the mortality rate in severe bums ts almost 100 per cent, even undet the best conditions, we are hoping that this form of treatment, or some variation of it, may help -ave lives that would otherwise be lost. In the meantime, however, this treatment has proven to be so effective and gratifying to both patient and doctor alike that it is recommended for use in most bums without hesitation. 1 ' `'VMpiilmm/f Hrtillh A urtinij AVrfimt INFORMATION ON SERIOUS BURN CASES By J. A. HOUGHTON Supervisor, Industrial Chemical Service Liberty Mutual Insurance Co. Boston, Massachusetts ^ A review of 17,1 selected Workmen's Compensation cases involving serious bums, 10 of them fatal, indicated that many of these could have been prevented by the use of a little common sense. K frequent cry after the incident is "Whv didn't someone tell u*r We didn't know." lust telling isn't enough, tor manv similar incidents have been described before. Where a potential bum hazard exist*, it is neces sary to reach and inform proper people, to fell them on the need for using preventive measures and to sell them on the need of assuming responsibility for continuous fol low-up to keep the potential hazard under `control. Materials that are tnherortly hazardous are essential m many industries, and em ployees must be taught how- to handle them safdy for there is always a continuous flow of new employees who do not recog nize the hazards, and some older employees who need reminders. The cases reviewed included chemical, thermal and electrical bums where the to tal cost of disability* benefits and medical payments of each case was above $2,500, Deaths from electrocution and other injli nes from electrical shock were not included. These serious bums occurred in 160 differ ent plants and included about 7? industries. Onty 10 of these cases occurred tn the basic chemical industry, but the other cases se lected were ones which occurred at oper ations which are common to the batc chem ical industry as well as the other industries. The average cost was $10,450, and in 0 per cent of them the medical costs were at least half of the compensation payments. It would help to emphasize the seriousness of these cates if a breakdown could be made classifying the extent and areas burned, die degree of the bums, the time spent in the hospital, the degree of permanent disfigure ment and the like, but this information is not available and it is necessary to rely on costs. But, even with the present high costs of medical care it doesn't take much imagination to realize what these individuals went through to run up medical bills of Si.000 to $4,000 and sometimes higher. And many of these accidents could has* been predicted, and prevented by simple methods. Chemical Sum*--There were 4! rases of bums from chemicals at an average cost n about $8,500 per case. Only 10 of these case* occurred in the manufacture of basic chemicals; the other 31 cases occurred in other industries, such as metal working where the chemicals were incidental to the other manufacturing operations. In eight cases, there were explosions dur ing manufacturing operations which would be difficult to predict. These included man ufacture of unstable chemicals and pressur ized reactions but in some of these there has been no satisfactory explanation of the cause. These cases required highly tech nical investigations and can't be classed as ones which could be prevented by sim ple means. In 13 cases, work was performed on equipment under pressure without adequate ly blanking off pressurized lines. Pumps were opened for repair, blocked lines were unplugged by ramming with a rod and an acid line was opened to replace a valve, and the sudden release of pressure sprayed the chemical on employees. Correct oper ating procedures had been written in sev eral cases, but it required a little extra ef fort to blank off the line properly and the operators had taken the short cut method previously without mishap, and without cor rection. In one case, tiaked sodium hydroxide was added to a tank to make up a cleaning solu tion. The caustic was jrust dumped in, in stead of being added slowly, and the heat generated caused the tank of water to erupt suddenly covering the employee with hot caustic solution. Although this type of ac cident is infrequent, it is irmriably serious. One or two accidents of this type show up every year, and it is generally from ignor- 23 iVbl ,\atn>nal safety Congress `c aps!: n.u iic.ul.i . .rstn-} a, , tt-'rt anee, for the employee was not instructed properly. Working: with hot caustic elution caused one serious injury when site solution spat tered, und three 'enous eve injuries oc curred when chips of solid caustic entered the eyes during temoval of solid deposits. No eye protection was used in these tour cases. The average cost of these eye eases was $2,300 per case. In one case, an employee was working above a hot caustic tank cleaning a super structure, slipped and fed into the !90*F solution; he had not u**d a safety belt nor was the tank covered in any wav. Two cases occurred when acid bottles were dropped and spattered the employees. Sud den breaks in acid lines eaued three of these accidents. The other miscellaneous ac cidents occurred when handling propellant mixtures and from splattering of chemicals duftng handling. Thermal Burns -- f'ire and Explosion -- This is the most frequent cause of serious bums, and there were iQI cases in this group with an average cost of $10,300 per case. In Id of these cases, open cans or buckets of flammable solvents were used when clean ing equipment and fin a couple of cases) floors. In each case the solvent flashed on the equipment, the open can was kicked or knocked over onto the individual and he was soon a flaming torch. In most cases, the individual starts to run and fellow em ployees have difficulty putting out the blaze. In !Q other eases the flammable solvents were in doted containers when cleaning equipment, but the sclvcnt was used near open flames, or in partially enclosed areas where solvent vapors Had a chance to build up to explosive limits, and in one case an unprotected extension lamp broke while the men were underneath the machine and ig nited the vapors. A detergent solution would have been ef fective for cleaning m many of these in stances although a little more elbow grease might be required, and a solvent with a higher flash point would certainly be ef fective. Supervisors were certainly at fault in permitting the continued use of opea containers tor this purpose, and quite a few safely cans could have been purchased from the cost of a single one of these cases. Nine ease* occurred in attempting to start up standby or stalled gasoline motors by pouring gasoline into the carburetor front open cans. There is no substitute for gas oline for this purpose and an empty tin .-an is a convenient container to handle the gas. But the same sequence occurs-- the gasoline spilled on the motor flashes and the individual knocks over or drops the open can of gasoline on himself; the gas oline on his clothing ignites and he starts to run. Seven cases occurred when gas or oil burners and driers were restarted without an initial purge of the combustion cham ber, Most of theie came from malfunction oi the purging equipment, and in two eases it was definitely known that the purging equipment was not operating property. The use of flammable solvents, generally gasoline, to bum trash caused five serious tarns. Open containers of solvent were used in three cases, and m all five ones the flammable solvent was added to the burning material to get it going faster. Using a cutting torch to remove the top of an empty solvent drum caused two ac cidents. Pouring a flammable solvent with out grounding die drum and container caused one accident. The use of a cutting torch inside of tanks, caused five serious bums; the tanks were "vapor free" when tlie men entered but the heat of the torch on the tank was enough to heat petroleum residues to the ignition point or to volatil ise sufficient material to cause a fire. Spills of solvent on clothing from sloppy handling caused seven serious bums. In two cuses the men lit cigarettes and ignited their clothing and In the other cases came near a source of ignition. Employees do not al ways realize the extreme hazard of solvent spilled on clothing even from high flash solvents for the combustibility is increased Sjreatly. Oust explosions caused three; solvent leaks front pipes and tanks caused five; escape of gas in enclosed areas caused five; fight ing of fires by inexperienced men caused eight The accidental use of compressed oxygen instead of nitrogen on an hydraul ic oil reservoir caused two deaths. Other miscellaneous bums were caused by solvent used cleaning products, fires ta opet quench tanks, oven fires, and the like. Thermal Burns--steam and Hot Water-- Twenty-one cases were caused by steam or hot water and the average cost per cate w as about $15,300, Improperly blanked steam lines caused three accidents, even though the sazadard operating procedures in the plant called for blanking. It would have required a Ostia extra time and effort to perform this chore and similar operations liad been performed before without blanking the lines. Insufficient time for cooling hot solutions in dosed equipment caused two accidents, tor when the equipment was opened the sudden release of pressure caused the tot solution to flash into steam which burned the individuals opening the vessels. In one case, the empi->\ve walked atomy the rim of a hot water tank (io0*F) ji order to reach a valve ami slipped etc the tank. Tit* valve was rehvared after the accident. Electrical Burns--There were 10 serious electrical bum* with an average cost of $7,900 per case, in five of these, the elec trician was working at terminal boxes with the power on and grounded a live wire to vhe edge of the box. In each case, the pro cedure had called for cutting oft the power before working on the lines and supervisors had known that the proper procedure was not followed; in one cu*c it was the su pervisor who was burned because he did not follow the procedure he had set up. Inexperienced employees working around transformers were burned in three case* Alien they accidentally made o.ntact, and in each case there wa* no supervision of the hazardous work. Contact with a fallen wire and bums when splicing a cable ac counted for the other two cases. Prevention--This is a lung catalogue of accidents and many of them have been de scribed before. Some of these were unusual *nd no one can claim that alt of these accidents could have been anticipated betorehand and therefore prevented. But a large proportion of them could have been anticipated and prevented if a little thought had been given to the potential hazards of the operation or it safety procedures had been enforced. Supervisor* must be sold on the need for considering safe practices as part of pro duction procedure* and not at something separate. Supervisors should have known about a number of the conditions which were the immediate causes ot some ot ;he?e accidents, such as; l. Short-cutting standard operating pro evdurr*. Employees neglected to blank off (tract tines, chemical tines or cut off elec* me current and to properly label or lock out these lines. There may be a few initaaees where the accident occurred the first tone that the short-cut was tried, but the reports indicate that the poor practices were ceszisnce and since accidents had not oc curred previously the practices were eon -- Using flammable solvents nhere they are not needed or handling flammable sol vents or corrosive chemical* in open con* tamers. Ignorance of the hazards of com* ta>uW< solvents can be claimed, but in too many instances gasoline had been used for cleaning and any reasonably intelligent in dividual should know of the inherent flam mable hazard from gasoline. In every in stance where the open containers were used, it had been common practice in the plant and the supervisor should have been aware 4ii the unsafe practice. 3. The use of "jury-rigs'* as temporary measures can't be eliminated, but the super visor should watch such operations closely and take added precaution*. Too frequently the "jury-rig" or "temporary procedure" goes on for too long a period and finally fails. The immediate supervisor is a trained individual who knows the operations in his department and who should be well ac quainted with potential hazards. It is his responsibility to see that safe practices are followed and to instruct new emptovees. but he also needs a sympathetic ear from the higher echelons of management and fre quently they must be sold on the need, for safety equipment will require the expend iture of money. Safety Eqwpinnt--The use of safety or protective equipment could have prevented or alleviated (he seriousness of many of these cases. Standard operating procedures generally include safety rules, tat the equip ment must be available and used and the proper procedures must be followed con sistently, Also, dtanges in operations may require changes in safety procedures and I4 PA i9bl y Uionai Safety Congress periodic reviews of standard operating pro* cedures may be required, A large proportion of these cates occurred when infrequent operations were performed, such u start up oC standby gasoline mo tors, cleaning of shutdown equipment, re placing pumps and the tike. It appears that many of the operations were poorly planned, and insufficient thought was given to safety. Standard operating procedures are seldom written up ior these infrequent operations, but plan* have to be made to accomplish the job contemplated and these plans should include safe operating prac tices and the need tor safety equipment. Medical sittmtion-- Information was not available to evaluate the first aid and promptness of medical attention, but the impression is that it was prompt and in general quite good. The attention given in the hospitals appeared to be excellent, and from some of the medical reports it was quite apparent that the doctors more than earned the ice* they received in the.* cases for they were difficult to handle. Several of these accidents occurred on week-ends when maintenance crew* were working and the regular medical care was not available. A drop of molten metal from a rutting torch dropped into the man's shoe and no medical attention was given to the relatively slight bum until the follow ing* Monday, by whieh time the bum had became infected and resulted in an $1,000 cost. Delays in obtaining medical care oc curred ui several other week-end cases. It is difficult to evaluate any damage caused by the delays, but the burned in dividuals suffered unneeded pain during the delay. Specific instructions for obtaining prompt medical attention should be given to supervisors of crews working in on hours for other types of accidents as well as these burn cases. Specific instructions should also be ob tained, from the physician who will attend the accident eaves, on the handling of bums. -Vo attempt should be made to apply patent or home remedies or other treatment for any bums without specific instructions from the attending physician. Improper first aid can cause complications e-ten with the best of attention, tor it may be necessary for the doctor lo correct the misapplied first aid treatment before attempting to give the treatment which he considers is the best. Ducussicn: Hindsight ts said to be belter than foresight, but if the hindsight of pre vious simitar eaes had been utilized, many of these and other burn eases could have been prevented Carelessness on the part of die employee may have contributed to these accidents, but they can't be passed over be cause "he should have known better." This hindsight review shows that in too many of these incidents, that the employee was not properly instructed and supervised and that short cut* of safety procedure* were permuted. Potentially hazardous materials must be used in industry and potentially hazardous operations performed in order to produce satisfactory products. Potential trouble spots require periodic review and foltow-up ro tie certain that new employees are properly instructed, not only cm the mechanics of operation hut why the safe procedures should be followed- The need for proper indoctrination ap plies to new employees and particularly to -upervisors who are new ro a department. '^(cupcUonai Health Xwitng Section THE OCCUPATIONAL NURSE'S RESPONSIBILITY IN THE TREATMENT OP THERMAL AND CHEMICAL BURNS S? EILEEN LENDT, R.N. Supervising Dispensary Norse, Medical Dept. Kodak Park Works, Eastman Kodak Co., Rochester, N. Y. "An ounce of prevention is worth a pound of cure." This is certainly true ui the prob lem of thermal and chemical bums. The treatment, sou might sav, begins before ihe injury it sustained. One of the mine's first responsibilities is the need for her to know the industry in which she is working. She should have an overall impression of occupational Injury <*nd disease, its scope, its major signs and unptoms and method* of control. She -hould be aware of what substances are -.veil known to be harmful and causes of injury and the potential hazards that exist n her plant. One of the ways she can ilo this is by inquiring from the various divisions in the plant, what chemicals and phvsical agents workers are exposed to. She can then turn K> her doctor, insurance company, safety representative, and state and federal agencte* for specific information regarding the hazard oi these agents. This is particularly true for the nurse working in a small plant, where she may be the only nurse with a part time physician. Many larger industries have iheir own industrial hygienists, full time physicians and safety engineers, who have tins infor mation at their fingertips, and are aware of the hazards. However, this is no reason why the nurse in the larger plant need not know the same information. In ease of in jury, regardless of the size of the industry, the nurse is usually the first person to treat the injured employee: the knowledge of what to do first, and just as important, what not to do, is of prime importance to her. The nurse has another role In prevention, and that is adequate safety protection, m the form of protective equipment. It may not be her function to provide the necesiary protection, but it is her responsibility that the employee understand how to me t and the necessity tor its use. This ts especially true with safety glasses. Many times an employee feels that wearing safety glasses ts a nuisance; it is up to the nurse *> itemonstrate by facts, figures and her past experience in treating injuries, that this is of prime importance to his safety. The nurse should cheek to make sure that safety showers and eye baths that provide copious amounts at low pressure water should he available at potentially hazardous areas. These should be located just out side the area of possible gross contamina tion. and the employees must be constantly instructed in their use and location. All too frequently, the burned worker will panic and rush past several showers and eye baths to reach the more familiar sources of water m wash sinks and locker room facilities. I might also mention having showers in Hie medical-department. This may not be practical In a small plant, but in the larger industries it may be advisable. If the nurse can make suggestions regarding a shower, we have found from experience, that in providing a shower it should be targe enough to accommodate two people. If the burned employee is in shock, or needs assistance, the nurse or attendant may have to help and a small shower may be a hinderanceIt ts also advisable to have the shower con trols in a position that the nurse may reach without difficulty. You may not think some of the things l have mentioned art a nurse's responsibility. We have found, however, that the nurse c.ui do an excellent job in teaching and in structing the employee in good safety habits and may also make many sound suggestions which could prevent serious injury. Having di.wtssed prevention, I should now like to consider the nurse's responsibility in treatment The prime consideration in treatment of chemical bums is the prompt removal of IQ/%? Saiiowtl Stifftv Congress the chemical from rhe skin, for the chemical writ usually continue to cause damage as Inng n% there i* (infracted chemical in con tact with the body. Therefore, copious imwinii of water are used. If there is a shower outside of the area, the employee should be put under it immediately. Upon arriving at the medical department, he should again be washed with water to make sure he chemical has been removed. If the chemical is in his eyes, they should be treated first with large amounts of water. We use a syringe which gives a steady gentle stream of water into the eve- Other methods might be: large chemical flasks or bottles with rubber tubing and plain sterile water, which also will provide a gentle flow of water across the rye. Irrigation should continue for at least 10 to 20 minutes, bv the clock. The general condition of the patient should not be overlooked while the chemical is be ing removed. The nurse must be alert for surtptoms of shock. Analgesics or narcotics may be indicated tor pain. Naturally nar cotics cannot be given by the nurse, unless he ha* an order or standing order from twr physician. When the chemical ha* been removed Hashing, and the general condition oi the patient is satisfactory, the bum itself must be evaluated. At this point if the nurse knows the chemical, its effect or (lotential hazard, she may be better able to aid in the treatment. Many times the chemical reaction is toxic and may effect the individual internally, causing changes >n the blood or lung involvement, and the <itir*e should be aware that this is an* fhrr problem to be dealt with. Certain chemicals may not appear to cause i bum of the skin, but absorption of the chemical thru the kin could cause far more serious problems. Frequently the bums '.i ill be primarily thermal. Once the chemi cal has been removed the treatment is the yme at tor any thermal bum of similar degree. 1 believe all medical departments have certain standing orders for what to do in die ease of most routine emergencies, es pecially if a physician is not present. If the nur< does not have standing orders, she houid have them. *?he should know these terriers well enough, so that her care ef the employee need not be interrupted to look up the treatment m a book. Therefore, I will not attempt to cover the treatment oi chemical bums since each medical depart ment has its own procedure. It is up to the nurse, to efficiently follow the procedure which has been set up for her, and still be reassuring to the employee. to thermal bums her responsibility is much the same, although the treatment may be somewhat different When an employee comes to the medical department with a severe thermal burn, which is often the re sult of a chemical explosion or flash fire, he or she may be frightened, apprehensive, and in great pam- The attitude of the nurse when she first approaches this employee is oi great importance. She `honld make the employee feel that she knows what she i* doing and that his appearance is not a great shock to her--since disfigurement often is the first thing the employee worry* about The bum should be evaluated quickly. The nurse mu-l be alert for shock because this mav be the first treatment needed. The burned clothing should be gently removed and if stuck, should be cut away, not pulled. Here again, standing orders for analgesics or narcotics would probably be given im mediately, After the immediate treatment ha* been given, the patient may be covered with a sterile sheet and, depending on the routine procedures, may be transferred to the hospital for further treatment it is wise to have a supply of sterile hee*.s and towels readily available in the medical department tor such emergencies. Here again the treatment, disposition and orders depend, to a great extent, on the 'tie of the medical department and the staff. Nevertheless, whatever the sue. the nurse i* usually the first person to care for the injured employee and her prompt care and knowledge of what to do is of the upmost importance. She may have orders to send someone who is severely burned directly to the hospital. She does, however, see the employee first, and she will have to give him emergency treatment before his condition warrants moving. I cannot stress enough the nurse's need to know her industry, the potentially haz ardous chemicals that are being used, and the potential toxicity of the product they are working with. For instance, in our com pany if Potassium Cyanide is going to be * K\'uf tn. ' f/.'/i \ ** fre.- used anywhere in the {Ian. tt e medical de partment is tntormed and we are on the alert m the event of an am-lenr. We have cyanide kits set up in -even! areas in the plant, and the nurse* a#e instructed how to use tnem and what :* :* until the doctor takes over, In summary l <-vM -,.v that tltr nurse should 1. Know her t- . pom -:r .<.-i-pe occupational health -- ! -ft ' we ed harmful *uh-?ance* md ;*r*=*~j. 2. Have a wnrfcmg teetive equtpnwtt and *-* sr*we employees m us tne s J Know her r*b "e , care and pr-*ie'ueu! **>viwibititw* PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 2M1. IK] CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you will meet other safety people, with the same problems and responsibilities as your self, You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the *63 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes in this (1962) Series Users of this volume will find much veEue in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the fist: VoL No. Title 1 to 9 10 or Copies mof* Stock No, t General Sessions and Indes to all Volumes $ .64 5 45 :22 32--t i Aero-space: Air Transport .64 55 222 32--2 i Automotive end Machine Shop; Power Press and Porgi nq 65 45 32--i 4 Cement, Quarry end Mineral Aggregates to IS 02 11--a S Chemical and Fertiliser 64 54 322 32-4 & Civk Leadership; Church. Home, Women, foulh, Farm 90 SC 222 32-- ? Coei Mining............. a Construction; Public Employe* ' 6S 55 J22 12--.* $ 55 322 12--4 9 Heetrtcai Equipment 44 14 222 32--* 10 Food and Beverage; Meat Packing, lanmng and Leather Products; Trades and Services ...................... . 64 ii Glass and Ceramics; Rubber 65 SS <222 22--<0 55 222 32--t - 12 industrial Sublets Sessions (ASSE) . ii Labor .90 90 82242--12 ft* 51 02242--11 s* Marine ... AS .5$ 622.32--1* II Metals lb Mining ................................. .. , _____ , , . .. 65 65 *5 02242--15 55 82242--16 17 Motor Transport: Transit ... .. TO .50 02242--17 II Occupational Health Nursing 40 .14 63242--11 1* Petroleum , . .............. .65 St 02242--t* 20 Public Utiiitle* . ...................... - SS 93242--20 21 Pulp end Paper; Printing and Publishing .. .... 65 44 0Z242--21 n Railroad , -------- .40 )5 02242--22 23 School and Cottage . . ...... TO B0 C2242--23 24 Traffic 25 Wood Products; end Tactile ......................... ................... ..-- ,65 4S 92242--24 .65 .44 02242--25 2* Early Morning Sen-am--^''Communication** ?r Public Safety................ COMPUTE SETS (27 Volumes) . ... M 55 65 .41 SM.OO a y guerrrlr? 02242--26 02242--27 022.12 Alt prices show* in subject ts a 10 pr cent discount to detioaai Safety Caw* ii members NATIONAL SAFETY COUNCIL *75 NORTH MICHIGAN AVE. e CHICAGO It. ILL. HOO-lf-lC? inniniM . `t 32 .1 9 6 2 Volume 19 National Safety Congress Transactions PETROLEUM INDUSTRY Beginning th Golden Anniversary Year of the NATIONAL SAFETY COUNCIL CHICAGO 11, ILLINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the PETROLEUM SESSIONS CONTENTS Management Copes with UnsafeActs Quentin J. Trahan 3 Safe Handling of Additives inthePetroleum Business William S, Woad 6 Safety --A Way of Life Dt. $, L, Rankin 10 Disaster Planning Glenn C. Vetgne 13 Officers of the Petroleum Section 1962-63 .................... 18 Other Volumes in 1962 National Safety Congress Transactions , ..Sack Cover MANAGEMENT COPES WITH UNSAFE ACTS By QUENTIN J. TRAHAN Technical Manager, Firestone Synthetic Rubber & Latex Co., Lake Charles, La, Statistics ifora the National Safety Coun cil show a 47 per cent decline m work deaths from 1928 through 1957, and I sus pect this figure may be pushing SO per cent now. Frequency has dropped from about Jt to 6J in the some period. In the Firestone organization, with operations covering about SJ,000 people, we have staved between 1.8 and 12 tor the past ten or twelve years, impressive u these figures are and as much as all of ui tn industry can pat ourselves on the back, we can ail agree that much re mains to be done, and unfortunately the remainder is going to be much harder. How much of the decline in industrial icddenu that we have accomplished so far sin be traced to the elimination of unsafe acts, I have no way of knowing; but 1 cannot shake the suspicion that it lias not been the major ractor. If we take the tra ditional three "E's" of safety--engineering, education, and enforcement---it t$ my opinion *hat we have done a remarkably good job in the first, have worked out a good set of plans which we are not effective!'* applying in the second, and are still debating about how to best accomplish the third. ihe reasons for this are not hard to find. fn engineering tor safety we have something we can see. something we can get our teeth Machines don't talk back, present arr.ment*, have motivations, require incen* * .*, and for the most part they are per- tv predictable. Our job of engineering \ -:;'ety i* not done, but is far advanced i rj-g concept to firmly established that ; ?ce*l not require the major portion of our ' _r.e. However, in the other two "EV'-- {-htraticn and enforcement ^-- wc deal with ;<r.p!e. and results are sometimes diseour:,gmgly dimcult to produce. Hack in 1931, H. \V. Heinrich, in his hrjok "Industrial Accident Prevention,'' pro posed the theory that 88 per cent of all in dustrial accidents are caused by unsafe acts, 10 per cent by unsafe working conditions, and 2 per cent by acts of God. More re cent thinking is that a substantia! proporsoo of accidents is caused by a combina tion of unsafe am and unsafe working conditions, the theory being that the work ing conditions predisposed the worker to an unsafe act or, at any rate, helped to mold him into a pattern of working unsafely. Whatever the case may be, we on all agree that unsafe acts are in some way involved in the overwhelming number of industrial accidents. What disturb* me it whether we have gotten tint unpleasant statistic across to the worker and his supervisor. I am sure that many of you have attended any number of plant level safety meetings at which most of the time is spent tolling the unsafe work ing conditions--a burnt-out tight bulb here, pool of water there, shaky hand rail here. Now granting that these things are impor tant and must and will be corrected, can't we somehow arrange to spend the majority of discussion time in the area where most of the accidents are occurring? It may be too much to expect people to willingly acknowledge their own unsafe act* as the culprit, but it certainly is manage ment's duty to bring this fact home Man agement is stressing this fact, but maybe not in forceable or convincing enough terms. The safety movement has done an excellent job of selling American management the proposition that the front line foreman is the key to the success of the plant's safest program. 1 know of no industry or company that does not wholeheartedly agree. This has been a major accomplishment of safety directors, but somehow we have not been quite as successful in selling the foreman himself on this idea. Here we meet something of a paradox. Practically all of the foremen 1 know tell me that they are the kingpin m the safety program. In fact, they take great pride m the statement, as they well should. But a took at their classification of accidents would lead us to believe that many foremen have not fully accepted the responsibility that zscs with the idea that they are the key to the plant's success in safety. At Firestone's Lake Charles plant we classify all injuries requiring first aid treat* rnenr into one of four categories: (A) Su- J962 National Safety Lotvjrcff Petroleum Section pervisory responsibility, i B) personal action We alt know that these urnne acts have .`.tn the ioremn (or safety director or He expects to see signs concerning safety nr characteristic of employee, [O unsafe probably been repeated many times before ( ; manager, for that matter) asks him- throughout the plant and probably expects equipment or materials, (D) unsafe condi* the injury occurs, and the word "habit-* in when mvesttgatmg an injury or writing to be required to wear appropriate safely lions. In each category there are a number speaking of unsafe work habits is well taken. ;(. a fit-t aid pass is "Am I, in any way at equipment I feel that as time goes on and nt *ubcla*ifications, A couple of years ago Somehow, we have got to impress upon our ; , he'e" What could I have done to the mass promotion of safety outside of in '<<! made a tabulation which thawed that front line supervisors, more fornrabty than i.rr-.mt this injury'** I would propose that dustry gams in intensity, we in industry will 70 per cent of the first aid cases were being we have in the past, that these unsafe habits hc inn over backwards to assign some por- Stave fewer problems with the safety atti t'iastified under (B) unsafe act* of em must be corrected. Of course, we have to ?t>.n >! the <aue to ourselves; even though tude of our people. iployee. over 20 per cent divided between show the foreman the best techniques of (C) and (D) and only 3 per cent classified detection and correction, but I honestly feel trf fart* ri) point to the workers being While the person entering industry today I .npleteiy at tauiL At least if we keep is more safety conscious than his lather was. under *upervi?ory responsibilities. that we in management and safety have a blaming ourselves, we probably wilt be he probably doesn't know his job any better t am positive that this situation is not con tong Hay to go in educating our supervisors -[tiffed to take more positive corrective ac than his father did, that is, the specific job fined to our particular plant. Our plant be- in this regard. This is what I meant by * -n--if only fo make ourselves look better to which he will be assigned and the possible iotijs* m Hie International Synthetic Rubber string that in the second "IT* of safety, we -.at 'iwn eyes. hazards connected with tliat job. He prob Safety Association, comprised of 25 plants have worked out a good set of plans but l>oth in this country and abroad, and roughly have not effectively applied them. \tter all we investigate all injuries thorin order to be in a better position to ably has a higher academic level and, there fore, should be caster to train. Some have the <ame distribution m assigning the causes We must not be vague in training fore prevent a recurrence. But what do you do pointed out that since workers have better .mil responsibilities for injuries can be noted man In the art of detecting and correcting in the excellent moothlv report issued by the unsafe acts. It apparently won't do to re when maybe 50 per cent of the injuries are educations, our promotion ot safety must be earned by ''inattention,'' recording to the first mire sophisticated. Elocution. Incidentally, one of the comforts 1 get from reading this monthly report is to iHUtre that the American plants have far u*wer lost-time injuries than do plants tn Ktigixnd, We-t Germany, Italy. Japan, and \mtralia. However. I believe tliat the taws in some of tliee countries encourage the ct.Ksificntion of alt injuries as lost-time ones. The point 1 want to make is that a group <ii supervisors could consider themselves so rond. that they cuild only ee themselves involved in five iwr cent of the injuries. The rnuh of the matter i- that, as a group, our iterate at each monthly safety meeting that the supervisor must be on the alert for un safe acts. This probably amounts to little more than telling him that he ought to Ik on the job.' At Lake Charles we are cur rently asking each supervisor to leave his nflke or desk om. a shift and take a walk through his work area with the express pur pose of looking for unsafe acts--nothing rise, no production problems, scheduling problems, or maintenance problems --just looking for unsafe acts. We expect this to take no more than about 10 or IS minuter. .n<i pa*-e*? This tort of thing gets tost. Somehow it seems too nebulous, too vague, even if it is the actual cause of the injuryIt the foreman took full reponsibility for iln- "maueauon" perhaps he could come to ifitrr grips with the problem. Perhaps he *uld ask himself when he last spoke to the M.wfcer involved about "inattention " Has he f*cn strcSMng this in tool-box safety talks rv'-ciuly. in personal safety contacts? What l am talking about is an attitude on i`nr part ni the supervisor, an attitude so This may be true as far as promotional "nmpaign* and group training are concerned, but it probably doesni affect individual job training in safety too much. It is precisely in this area of individual job training that we have not done as well as c could have. After all, unafe work habits and unsafe art* tiart somewhere. It is logical to be lieve they start the first day on the job md. in many cases, start simplv because of a tack of knowledge -- knowledge of the proper way. foremen liave not been completely sold on `Hie foremen report that they are finding ieejvly ertyn*tried that it becomes second na- \`ow individual job training takes a tre tiie idea that cock of them is completely re- unsafe actions and getting them corrected, ;urc. Mut foremen don't go about looking mendous amount of time and money. Indus .pnnstble for safety on his shift and that of course. Kow perhaps a large percentage tnr a Mpegoat, nor do they blame their try is absorbing new workers at such an ac this responsibility includes the action of his of these unsafe actions would have been de men i*r unsafe acts. Unfortunately, too celerated pace that the problem is one of men and not just the working conditions. fected anyway, but I personally feel that we iH.cij .t them don't blame themselves either. enormous proportions, but somehow we must Indeed m many instances I believe the fore are getting better coverage. At any rate, l-Vvciopmen: of the attitude of full responsi find the time and monev to get it done. No man has not been educated to this phase of we are deliberately attacking the problem bility is a duty of management, aided by portion of our efforts in safety can be more hi* job: that is, how much of his time must and we intend all of our employers to become the -;iietv department. It must be done with important. I am not taring that this phase t>c jvcnt m observing work habits, correcting more aware of that fact. tact and with understanding. This is a job ni industrial safety ha3 been entirely neg unsafe act*, and complimenting safe workers. A criticism might be raised tliat this ap *upcrvtory education and it is a continu lected, but l do feei strongly that it has not It is no easy matter to make ooc man proach Is somewhat mechanical, that the ing job whir}- prohibit' never will be com received the emphasis it demands. Here fed responsible for another in spite of 2,000 foreman should always be on the lookout pleted again, the poor foreman, that 1 have so v ears of admonition to be Mour brother's for unsafe acts. White this t* certainly true, keeper." The realization that unthinking, im wc feci that in the pres* of getting his pro It the education of the foreman to his roundly criticized, is the key to the situa at'ety responsibility is of prime importance, tion. Maybe if we spent a larger portion of pulsive, and sometimes stupid acts by the duction work dose, there may be a tend haw much time `hould we spend cm the our time in giving good, sound, safe indi people under you are, in the final analysis, ency to notice only the more flagrant viola safety education of the individual worker? vidual job instructions, we would have fewer your responsibility can come as a jolt Edu tions of normal safe practices. We hope What is the best way to go about this? I unsafe acts to worry about. cation of the supervisor seems to he the we are catching more of little things. Some believe it can be said that the average worker The third "E" of safety is enforcement answer here--to make him see that when might object that this approach is "snoop coming into industry today is more safety and I have stated tliat we are still debating joe Blow sticks his hand into a moving ing" but we have heard no complaints on conscious than his father was. The promo how best to accomplish this. AU authorities x>mevor. the supervisor should Have no ibis score and probably wouldn't seriously ticed at sometime that Joe Blow lias pre entertain the complaints if we did. tion of safety through the mass communica* agree on the need for strict enforcement in lion media ha* undoubtedly affected matt of all matter* of csfety. but meat *liy away viously shown tendencies to stick his hand Maybe this would be too ideal a situation, it* to some extent. Therefore, the new man from the word "discipline" to such an ex into moving conveyor* but I am looking to the day when the first -vjiorts for work in a good frame of mind. tent, that the word "enforcement" loses much t5 idA? National Safety Congress of its meaning. Now there are a number of things on which we can ail agree, t. In an enlightened work group there is little need for enforcement. 2, If we knew ail there was to know about human behavior and could accurately predict human actions, we could eliminate unsafe acts bv education rather than en forcement. 3, Tt is far better to stress the positive aspects of safety rather than the negative connotation conveyed by the word "enforce ment." 4, When people are convinced that safety is in thrir own interest, then enforcement becomes less of a necessity. While all of this is true, it represents an ideal state ot affairs. It seems that so much emphasis has been placed on approaches which minimize one of the most disagreeable duties management has to perform--that of disciplining--that the responsibility of the in dividual workers tor safety seems to get lost. After all, enforcement presupposes that the individual worker is heid account able. What I am trying to say is that we in management have not been tough enough in enforcing our own safety standards. Per haps we hav e been busy trying to explain them, that we don't notice how of tea they kf not followed. Maybe we spend io much time trying to understand our people, that we don't have enough time left to correct them. This is pure speculation on my part, but I am struck by the fact that one finds few written reprimands on unate acts and dear violations of long standing and welt-publicized safety rules in most person* nel file?, I am well aware that reprimands of this nature can be run into the ground rather easily, but wouldn't more of them have a l*neficisl affect on the safety program? Wouldn't they bring home to everyone that management is seriously concerned about the problem of unsafe acts? Until sociologists iitd psychologists have discovered more ibout why humans behave the way they do and. more important, until all of us in man agement become competent sociologists and Psychologists, we must continue to rely on the older .forms of enforcement--one of which is the reprimand, written or other wise. Traffic authorities obviously believe that stricter enforcement cuts down accidents, and they have a mass of evidence to prove :his. We in industry have speciallied prob lems, and the rules aren't as clear, in most cases, as traffic rules. However, we are deal ing with the -ame caumuvc agent--people. SAFE HANDLING OF ADDITIVES IN THE PETROLEUM BUSINESS 8r WILLIAM S. WOOD Safety Engineer. Research & Development Div,, Sun Oil Co., Marcus Hook, Pa. Additives are being u*ed increasingly in many everyday commodities such as bread, toothpaste, steel and plastics. Usually they are intended to improve the product in some useful wav, tut sometimes they serve io modify or overcome the deficiencies of other additives. This discussion will be limited to Additives used in products in the petroleum industry, where their growth has alto been ief>' rapid, tkmie heavy duty lubricants *.<ntam -0 per cent additive, and a recent estimate or annual consumption was 12 mil lion pounds for the industry. The following three lists show some of the many jobs that additives are expected to accomplish. Some typical examples of commonlv used additives are also given. Petroleum Section Lubricant Additives \nti-oxidants Detergents Dispersants Four point depressants VI improvers Anti-loam agents Anti-wear agents Anti-chatter agents Anti-rust agents Antiseptics Tackiness agents Thickeners Odorants Coloring agents Emulsifiers Motor Fuel Additives Anti-knock agents Anti-oxidant* Deposit modifier Metal deactivator \nti-kmg agents Anti-rust agent Lubricants Coloring agents 7 million pounds per year Zinc dithiophosphate Barium sulfonate Similar Reaction product of naphthalene k wax Polymetiiacrvlates Silicones Tricresyl phosplwte Tallow Complex amines Cresyiic & phenolic compounds Polyuobutylene Polyisobutvicne Essential oil* Organic dyes Sulfonates 5 million pounds per vear Tetraethyl lead Phcnylcne diamine Tricresyl phosphate Disaticyial ethylenediamine Itopropvl alcohol Light lube oil Organic dyes ift Fuel Additives Anti-oxidants Metal deactivatnrs Corrosion inhibitors Dietel Fuel Additives Cetane number improvers Stabilizer* Corrosion inhibitors Odor masking agents Amyl Nitrate Heating Oil Addxttvee Combustion improvers Dispersants Stabilizers Corrosion inhibitors Metal deactivators Ash modifiers Alumina, dolomite Our problem as safety engineers is to choose tor each ot these materials, used or proposed, the operating procedure and pro tective measures that will prevent injury (o personnel and yet interfere as little as pos sible with production. A logical sequence m accomplishing this objective would be as follows , l. Determine the hazardous properties of (he material. i. Provide the necessary environmental > onditions, S, Provide the necessary protective equip ment, 4. T rain the operators in the proper pro cedures and use of equipment. The flammability hazard of aa additive is interred from flash point, vapor pressure flammable limits, ignition temperature, water solubility, etc. The familiar precautions used 7 I'M? Xitlicnal Safety CongreJi is(tl) iieiroleum product* of similar physical duoicterbtics are to be used where ap plicable. Bonding, submerged discharge, and low pumping prevent buildup r>t static electricity charge*. Class t Group U wiring may be necessary. Good ventilation may be needed to prevent explosive concentrations ** vapor. Adequate tire extinguisher* should l>e pro vided. The extinguishing agent must be effec tive ;md nr-t react with the burning additive cr t'orm toxic ga-e.-. Highly reactive rnaten;>l melt as peroxides and nitrate* must be stored ami handled carefully to protect from beating. fire exposure nr shock. The cor rosive action ot an additive may dictate frequent inspections and careful maintenance of line*, pumps, valves, etc. Preparation must be made to dean up effectively any pills of corrosive or otherwise hazardous material. The toxic hazard of additives may be con sidered in relation to their modes ot entry into the bodv. i nge non--Swallowing inhalation--Vapors. mists, dusts Ifkin ah*orption--Asstemic poisoning, di rect or through clothing Akin irritation-- Primary irritation Sensitizing action S-uurce* of information on the Hazardous properties of specific additives may be readitv available, or not. depending upon how new or well-known the product is, whether the identity or composition is disclosed, and wirav the vemlor has done to determine iMxicitv and other properties. When the composition is known to be a fairly common material, the existing litera ture will usually yield most of the needed information. Sometimes, characteristics can be assumed on the basis of similarity to more familiar compounds. Sources of in* lormatton on materials in this category in clude : Pax, Dangerous Properties of Industrial Materials K`FP\ HandUiok of Fire Protection & Code* Patty, industrial Hygiene & Toxicology -inn other Texts Industrial Hygiene Digest Imtu-trial Medicine & Surgery and other journals Data Sheet* of Manufacturing Chemists Ass'ti. H'attonal Safety Council American Petroleum Institute American Industrial Hygiene Assn. Information on the hazards and recom mendation* for handling can usually be ob tained from the vendor. Often the descrip tive brochure or the label on the package will "-erve adequately. An inquiry directed to the vendor may or may not elicit the <!e*tred data. A standard questionnaire has a fair chance of obtaining the maximum of useful information. Such a questionnaire could be submitted to the vendor's technical representative when a product is first dis cussed with R Sr D or purchasing depart ment people Some of the larger manufacturers main tain toxicplogicat laboratories to study new product* before marketing; other* have such studies done for them by consultants. Occa sionally one receives only a brief letter stating that the product has been manufac tured by them for SO years without any difficulty. This may be more reassuring titan t* justified. It may be necessary for the user of an additive to make tests or have test* made by a consulting laboratory tn order to be certain of the characteristics of a pro posed material Occasionally an additive will have been previously approved by a reliable agency such as the U. S. Dept, of Agricul ture. Increasing use of industrial hygienist* shows the best approach to collecttnn and interpretation of such data. Ingestion of additives is perhaps the most easily controlled m a plant situation. How ever, failure to wash an additive from the hands before eating, chewing gum or using tobacco can resuit in a sizable oral intake over a period of tune. Insistence on ordinary cleanliness should be effective in most cases. Provision of an eating place separate from the working location would be very helpful tn preventing ingestion. Inhalation of toxic materials can be pre vented by one of three haste alternatives: l. Enclose the material--by closed sys tems, ventilated covers, etc. 1. Remove the toxicant--by ventilation, contlensation, absorption. Petroleum Seetum ' , tj-.io-e Hie man --respirator*, gas mask*, etc. ( nnmi.il. Mending tleviees, applicable for '.<rce --ute ts-< n an additive, enable the *-jvr,it'r if. avoid physical contact, from the tune a unit car t.r truck is unloaded until the rim-bed. dilute*! product is sampled for te-tmg fftwiou- eewnple* are TFX han dling and n>X'r ml additive blending. smaller -vale Mend* are made hatch-wise an l drum- r .mailer container? are fre quently involved. Here the additive is open to the atmosphere and, if toxic, the vapor tmi*t !*e kept at * -xt'e level, usually by venti lation. Mechanical agitation produces much te* vapor and mist than air agitation, and low temperature* reduce vaporization. Meth ods for determining the concentration of a toxic substance in the atmosphere may be simple and *tnught forward or they may lie difficult and unreliable. Here the services of a competent industrial hvgiemst could be invaluable Where it t- impossible to keep the con centration of a toxic vapor below a known safe level, adequate respiratory protection must he worn by the exposed men. These may be any of the folk-wing depending upon the nature of the contaminant; fXist respirator Chemical cartridge respirator tea* mask Hose mask \ir line respirator Self contained breathing apparatus \ few material?. u*ed at additive* in petroleum, can be absorbed through the skin in sufficient quantities to cause systemic dam age, The outstanding example is TEL. but oilier* which might be ued are nitrobenzene ami ii> homolog*. amine*, phenols, carbonyls, organic and inorganic salts of lead and other metals, and tri-orthocrcsyi phosphate. Pro tection from this hazard consists in pre venting contact with the skin and providing tor immediate removal ui cae of accidental contact. Rubber gloves and adequate eye protection are minimum in any case, The hazard of contaminated clothing is most effectively controlled if it i* tarnished and laundered by the employer. Barrier cream* can retard skin absorption but should not be substituted for protective dothing. Rubber or neoprene footwear is needed if these material* are likely to be qnllrd on the rii>r, 1 merxem-y -li.Mvtr* should be located m the immediate area. Hut showers, prcqier "advent* and change of clothing are needed close by in case of acci dental contact. A medical check-up diould follow a *pdl involving an appreciable skin area. Many of the materials in tlu category do not irritate the *Ltn or cau-e .my -airfare reaction. These protective measure* mu-t include not only men doing the blending nr handling operation*, bin a)>o maintenance men open* wig up or ntlterwie working on the tine* or equipment. The** will he particularly vulner able ami mav not be `ufficwntlv unarmed of the hazards. The problem of sktn irrita tion i* hy far the mint predominant and i* for several reason* the most difficult !o handle. The experienced dermatologist i* often unable tn distinguish lietween an in dustrial contact ;id an exposure outside the working environment. Some people *r* cvtremely sensitive tn material* tliat will have no effect on oilier*. Sensitivity to petroleum products alone t not uncommon. Primary irritant* are those winch mmmonly cause a ilcrniatiti* after * single con tact. Acid*, alkalis amine*, etc. require only short contact while le* active material? re quire prolonged contact to have a harmful cffc;i. Annie *en*itmng agent* are innocuotito mmt skin Mu capable of producing termautis in a few susceptible individuals follow* in* repeated contact- over a long t>criod ot time. Sensitization can slum* up after year* ut contact. Eye irritant*, such as alkali, and amine*. can cause jwrmanent damage very rapidly and require particular attention. Barrier cream* are of some benefit in protecting the skin against most irritants. Control of exposure, good housekeeping, per sonal cleanline**, frequent washing, daily shower*, and frequent ciianges of clothing are most effective in reducing -lermatitis. Ruitber glove* and guggle* are of cour.-e required when strong chemical* are involved. Housekeeping in the work area, proper stor age. good equipment maintenance, good lighting, and good ventilation are all im portant factor* in preventing dermatitis. Provision of good sanitary facilities is a mu*t. Training of su|*ervi*or* operators, mainte nance men, laborers, laboratory personnel, .uid others liaving possible contact with ha*- 9 1962 Satianoi Safety Congress additives i* a necessary part of the preventive and industrial hygiene activities, J believe vre should find out all we can about each material, and then pass along .ill of the information that wilt be useful to the employees in recognizing hazards and protecting themselves. The industrial physician should have prior knowledge regarding materials used in the plant, to assist him m recognizing and trrating victims or accidental exposure. The supervisor should he alert to send to the physician employees having rash, reddening or itching of the skin, vomiting, headache, <>r any other symptoms that could be asso ciated with the work. Contact of a sizable area of the body should be followed by medical checkup even if no symptoms are observed. ?n turn the plant phvsician can be of great >--i*tnce to the wteiy engineer in deciding on the safety aspects of handling toxic materuUs and can help to sell the management on some of the needed facilities. Periodic medical examinations are of great assistance in recognizing changes caused by toxic substances. Knowledge of pre-existing condi tions is often critical tn the interpretation of observed symptoms. Individual health con siderations may make it inadvisable for some employees to risk any passible toxic ex posure. The Mifety engineer, the mdu*trt*l hygienist and the plant physician should work with the purchasing people and others in obtain- mg information on the possible hazards of additives. Thev *houM work with the engi neering and maintenance departments to ef fect needed changes. Finally thev must work with the supervisors and the men themselves to make sure that the protective measures sr* need effectively SAFETY--A WAY OF LIFE By DR, S. L. RANKIN Medical Advisor, Petroleum Chemicals Div.. E. I. du Pont de Nemours & Go,, Inc., Wilmington, Del. ! have no intention of dealing with Miety <-i|uipment or -pecific hazards; rather 1 would like to emphasize a philosophy, a wav of thinking 1 fee! is fundamental if we ever hope to reach our goal in safety. Mtety is one of those things we think about, >!.' rather should think about all the time. Until we train or discipline ourselves to do that we cnn`t possibly achieve the fullest measure of success. Current regulations, rules rathe codes are important; but an individual trained, thinking properly, cogni zant of hi* responsibilities and willing to nvept them, can work wonder*. ilsltly as a way of life makes for better living at work, at home and on the high ways. It makes one thoughtful instead of thoughtless, careful instead of careless, polite instead of rude. It distinguishes be(wren bravery and foolhardiness. It makes <>ne a better worker, neighbor and citizen. It makes for a fuller and happier life Life .ind safety are inseparable. f..it year, mdii-try reaped a harven nr I*.fKX) dead. Tbirtv thousand died on our highway* and another 30,000 were killed in our homes. Faulty equipment, mechanical failures, acts of t.nsd? bfo! Those were not the causes. Carelc*jne?t, thoughtlessness, lack of safety cnnwloumes* were the main causes, I've seen *ome of the mangled bodies, heard the cries of agony and pain, and tried to comfort the broken hearts of waves and children. And you say, being a physician, that's my job. You're right. But I say it`s your job to work harder than ever to prevent the tragedies, this needless uftSte of life. What are vou going to do about it? At a recent meeting I heard this rumor, "Oh ves, safety is important but it's unat tractive." Safety it important and it ir at tractive. To the man who is just for safety, it may seem unattractive; but to the man in safety, it is most attractive. To the man on the sidelines, watching, the ;ame may 10 Petroleum Scchcu i seem unattractive; but to the man on the of us are still "luke-warm' m this busi ; playing field, the game is most attractive. ness of safety. ' Get off the sidelines; put on your uniform, Many times we approach safetv from the and get In in* game. What can be more after the fact angle, after the accident, after j attractive Uua directing your interests and the man has been injured. We didn't take energies m safeguarding and protecting lime before, but let tragedy strike, then human life--be it at work, at home or on ve have time, then we're compelled to lake the highway ? lime We investigate: write lengthy re Safety is an intangible quality that we ports and make recommendations. This t* can all have to the same degree It's like important and often beneficial. But how j patriotism. A man's job classification or ..bout the near accidents, the close shaves, * social status has no bearing on the degree tne loose operating practice!, the scares, the ji of patriotism he can enjoy. Safety is also chances you take vry day and so far have | a quality we can all eniov equally. gotten away with, h`* the attention tliat When you publicize the tact that you work in a ante plant, ftivt what are mi interring r That you have a safety program, that you post safety rules, that vou hold safety vou pay to tlm*e item* m prevention that is (he true yardstick by which t' measure your attitude m safety, Silence is anything but gulden when it come* to covering up unsafe meetings, that you give first-aid to the in jured ? No. When you publicize that fact, ywa infer great deal more. You mean practice*. That i* the time to shout, and keep on 'limiting, until the unsafe condition r habit is corrected. that your men are sate, they are in sound Recently I reviewed a *eries of 31 auto custody, they are protected from thi* ever present "monster,'' personal tmury and ac cidental death. mobile accident reports. There were no fatalities, not even a *o-<Y'e>! serious in jury. But at least vve can say that each of But how can you hope to fulfill tins ob the 31 had the potential for a fatality or a ligation and keep the monster under con *riou.t injury. 1 was iniere*tcd in review trol at all times? No safety director, no ing the reason.* a* listed 'in the accident safety committee, and no single group is reports. Thev ran somethin* like this; car big enough or strong enough to do it But ahead had no tail light; car ahead stopped through the combined dally jabs and punches too suddenly; skidded on `mall patch of of every man in the plant you can do it. Arc v.rw doing vour share of the punching? To be sure, if I asked this group howthey felt about safety. I'd get a *how o: fund* that. on die surface at least, would indicate that everyone was all out for safety. But I'm not too concerned about group re sponse in a safety meeting like this, because ice; shoulder of highway too narrow, and -i on, Walt a minute--on vou consider these as the real causes? How about the safety attitude of the driver? Does that count for anything? I consider these, not the causes but the alibis. The real cause was a lack of adequate satetv consciousness cm the part of the driver. men don't get killed in safety meetings. I'm We are truly our brother's keeper and much more concerned about your personal whether wc operate a truck, a department or attitude toward safety when you're alone, .tn entire plant, we as individuals are con- out on the job where no one can watch you. uantly affecting the habits and lives of our or when you're out on the highway driving tcllow men. The casual word, spoken un your car. That's the place to raise your wisely ; the unsafe practice, that we secretly hand high for safety, because that's the places where men get kilted. Unfortunately too many men look upon vaicty from the "necessary evil" point of condone; our failure to rive complete in structions; may prove some dav to be our enneritatim* to a .`fftou* tniuev involving irne or more of uur fellow irvr rim. Oh, they're for safety; think it's a To be sure, we don't hurt people de good idea, provided it doesn't take too much liberately. We don't hit men with ham lime, provided it doesn't cost too much mers, or trip them with rope, or send them money, and provided it doesn't interfere with into "gassy" tanks; but, through incomplete what they like to refer to as their per instructions, failure to set the proper ex sonal liberties. In other words, too many ample. or insincerity oi purpose we can ae- 11 /0&? Satienai daftly Congress onmpiish ihe -..tne tragic goal. And the chance? ate that Mir names will not even appear on the mvesturatien reports. But our conscience will he incriminated; we tan't lodge that responsibility, Each of us must be billing to review our individual per* formance and really get told 100 per cent on safety, W> must be self starter*- To gether we can charge the atmosphere with a spirit of safety that will make accidents impossible. Accidents can be prevented. We mut believe tnat. Modern preventive medicine has made *.mall-pox, dipthena, and typhoid fever old fashioned diseases. We seldom see them today. When can we hope to gear up our thinking to the point that accidents will be looked upon as being old fashioned? Oh, I'm well acquainted with the defeatist atti tude--that accident? just happen, that they're jut part t i living, that it's just human na ture to get hurt. We used to think that pigs couldn't get along without dirt and filth--they were just part of the animal. But we know differently todav. We know that with the proper care, housing and feeding, pigs are not only happy without dirt and filth, but they're actually bigger and stronger animals. I say if the time ha? come when you can separate a pig from filth and make him like it. there must be some hope that some day we can divorce man from accidents. Thai mi> sound idealistic, but it a good goal to *hoot tor. To attain it demands hard work on the part of everyone of us. The need of tndu'try and the public is a real awakening to the situation that stares ti .-quarely in the face. All of us have been loo complacent Waning life and manpower must stop--And stop now. What was your reaction to the figures 15,000 killed c-n the job; 30,000 killed on the highways: Did you have a feeling of nausea in the pit of your stomach? What i$ your reaction when you hear of a tragedy involving a neighbor or fellow workman? Do )ou find it difficult to sleep that first night because you're thinking of his pain or suffering: Do jou ever take just a Heetmg moment to raise your eyes to the sky and thank Uod that you have been `pared? Do you tighten your belt and with a solemn oath pledge that from here on i*,u`re honestly going to do an even better job in the cause of safety? That'? what I mean by a new approach to safety--making safety a personal matter. Bur onlv too often, we fail to do that. Intead. we shrug our shoulders, wriggle or squirm, get on the defensive, make alibis, and say such silly things as: "isn't it too tod," or "1 hope they weren't hurt too *erusly,'* or "there goes the safety record ali shot to hell." or "I guess somebody dipped up." But could that jomebody have been your Do you blame yourself? Could this acci dent have been the mult of your poor ex ample, of vour failure to follow through, or because you let them downv Vou see immediately that when we take thi* ap proach to safety, *e are all involved, to some degree with every accident. The tact that they still occur, means that each of us must do an even better job in safety. What I've said thus far should indicate pretty clearly where I think you fit into live overall picture. But don't stop there. Hom' about the hundreds, the thousands on the outside. They too must be v>ld on safety, and that's your job. To just tell a man to be a sate driver, a safe worker and to follow the rules, to give him a safety hat and goggle?--tliat's not selling safety'. AU you've sold that man is jo much confusion. The man must knoxc what this safety tool is if he's to use it. Even a pencil must have a point on it to be .f value. A safety effort to be effective must be tailored and fashioned to meet the needs of the individual. Take the time to explain it in language that he truly under* `lands. In most cases after you have used this approach you have succeeded in felling ihis man on safety. He's a changed man his thinking has been changed; hi? attitude is changed; he's been converted. Tret rid of the idea that safety depends tm goggles, hard liats, shoes, posters, flags or pmes. They're adjuncts, important ad junct?, but not substitutes- This individual converted to safety is the essentia! factor; lie is the only individual capable of following \our safety rules or of using your safety equipment properly. Converted, what does that term mean? It means "lo turn completely'' from one be U Petroleum Section lief to another. No half nay business-- virtually a mental flip-flop, it mean* in this case that the individual now believes that safety it his job, not just the job of the safety engineer or safety committee, but his job, his personal business, his way of life. The next step, after being converted, is to go all out trying to sell it to others. That's the challenge I leave with you--set up a crusade in safety that will spread through your plants and communities tike a prairie fire, catching every' individual in us path. Hot the hardest step is the first itep, that ot truly being converted vour* self. But again I ask. can you think ot a more worthwhile cause than safeguarding and protecting human life. .Men. put on your satei.' coats, wear them proudly, and train othc' to wear theirs. Don't take them off at the end of the day, but keep them on as you drive vour car*, home at night. Don't take them off when you get home; there are too many hazards around the house. See that your wife wears her safety coat, especially when driving t,r working around the une ami the kitchen. And the kiddies--see that they each have a safety coat and sew it on ki they can't get out ot ti. They're never loo \oung ior a safety coat. Do you see what I'm driving at. harety is more lhan a program: safety is a way of life. Safety makes for belter living at work, on the highway and at home. Safetv doe* make u* better dads, neighbors and citizen?. Yes the record ts improving. We are doing a good job in safety. But don't be content with good. Good isn t erod enough m safety, Safety demands your be?t. You're not dealing in a product -- yuy're dealing in human life- Not a single life dare be wasted. Sou can't visualize 16,000 dead or 50,000 dead. But you can visualize a single life. You must bum tfiat basic philosophy into vour thinking. Because of vour increased effort? in satety, men, women, boys nnd girl*--ye?, even you --Mill have a better chance to live. Re dedicate yourself to this challenge and make "atety--votir wav of life." DISASTER PLANNING By GLENN C, VERGNE Fire/Safety Coordinator, Tidewater Oil Co.. Los Angeles, Calif. lutr-diix'lioii It i? the desire ot Excctime Management that plans be developed and effected in pro vide reasonable protection of the company's assets against disaster, including nuclear at tack, and for the resumption ot operations following a disaster. The plan outlined in the company's book let. Proposed Corporate Disaster Plan and Division Guide, is intended to define the Corporate Disaster Plan which wilt serve as a prototype and guide for division plans. Each division shall develop and, on ap proval, implement a disaster plan for the division which will consist of a division dis aster plan and necessary department plans. The development of this Corporate Dis aster Plan and Division Guide lias been guided by the precept* of a realistic and prudent approach. It is not possible to plan tor every contingency incident to a disaster, nor can it be reasonably expected that we shall be able to resume business a? usual immediately following a disaster, There are, however, certain steps and pro visions that can be made in advance of a disaster that are both economically feasible and only minimally disruptive ot normal operations, which will help employees tn cope with the disaster and permit, in time, the re-establishment of operations. It is m this framework that the proposed corporate disaster plan and ur i?ion guide has been formulated. The segments of the disaster plan, out lined in the booklet, have been arranged in their order of relative importance to the company. Priorities for the implemenla- 13 .fVCki1 Sational Softly Congress non of anv at the company's disaster plans tection from both natural ad man-made should be determined accordingly. disasters at a minimum expenditure. Management Succession l. Qbieetiut -- To provide continuity of management which will assure continued competent direction o the Company's opera tions. H. Criteria; (a; Observe organizational structure. lb) On the same organization Ieve! pnority will be given to operating positions. cl The order of succession for any ex ecutive position will be determined by the incumbent. lit Corporate Plan In the event of a disaster, the direction of the company would be assumed by the individual on the suece.-rion list who first contacts the designated alternate headquar ters location until such time as an execu tive above him on the list contacts the al ternate headquarters location. The corporate succession list to the president is: (names i<* be 1i*ted>. IV. tGuide for Division Plans Each divtsion will establish management -uccctsion lists for their general manager : nd department managers only. Vital Records Presentation I. Objective--To safeguard the necessary record* to injure the company's right to do business and enable reasonable continuity t operations in the event of major disaster. II. Criteria fa) "Vital** records referred to in this dt&Mer plan defined as those documents essential to preserve the company's nght to do business and enable an orderly re activation of operations in the event of major disaster. (b) Tidewater's vital records will be stored in one location in a ceitral area of the foiled States judged to be a nen-stratnric ami an unlikely target area. <e) Records should be maintained in the most economical manner which will provi-|e the essential information management requires. <d Storage arcs must offer adequate pro III. Corporate Platt \ company-wide vital records depository will be established at the company's former refinery -ue near i jpie to be listed) uti lising an existing building. The building would be altered to eliminate window areas, provide necessary utilities, fire protection equipment and shelving. The estimated cost for building alteration including fire pro tection is S_______ The facilities would require a regular or pan-tune employee; possibly contract. Ar rangements would need to be made for ade quate *eairity, Cost of operating this fa cility w-ill be dependent on decision a* to final mode of operation. IV, Guide for Dii-ision Plans (a) Present Division Status; Generally our vital records are now adequately pro tected except for the extraordinary disaster. Copies of many documents evidencing owner ship of assets are recorded in county offi ces and others are in the hands of either designer-builders or financing organizations. (1) Western Division--No vital record depository is presently maintained; however, some microfilming is being performed and a complete record storage eentcr it func tioning a few blocks from headquarters (2) Eastern Division--presently maintains vital record storage in - They have reasonably complete coverage of vital documents. (3) Southera Division -- maintains record storage centers in ...------- - . al though there no formal vital records program. (4) International Exploration and Produc tion Division--currently bas no formal vital records program. (b) The determination of specific vital records which are to be stored in the pro posed company vital records center near . ------------- and the means of repro duction are subject to further study. (c) Cash, bonds, stocks and other ne gotiable securities are stored in bank safe deposit boxes and deemed to be adequately ttceured. An inventory of box contents will be maintained at the proposed Company vital records center. 14 Petroleum Section Alternate Headquarters Location I. Gbjectxve -- Establish alternate head quarters to assure continued operation of the company in the event of a disaster. II. Criteria (a) Proximity oi existing headquarters location. (b) Non-probable target area- fc) Favorable nuclear fallout probability. (d) Utilization of existing company fa cilities and personnel (e) Availability of communication and tran*portaticn farilmes III. Corporate Plan The corporate alternate headquarters will be established at the company's production 'Office at------ ------------------------------------------- From this location corporate management will func tion without restricting local operations. Emergency rood stores, beds, and medial supplies will be purchased to augment existing facilities. Approximate expenditure IV. (j index for Ditinon Plant fa) Present Division Status <1) Western -- The production office at ------------------------------ ------------- - will be used in roojunction with the corporate alternate headquarters- Approximate cost $. (2i Haitera--- Preliminary plan* are to es tablish Alternate headquarters at the --^ __ .___________ m----------,---------------......... Consid eration is also l>eing given to the alternate headquarters being located at existing mar keting facilities in the .. ------------------------- ^ ................... Approximate cost *-- (3) Southend-Preliminary thinking is to establish alternate headquarters in district production facilities at .... ................................. __________ Approximate cost ft (4) International--Local management will establish alternate headquarters wuh the cor porate and Western Division. Plans for overseas personnel will also be established. Approximate cost ft (b) Alternate locations will be established for division headquarters only. (c) A copy of the last personal machine run will be available at the Division's al ternate headquarters (including corporate). A supply of checks will also be kept on hand at alternate headquarters. This will take care of necessary disbursements in cluding preparation of emergency pa> roll* and also make available basic personnel data. Emergency Communications System I. ObSecitve---To provide communication facilities which will enable the company maiugement to direct its operations. If, Criteria Furnish the most economical and effective means of providing communications between headquarters locations and key personnel. III. LTirp-'rafc Plan Arrangements with common carrier com panies to establish a routs on request of Tidewater personnel that will tie in all headquarter* locations (division and corpo rate) both pre-ertt and alternate. This is a no cost service until activated by Tidewater. IV. Guides for Division Plant (a) Status and guides for division com munications > stems: fl) Western Division owned communica tions system extends from the , ___ area to and Including the------------- area. These facilities consist ot a microwave system from_________________ to the_________________ refinery with wire lines and carriers using alternate routes together with two-way radio operating at various locations. To provide additional flexibility for Tide water, the Western Division has made ar rangements with common earner telephone and telegraph companies and provided tor necessary employee* and procedures to in tegrate and activate Tidewater proprietary facilities with theirs. it appears that the Western Division has made adequate emergency provision m com munications systems and no additional ac tion is recommended. (2) Eastern and Southern Divisions de pend entirely on common carrier facilities tor point-to-point communications. Two-way mobtl radios are in use at the, ----------- refinery. -.............................., ________ .........................-- and __~--.------- , produc ing fields. 13 S<f62 Witninai Safelv Congress These divisions should weigh carefully their communications requirements in the > vent ot local emergencies- However, no targe expenditures are a.'itdpated except possible additional facilitk tying in their alternate headquarters locations if facilities .ire not available for local exchange or toU telephone service at the selected alternate headquarter* locations. If fadlities were not available at a selected alternate headquar ters Iooitions, the cost to rent a switchhoard, eight telephones and four trunk tines h eMimated 1--- per year. Plant Protection t, Ob/Vc/itv--To provide the most pracitcal, economical and effective means which .ire necessary for protection of facilities And personnel in time of emergency. 11. Criteria ia) Effective procedures to assure; (11 Orderly shutdown of fadlities, (2) Evacuation or shelter of personnel. t J Necessary fire protection, first aid and -ceurity measures, !Jf Corporate Platte Necessary shutdown and evacuation pro ordures have been established for the Tide water Building in Los Angeles, No addi tional recnmrnendations appear necessary at tin* time other than securing medical sup plies to support an emergency treatment renter and discussions with dvil defense of ficials to determine the feasibility and stock ing of a basement shelter. Any effort to ward mass evacuation of the Los Angeles UaMn area appears futile- The estimated cost of additional medi cal supplies is t IV. Guide for Division Plant Basic plans for orderly shutdown* fire protection, and primary security measures arc in effect at all major operating facili ties, However, formal procedures and neev*ary training for additional security meas ures. emergency repairs and restoration, evacuating properties (including office build ings) designating existing buildings as most logical shelters and stocking of medical sup plies for emergency treatment have not in all instances been established. Divisions hould immediately develop these plans. With the exception of necessary additional medi cal supplies the cost of these procedures will be negligible. The additional medical supply cost should not exceed $___ _ it i* recommended that - refineries establish training programs among available technical personnel for the detec tion of chemical and radiological contami nation. This will require the purchase of a firriger counter or similar monitoring de vice tor each refiner,' at an estimated cost of cadi. As additional guidance to divisions, the following general comments are offered. Primary steps in developing any plan would require: a knowledge of what is available m our own area and surrounding areas; i.e supplies and equipment that need be procured, what might be available on a mutual aid basts, what cooperation could be expected front fire and police services and civil defense in various types of emer gencies ; assignment of personnel to vari ous type* of emergencies; assignment of personnel to various internal aid groups; netting up training programs for these as signed groups; and getting written plans well communicated. Employee Education f. Qbieettvt--To assure, in time of dis aster, each employee is adequately informed so that he and his family have the best chance of survival and that he can prop erly participate in the disaster plan. II. Catena (a) Each employee will be informed of the disaster plan which will affect him, and hi* specific duties and responsibilities under this plan. (b) Each employee will be exposed to training, or literature will be made available to him on survival under emergency con ditions including atomic warfare. III. Corporate Plan (a) The guide for emergency prepared ness has been distributed to emplmec* oc cupying the Tidewater Building in Los An geles, The approved corporate disaster plan has been distributed to appropriate person nel. Each employee will be instructed in his individual responsibilities 16 Pttroienm Section (b) Employees will be advised of avail able first aid courses from outside agencies such as the Bureau of Mines, American Petroleum Institute, and the Red Cross. Also, literature will be made available to all emplojees or. basic first aid measures including: (1) Control of bleeding (i) Artificial respiration (3) Treatment ot shock and burns (4) Transportation of injured (<) Distribute literature, including arti- cles in the Tidewater Iwuse organ, on sur vival under emergency conditions. IV. G;.. V far Division Plant Each division will initiate procedure* sim ilar to and including tho*e described in the corporate plan above, These plan* for employee education as sume using Tidewater duplicating and print ing facilities and literature available from governmental and service organizations. Es timated com for such pampnlets and litera ture is S................... OFFICERS OF THE PETROLEUM SECTION NATIONAL SAFETY COUNCIL 1962-63 General Chairman--'tjuiNCY V. Tuma, Texaco Inc., Houston, Texas. 1`iee General Chairman--S. Ross Cam, Cult Oil Carp.. Houston, Texas, 'Secretary--E. W- Miles, The Marathon Oil Co, Findlay, Ohio. 'hip D, E?prjtsos, National Satety Cuuncii. Chicago, 111. Special Representative--J. F. McKenna, American Petroleum Institute, New York, N. Y. Production, Drilling and Exploration--'Kenneth V, Brooks, Cities Service Petroleum Co, Bartlesville. Okla. Marketing--,L J, J\nvt, Atlantic Refining Co, Phitadelpiiia, Pa. Pipe Lines--H. P. Bradley, Service Pipe Line Co, Tul*a, Okla. Manufacturing--C\rl Adams, Continental Oil Co, Houston, Texa*. Qff-thc-Job--Roland Pryor, Phillips Petroleum Co, Bartlesville, Okla. S'rwitettrr--I E. Engle, American Oil Co, Whiting Refinery. Whiting, Ind. Health--Dt, G. H. Colungs, Ja.. American Oi! Co, Chicago. III. Education and Training--0. C. Haxex, The Standard Oil Co, Cleveland, Ohio. Program--G. F, SrnxtTz, Universal Polychem Manufacturing Div. of Universal OU Products Co, McCook, IlL Publicity and Pubitc Relations--A, P. Grahack, Mobil OU Co, Eut Chicago, Ind. Regional Division Chairmen: Atlantic--D. R. King, Ethyl Corp., New York, N. Y.; Great Lakes--Earl Rousseau, Clark Oil 2c Refining Corp., Blue Island, 111.; Gulf Coast --Warren W. Myers, Tidewater Oil Co, Houston, Texas; Mid-Continent--Joha id, Rolu.vs. Ethyl Corp., Tulsa, Okla.; Pacific Coast--M. T. Hamilton, Mobil Oil Co, Tnrrance Refinery, Torrance, Calif. Advisory and Study Committee Chairman--*Wiluau F. Burris, Phillips Petroleum Co, Bartlesville. Okla.; Alternate--*H. T. Markee, Phillips Petroleum Co, Bartlesville, Okla. Members--*1, Howard Mycrs. The Atlantic Refining Co, Philadelphia. Pa.; *J. B. D* Laume, Cities Service Refining Corp, Lake Charles, La.; *F R. VeLux, Detroit Div, Mobil Oil Co, Detroit, Mich.; *J. H. McKenzie. Mobil Oil Co, New York. N. Y, Member,-af-Large--J, U. Pakkcs, Humble Oil & Refining Co,, Houston, Texas; fCtston - Zimmuxax, Marathon Oil Co., Findlay, Ohio; Ho.vx* E. Wheatley, D-,\ feunray Oil Co., Tulsa, Okla. Posi General Chairmen--R, D, Eberi.y, American Oil Co., Chicago, III.; t, B Black, l-un i il Co, Philadelphia, Pit, Faso (. i.aiik>*ne. Pan American Petroleum Corp., Houston, 1>vx;_Pa*kir C Folse, Scccny Mobil Oil Co., Inc., New York, N\ Y., C D Arr.\wav. Chief Safety Engr, Xhiokol Chemical Corp, Marshall, Texas; D, M. Faxxill, Butte Pipe Line Co.; D. A. Klemme, Pan .American Petroleum Corp.; \V. I, Krsr i Retired); J. H. Myers, The Atlantic Refining Co.; J. L. Rtsixcea < Retired); Walter Bonx, Sun Oil Co, Marcus Hook, Pa.; C. A. Mtf.tJX (Retired) ; J. H. Brown, Tide Water Associated Oil Ox; H. \\. Hollas, Sinclair Oil anti Oat i.a.; A, Wt Beeeland, l-onc Star Gas Co.; ft B. Roafe* (Retired); Cexalu 0. Locxwooo, Continental Casualtv Co : t iptih- .r F, Pacsstsfr, Consultant. Pan General Chairman 19 Other Volumes in this 0962) Series Users of tfiis volume will -find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title 1 to 9 Copies 10 or more Stock No. 1 General Sessions and Index to all Volumes. 2 Aero-space; Air Transport................................... . $ .65 .65 $ .55 .55 022.32--1 022.32--2 3 Automotive and Machine Shop; Power Press and Forging ,65 .55 022.32--3 4 Cement. Quarry and Mineral Aggregates. . ....................40 .35 022.32--4 S Chemical and Fertilizer. ... .................... . ................................ 65 .55 022.32--5 6 Civic Leadership; Church. Home. Women, Youth, Farm. . .90 .80 022.32--6 7 Coal Mining. .................................................... .................. .. .65 .55 022.32--7 8 Construction: Public Employee. ............... .................................. 65 .55 022.32--8 9 Electrical Equipment. ................................................ ......................... .40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leather Products; Trades and Services.................. , .............................. 65 .55 022.32--10 11 Glass and Ceramics; Rubber ...... ... ,. , .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE)............... . .90 .80 022.32--12 13 Labor ......................... .................................. 65 M 022.32--13 14 Marine ........................... .. ...................................65 .55 022.32--14 15 Metals ................................ ......................... .65 .55 022.32--15 16 Mining . . . , ................................... ............... .. .65 .55 022.32--16 17 Motor Transport; Transit . , , . . , .... . ...................................90 .80 022.32--17 18 Occupational Health Nursing. . ......... . ....................... .40 .35 022.32--18 19 Petroleum .... ........ ................................... 65 .55 022.32--19 20 Public Utilities .......... .... . . . .65 .55 022.32--20 21 Pulp and Paper-, Printing and Publishing.. ., .65 .55 022.32--21 22 Railroad ,. ................................................ ..................................... 40 .35 022.32--22 23 School and College............. .............................. .. . . . . .90 .80 022.32--23 24 Traffic ................................... .. . . ..... .65 .55 022.32--24 25 Wood Product*; and Textile...................... . . ....... .65 .55 022.32--25 26 Early Morning Sessions- '"immunication". ..................................... 65 .55 022.32--26 27 Public Safety ..... .............................. . . , .65 .55 022.32--27 COMPLETE SETS (27 Volumes). $11.00 any quantity 022.12 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 42S NORTH MICHIGAN AYE. CHICAGO II, ILL. 410056302 20 PttMTCO X* U i * Q2:.'2 -10 National Safety Congress Transactions PUBLIC UTILITIES Beginning the Golden Anniversary Veer of the NATIONAL SAFETY COUNCIL 429 NOXTH MICHIGAN AVENUE CHICAGO II, ILLINOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the PUBLIC UTILITIES SECTION CONTENTS Top Level Interest in Accident Prevention W. A, Shouts 4 Qff-the-Job Safety K. Koch 7 Public Utilities Motor Vehicle Safety Amos . Neyhart !l Power Plant Safety Lyle A. UPcsf/om 15 Safe Grounding Practices for Substations and Power Stations . M. Dons 23 Safety m Hoisting Equipment R. S. Martin 28 Accident Analysis-- A Must for Control H. W Pecker 35 Discussions Teach Safety E, E. Zimmerman 40 Air Tool Safety Walter Schwartz 44 Sharing Utility Poles Safely A. R. Galantine 48 Safety for the Distaff Side Safety and its Effect on Public Relations Either L. Lentz Si W, H. Pratt, Jr. 54 Programs That Won American Water Worts Association Awards (a) At Duhcmal O' L, , Linn 61 (b) At Arizona Richard 6. Po/ensAe 62 (c) At East 8ay Arthur J, Webb 66 Officer* of the Public Utilities Section 1962-63 69 Other Volumes in 1962 National Safety Congress Transactions Back Cover PLAN NOW 10 ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 28-31, 19S3 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second titty years of the organized safety move ment. The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the *63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and tire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of alt safety equipment exhibits at the Congress, an oppor tunity tor you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Mate plans early to attend the `63 Congress and bring all the other peo ple In your organization who have safety responsibilities. /luWte Utilities TOP LEVEL INTEREST IN ACCIDENT PREVENTION I Water Works Association, e'e Management 'r in ihe office--nor docs it nutter if Uc Iwiuld encourage safety personnel to take tijirrvises one person or a hundred. Acci By W. A, STRAUSS, President I in active role in these groups--attend their dent prevention it an integral part of day- Northern Natural Gas Company ,`-irtv is ah area in "hicli, 1 believe, f-.*t experience ha* shown u that von can t | .l.mcnuon*, serve on their committees be* - uu*e here ts an excellent place to exchange miV-rmation and pick up new ideas and ways f reducing accidents. m-day operation*. It a supervisor or foreman refuses to he bothered with the safety program, the entire program may fail. After all, he i* van'll find top management of nearly all kwk safety around until it gets lnr There i also a degree and classification die most important man in the entire pic rnmpanie* has a real interest Why* Be cause sectdents cost money .... not only in plant equipment but m off-duty time ic*<r because of injuries. Believe me. in tbe*c davj m high cont and keen eompewir-i* management -- especially top management -- is very moch intererted in conducting the not economical operations possible while Mill providing the best erviee nr goods l* their customers, Safe operations benefit our customer* and wur community. Sate operations benefit our employee*. And any operating man can tell u:u how the detavs and lost time resulting from accidents increase his operating easts and that these increases are reflected onlv* partly ift the payroll statistics. The finan cial statement does not measure the pain and suffering of an injured man. Accident* cause expenditures for which nothing of value is received in return. \ well organised safety program is a nece**ty os every ccsnpanv regardless of the number of employees co it* payroll. It un't enough for top management to merely indorse a safety program N* , .aruigement can't just talk a good safety program without assuming an active role How management feels about a oatciy pro gram determines to a great extent how the employee on the job feels about it- When -mly a token of recognition is given by management to a safety program you can he sure the employees will reflect this lax attitude in their day-to-day operations To be fully effective, safety communica tions mu*t be free to move in three direc tions. The communications network must carry safety policy downward- it must carry -afety needs and suggestions upward: and it must spread safety training and ideas horixontally to every person at each level of the company. Channels from top management down ward are usually open, but sometime* they carry verv little trathe. Safety policy is test to people far down the management ladder and the program tiffer*--not because t responsibility that top management has. bar example, legal responsibility is fixed <md defined by law. Mora! responsibility, however, has no legal basis nor can it be applicable in equal amounts. Top manage ment will often subscribe wholly to a safe ty program on the humanistic approach whereby key executives follow the conse`luenre* oi accidents by thinking of the Cam ille* of the injured--jheir economic and "iciai lives. In other words where -'wagemcm dsn't have a safety progrs on an urgatiited basis, they may well attempt to t-i.iiilnh one for humanitarian reasons. However, regardless of the approach used, it s>*>n becomes apparent that all avenues <*f "<i*jv sense" lead to the goal, provid ing top management becomes more titan a ixitriy disinterested party. Along this same line, top management lias the responsibility of assigning competent I>ct>pie ro safety jobs. Safety isn't a job for a semi-retiree to fill out until he of ficially retires. While some smaller com- ture of accident prevention. He is on the spot where the work is actually being done. He can stop employees from taking unnecery chance*. By merely a word here-- and an example there--he can do a great deni to leach hi* fellow workers the cafe wa> of performing a task. Providing safe working conditions is an other essential element oi a successful saletv program. This entails providing the nee* wary tools, protective devices and equip ment to permit an employee to carry out Uts sob in the safest manner possible. Plant facilities should be inspected on n regular Iw*i* as to possible fire hazards, general umdition of floors, lights, heating equip ment, ventilation, etc. \ comprehensive program of training in 'jteiy is necessary for all employees re gardless of whether they are clerical or 'tract employees. Safety of employee* de pends on their own conduct. Sn adequate medical and first aid system i4 r*Mrmiai to a safety program. Your com Everyone is tn favor of safety- Everyone is in favor of accident prevention program*. But this isn't enough. The e**ential thing i the men on tn lower level rungs art not qualified but because they need ihe inspira tion and enthusiastic support of the men tvuues may not be able to Have a safety department as such: and, in fact, the per- *n m charge ot safety may have to divide pany medical director should design a pre employment physical examination to meet jour needs. He should be available to you Itnw to go about buildIn* a safety program. who have reached the top. W*hn this sup~ >'U lime with some other phase of oper fur consultations regarding the placement of If you were to conduct a survey of the individual utilities represented here in this r^m today. I am almost certain tliat you would find tl* companies with the best safe* u records are the companies in which top management iu* been deeply enoccrned with safety. Management's attitude years ago remind* me of the efficiency apartment skit staged by the great comedian, Bert William*- In this skit, Bert showed his straight man through an efficiency apartment. He pushed ;i burton and a bed slid out of the wall. He opened folding doors which concealed a Pullman kitchenette and other trick gadg ets. Duly impressed, the straight man asked, "Bert, what do yon do with the garbage?'1 "Oh, that's eayv,'* Williams replied, "we ius( kick it arntmd until it gets !o*t." Bitter poct is present, downward communication* is no problem. In some cases the upward passage of safety needs is often blocked. This can be a *eriou* loss. In the first place, good up ward communications is Hie only guarantee that top management will hare an accurate picture of safety problems and needs. And without an accurate picture of condition*, they can't make realistic policy. Safety programs must be planned in de tail to meet the needs of individual con cerns. What works most effectively for you in your company may need adapting to be successful for me in my company. Available to help you in your safety pro grams are such organisations as the Na tional Safety Council, American Gas Asso ciation, Edison Electric Institute. American ations--nevertheless, he should be a quali fied person and one who lias a real interest m safety--from a dollars and cents angle .i* well as the humanitarian aspect. However, there are certain basic elements l icti arc necessary to any successful safe ty or accident prevention program. High > ii the lop of the list I would put manage ment leadership. An effective safety program needs (he full indorsement of top manage ment. It must be a continuous program--* ir it something vou can turn on following a mishap and turn off when things scan tn he running smoothly. There are no short cm* to safety. It must be a continuing program. VrcidetU prevention should be the re-(xiiisibilitv of all supervisors. It it im material if he j* a supervisor m the field vrrsonnet that may be physically handi capped through illness or injury. Sufficient iipplles a* weil .as qualified personnel to render first aid on the spot will in many vases permit you to keep minoT injuries imm becoming major one*. Studies reveal individuals trained in first aid have fewer injuries than those not trained. An accident record system should be set up and maintained. Record* will show a juitcm of injuries ... for example a dick of records may reveal back sprains have suddenly multiplied in one particular department or perhaps eye injuries have Steen on the Increase to a certain depart ment, etc. Naturally these records will need u* W reviewed periodically to pin-point a jMllcrn. Mo`t important is the problem of getting 45 /Vo* National Safety Conqrett ,ttl employees to accept personal responsi bilities for accident prevention. In my own company a new approach to safety education was adopted early last year based on findings from a survey of listen ers' fact retention. The average listener will retain 5 to 10 per cent of what he hears in a Dos*illustrated lecture: .30 to 50 per rent of srhat be bears and sees in a visual presentation, and 60 to /0 per cent of what he is presented at a conference type discus* iioo in which he is an active participant. The problem was to convert Northern'* safety education program from a senes of lectures to a scrw* of dricussioo eont'erciwn tmo miaefe rrr> employee owdd be draws as an sane pwruaguat. Fir*. safety educattuts material to be '.t'Hrd the l;*d to be changed ?<n material wt>W an i&mtrssed lee* ti-r ic twauial emnaMc t* be e*ed far a Mau, vur mjj<e*ave pbtnf and pipe* i'-c <Lirxt aUrtv regimes itad to be utjrd s the tectaiqur of conference lead* trfdup. We selected a* the basis for tbit new >af<rry education program a iem of sulb~ jets--utilising material that had been pre* (Kited by the Naticeal Safety Cornell. U, 5. bepartmeg of Interior's Bureau of Manat and the Americas Gas Association. To adapt the material for use tn a discussion ooeferce, the scripts were re-written and spiced with questions to invite the listener to ac tively participate in the presentation. We recognised that the best safety edu cation material is of little value unless it ii presented by people trained to present it Tint's why all 63 safety chairmen and first aid instructors throughout our com pany were trained in conference leadership, this gets back to our original feeling that fimtctpation by employees leads to their ac ceptance of persona) responsibilities. AH of the elements I have mentioned we at Northern Natural Gas company have found necessary to a successful safety pro gram, AIJ must be kept in mind by man agement, by supervisors and by the work ers. Neglect of any one of the elements may be the cause of the safety program to Heroine weakened and collapse. The prevention of accidents is just good business. It's good business from a public teJaiions standpoint--from an employer re lations standpoint and from .n financial standpoint From a public relations standpoint no company likes to find Uself mentioned in the columns of a newspaper or on a radio or television newscast when the story in volves damage to its plant property or in juries to some of its employees as a result ot some accident or unsafe practice that could have beta avoided. But think of the good public relations your company derives from a good safety program. And while accidents make peer public re lations, think what it does to the moralr <* employees. And. a company with a poor v.iicty record soon finds itself in a position < no loager attracting oew employees of 'lie caliber they would like. Stockholder* who have read of the poor safety record -jk! frequent accidents in the company de cide it U a poorly managed company and choose to. invcJt their money m scene otiwr concern. What does it take to marina ia a qualified safety staff of adequate sue? It take* mnr; --it takes trine and k takes the aetentkat or top wawnpwm^mt. h is a slow prt>re but the collateral benefits are aaary. To you people her* today representing the commtmiatioas industry, let s*e offer my congratulations for your eeeeDent rec ord of teas than one disabling injury per millioa nun hours worked. We in the gas industry have for the post 14 consecutive years improved our safety record but Rill have a way to go to match the record of the communication industry. Erin I think you'll agree with me when I say that where safety it concerned perfection--though usu ally out of reach--is worth seeking. Re member, too, although you nay be reduc ing the number of accidents that take place in your companies, the cost of accidents to day is much greater than yean ago, due to increased medical eosts and the fact that the daily wages of employees has increased considerably in the past 13 years. An old Chinese tale tells of a group of < nllured Chinese gentlemen who met occa`innaiJy to drink tea. The ten was supplied Hv a different member each time and keen i<iiii|tition developed to obtain rare exotic tvp*. that would reflect credit on the taste Pubtic UtUitiet and resources of the host. At each meeting a new tea would be served, and all would exult at the delicate and unusual flavor. Lo Chan's turn to provide the tea came md with great ceremony, he took the leaves from a beautiful silver box and brewed it with exceptional care in the finest porcelain pot they had ever seen. As the gentlemen sipped their tea from delicate cups, thev proclaimed its flavor and aroma to be the most exceptional they had ever experienced. AU demanded that Lo Chan reveal the *ource of this unmatched tea for it was truly worth any price. "My honorable guest*.1' uud Lo Chan, "the tea about which ' Ta e*<Umi Is that which impoverished coolrs dr;rk while we sip our imported brew*. L>-r this not prove that if we seek quality w.'- jes eves, we will find it all about usr" Tie worth for new tools os accident pre.*-:*-* ts sometimes tike she ten of Lo 4 a?. The search for the new and differ"j\ blind to the greater value of .-v really available to tu now. ">, *v.wri and fresh approaches and ' ' > two iLft-i should be used to mairt- tain both employee's and management's in terest tn their safety program. But too itten our desire to be original closes our eses to the real value of some of the more basic tools of a safety program. There is a sinking similarity between incident prevention and the practice of man agement and this is a point 1 should like to leave with you: safety t* effectively at tained through knowledge, acceptance of basic principles, plus an exact breakdown of the operation itself. Management, in cluding top management is not very differ ent--we too operate on principles, facts and a methodology. Safety has come of age ,!.<1 its Implications to top management are oi as much concern as the profit and lot* statement- Loss of life, property and dollars ('vt'imes very meaningful when the real picture is brought into focu. Ye*. top management has a definite inter est in accident prevention. We will continue to provide the tools necessary but we will rely on you--the safety and operating per sonnel--to keep these tools sharp and in top working condition. OFF-THE-JOB SAFETY By W, K. KOCH President, Mountain States Telephone, Denver, Colo, Unfortunately, there seems m be m "me quarters a wide gap between baste thinking about the problem of off-duty >t*lv and wholehearted action to do something about it. Consequently, I think the best service l can perform her* today to try to communicate to you the tenet of urgent? that I fed for an all-out attack bv industry on off-the-job accidents. This sense or urgency comes to me (tom two directions. The first direction is the present. During 1962, about 90,000 Americans will be killed in accidents of at! kind*. This estimate could be low, for the accident toll in ehe first seven months *. greater than expected. But based on original estimates, only 13,000 of the total deaths will occur at work. The vast ma jority of fatalities--77.000 of them--will re- -uk iVm rv m-work accident*. Tld* non work figure is important and one l wish sou to keep in mind, t wilt concentrate on off-the-iob accidents for that portion of non-work accidents which involve employ ees of bu>iness and industry) but it is ob vious that the non-work toll and the off* the-iob toll are closely Intertwined. A truly safety-minded employee is going to have ,m impact on the afety of his family and hts friends. \bout 30.000 of alt accidental deaths this >ear wilt be classified as oPf-the-job fatali ties. This is twice the number of estimated deaths on the job. In fact. off-the-j`ob ac cidents wilt account for about one-third of all accident fatalities. I am further con cerned when I look at the Bell System rec ord and see that our employees experience 7 fOd? _K,ihnti(t( Safety L imtj'i'ff un off-duty disabling accident rate that is almost la times the on-the-job rale. For wen, die off-job rate is nine lime* a* cre.it; ior women, it is 20 times. it Hurt! my sense of economical busilies* management to know that the aver age off-the-job accident costs the Belt St stem $300 in wage and benefit payments alone--even more when supervisory lime and other indirect costs arc considered. My concern comes even closer to home u hen 1 remember that last year seven oi my fellow Mountain States employee* were killed in off-duty accident*--two and one-half time* the number of fatilitu** an the job. These few statistic* are enough to indi cate the huge toll that off-the-job acci dents are taking--a giant, irrecoverable loss for families, industries and our whole society. They arc facts that plainly spell out an urgent need for a counter-assault. Disturbing a this present picture is, an even greater eye opener comes front a second direction. This second direction is the future. George Bernard Shaw observed that "we are made wise - , . by the tcsjtonsibdilies of our future." In this spirit --the search for guidance--I'd like you to view with me, through a safety man's rye*, the kind of America we are apt to have in the year 2U00. j.tv that time, the features oj our land .A ill be like something oui of H G. Wells ur George Orwell. The most obvious change mil be in the numbers of people. At least 300 million oi them will crowd the landscape like anti m a busy sandpile. Women will outnumber men--a statistic that m popular opinion, if not in fact, is enough to make a safety-minded man shudder at the resulting mayhem o to morrow's highway* and byways. The pop ulation scale will be much more heavily weighted to its end*--to youngsters and to oldster*, the very age groups that history tell* us are the most accident- prone oi alt. The distinguishing feature of this Amer ican society will be its mobility. The dreadv-ubiquilous automobile will tie even mere so, though it may ride on a cushion nr sir rather than rubber. It may be electronically piloted at least part of the time. And it might have (lie ability, :>t the driver's whim, to turn itself into .n airplane and soar iar above the ground. f.un there, the auto-plane wilt not es cape traffic. The air lanes will Ire nearh as crowded as the super-highways. Giant commercial helicopters will ply the air ways. So will Voikswagcn-Iike helicopters for family use, and so will superlmers capable of flitting from London m Wm York in just AS minutes. These things hint at a gigantic headache for the traffic engineer. Will he resort to lane stripes in the sky, or will be design ever-more complex electronic con trols in an attempt to achieve some vori rif order in the air And what of the pilots of these family-type air-borne ve hicles? Obviously, `Hey will require far greater skills and training than we pro vide for the typical automobile driver today. The traffic problems on the ground will he no less complex. What new design* in superhighways, what new kinds ot birarre control devices, will be required to move unheard-of volume* of vehicle* quickly and safely? How will the core city cope with the daily invasion from the tar-flung suburbs. It may be that moving sidewalks, auto mated underground delivery systems, ele vated walkways for pedestrians, new form* of mass transport and gigantic parking preserves will lend some sort nt order. On (he other hand, it might be easier and safer for people to perform wnw work functions at home and to conduct their business over communication hook ups. Picture phones, data transmission, facsimile reproduction--these and other communication marvels will enable them to do this efficiently. Even so, the subtly expert would still have to cope with huge traffic volumes and new kinds oi equip, nwnt. fa the typical home of 2000 A.D., an electronic marvel will move a meal from freezer to oven to table without the touch of a womatdy hand. Heating and cooling will be controlled automatically. Built-in cleaner arrangements will dispose ni inter. Luminescent panels built into wall* and ceilings will glow softly as dusk descendand brightly as night untold*, l-awti 5 Public Utilities sprinklers will came on automatically when ground moisture towers. Sounds wonderful, doesn't it? Yet, this iiume ot the future may be even more booby-trapped from the safety standpoint than our present models. Can you imagine, for example, the risks to life and limb ,i* a petite housewife tries to repair her leetronic oven ju*t before the bo*s <$ due ior dinner \nd her husband---what ni him? Will he try hi* own do-it-your* -elt approach on the complicated gear of the future as casualty as he today tries to unstop the plumbing? In this future society, Mr. and Mrs, John Doe will find their personal prob lem* multiplied. The race for status will uke on new ufgencv. The competitive pressures will be far heavier than we know today. This is a key fact for safety people. It is an ot<l and kern observation that the accident problem is a problem --I people. When emotions rive, when fatigue set* in, when crisis breeds care lessness--this i when accidents happen. Space Age man will be faced with nctv frustrations. I suggest, then, that tomor row** American may be even more subject than his counterpart today to those care less attitudes which cause accidents. Now the skeptic may say of tins brief took into the future, "Why borrow trouble? Why took ahead and imagine new problems ' We already have too many safety headaches." My answer is that it is only by imagining the future, only by anticipating the challenges oi tomorrow, that we tan adequately prepare our forces. And my thesis is that looking out ahead and teaming what we see with the facts v. e know- todav makes it very clear that the urgent challenge to *aetv is (he non work accident. The discouraging prospect in the future i that the potential for accidents in the home and in traffic i* iikely to increase. t?n the brighter side, the automated proc esses of the future promise to solve many t the industrial safety problems that now plague us. Vcs, some new industrial safety problems will appear, but in the main, tomorrow's factories and offices will no doubt be safer places than their counterjarts today. This suggest* strongly that ,t- m look ahead our considerations as industrial safety people must be for the whole man, not for a part of him--tor safety in all man's activities, not tust lor those at work. The last thing I mean to suggest i that there should be any relaxation in our attack on accidents on the job. In the first seven months of this year, work accidents increased three per cent over the same pe riod of 196!. Obviously, we need to con tinue our programs in this area and sharpen them up as we cam What I am urging is a broadened campaign by industry that would include off-the-job safety. The record m accident prevention at work makes it clear that systematic effort can reduce accidents. Last year, the rate tor ail work accidents per 100,000 worker* was *1 This is haif what it was 2? year* ago. In the Bell System, we conservatively figure that since our organized sarely efforts began in 1923, more than 900 lives have been saved and some 60,000 lost-time injuries prevented. Those are just two *cts of statistics. There are many others that teli a similar story of progress In the prevention of accidents on he job. ! wish I could report a similar picture in the field of off-the-job accident pre vention. The fact is, of course, that no Mich improvement exists, and the reason is obvious, ft is because we haven't given :>ff-the*job accidents the thought, time and effort that have gone mto on-the-job programs. There arc, however, scattered instances of success m off-duty safety programs. One of the best documented campaigns has been conducted at the Bayway Re finery of the Humble Oil and Refining Company. In 1956, accidents to Baywav employees off the job resulted m a trefjuency rate of 17 disabling injuries per million exposure hours. This frequency rate dropped to L97 in I960- That's an improvement of iwt-hly 90 per cent. The DuPont - ..ipany has been actively promoting off-the-job safety for a number of years. In a six-year period, it noted an improvement of over 20 per cent in the frequency rate for off-the-iub injuries. Furthermore, emphaji* on off-the-job 9 1962 National Safety Cangreu safety seemed have a part in reducing work injuries by .K) per cent in a nme- >car period. In 1961, the New Jersey Bell Telephone Company ran a fix months1 pilot protect emphasizing off-duty safety in a few se lected locations within its traffic depart ment The results showed a 62 per cent reduction in the number of lost time offduty injuries. Of interest, too. is the fact that the company saved three times the r;icst cu the program itself. Th* effort was later adapted to all traffic locations tn New Jersey. The record for the first half of 1962 compared with the same period a year earlier reveals a JO per cent reduc tion in injuries m this statewide program, These indications that improvement is possible give substance to my belief that u can make dramatic progress in reduc ing off-the-job accidents ii we bend our shoulders and our will to the task. The job will not be easy. A* 1 see it, it requires lour things. In order, they are leadership, analysis, planning and effort. Leadership *a vital to every project Jt is the stimulus to action. In the field of off-duty accident prevention, the question of industo1'* right to assume leadership has been argued vociferously if not logi cally, in my viewpoint, there n no ques tion hut that industry should take Iht* leadership and take it gladly. Industry has the know-how and the experience. It already has the ear of the employee. It takes only a little more effort lo consider the whole employee, rather than just that part of his time industry buys. Our experience in the Bell System indi cates that tne employee appreciates help ful guidance about safety off the )ob. I am confident this would be true through out industry, so Jong as programs arc approached intelligently. Furthermore, industry ha* much at -take. Off-the-jab accidents take money out of the employer's pocket. They dis rupt the efficiency of his enterpriseThrough an off-the-ieb safety program, the employer can Help himself financially and at the same time help his employees. A/1 these things argue for industry at a proper leader in the attack on off-job ac cidents. The second need is analysis- Today we know* more about off-thc-job accidents than we did a tew years ago, but we don't know enough. Some few industries here and there have made rather complete studies to pinpoint the kinds oi off-dutyaccidents to which their employees are prone. They have attempted to define the costs of these accidents. They have tried tn discover the causes and what ran be done to minimize them. More of this needs to be done. Right now, the Bell System is making just such a study. As part of this effort, a rather complete questionnaire will be filled au? for each off-duty injury involving lost time. We hope this survey wilt turn up some valuable information on the kind of accidents our people experience and what might be done to head them off. This kind of fact-finding will eventually give us a rather complete pfc'tire of offthe-job accidents. Study > these facts will enable us to devise m-.-e efficient, more effective programs. This lead* me to the third need---to planning. Programs for off-ihe-job safety need to he approached with the same thought and care that most industries use in tackling work accidents. Success is seldom achieved haphazardly. Even the modest beginning program needs planning. The fourth and final need i* effort. Few achievements come without working for them. Analyzing and planning are wasted if they do not lead to action. Nor can our effort to improve the off-duty acci dent picture be of the "quickie" kind. The jiroblem is too challenging for that. The future outlook for accidents is too grim and the causes too deeply roo:ed for u to believe in the adequacy of short-term ffort. Off-the-jab safety will need action ior a long time to come, The sooner w-e set about the job in earnest, the sooner we can begin to see improvement As I stated about 25 minutes ago, my intent here has been to communicate to you the urgent need f sense tor an attack on the high toll off-dutv accidents exact trom our businesses and our society. If our present blood-spattered record is not sufficiently alarming, f hope the prospect of an even more accident prone future has provided a clincher that will spur each of us to leadership and to action. Public (Jtililitt Governor Pyle summed it all up co gently and concisely some months ago. He said; "Let's face it---this whole business is related to our national survival. More han 9<J.OOO of our citizens are being uselessly killed every year. The number of injured Is almost unbelievable. The annual economic loss totals more than $13 billion every 12 months. About 86 per cent of this damage comes from non work accidents. This is what we (must) - , , understand and overcome in every wav ivr can." PUBLIC UTILITIES MOTOR VEHICLE SAFETY By AMOS E, NEYHART Director, Institute of Public Safety, The Pennsylvania State University University Park, Pa- According to a National Safety Council release, the traffic accident death total for t%2 has taken a turn for the worse. For the first seven months of 1962, motor vehicle deaths have increased nine per cent over the same period m 1961. This reverses the strong downward trend we witnessed for quite a few years. The problem facing us is not so much one of new approaches or new directions, but rather one of increased application of present programs. 1 believe that the average driver can start, -teer and stop a car. Too often, our public utilities people feel this is all that is neces sary for a driver lo operate a companyowned vehicle. The inlernt in service is unusually high, but interest in getting to the job safely, to be able to render that service, is often quite low. Your drivers create an image of your company; public utilities must create a good image because of the attitude of some of our people toward privately owned businesses. A balanced job concept oi safety, efficiency, good public relations, and quality work is essential. There is too much of the mass approach; thinking should be shifted jo individual needs. For example, drivers have r*mihe* and drivers also drive family cars, H> must inaugurate program* for family drivers and off-thc-job accidents, Progress begins with change. We have not faced up to our responsibilities in traffic matters by waking some drastic changes. With all the thtnys w know about traffic and safety, the driver is still the key to the traffic accident problem. We are spending billions on engi neering highways, millions on engineering ihe vehicle, and only pennies, comparatively speaking, on the highway user Here is a hallrnge. One of our great safety educators and philosophers. Dr. Albert W. Whitney, said. "Life is full of adventure, and we ail take aieulated risks to reach the noble end." We are living m a dvrumuc and ever-changing world. Our activities and programs must be geared to this changing world. America's approach to education should be: to prepare hnv and girls for the kind of world in which they will be spending their lives. Earl Hilt, and editor of the Mason City Globe Gazette has said, "What good is geometry or a foreign language to a youngster who gets killed at age 19 on the highway? Some of today's school children will be craftsmen, some professional men, some business men, some housewives, and some something else. But 99 out of a hundred will be driving a motor vehicle. Driver education is not merely a preparation for life--it's a way to stay Alive." It is from this high school group that your future drivers will be employed. t believe that safe driving is, in reality, a tate of mind. An individual must want to change his behavior for the better. This change ran not be forced on him by threats or punishment. A positive and acceptable approach must be used. Neither the horror pictures, nor the repetition of static slogans, ntch as "safety first," have proved effective. Learning to drive safely can be made as exciting and as challenging as any sport. A whole new body of knowledge has ac* cumulated In the traffic field and offers welcome aid to the safety worker. Research II 1962 Sahattul Safety Congress h.s uncovered many si*;nificant relationships and established new approaches I wish to <h*russ some of these new developments, According to a leading truck manufacture mg company's findings, there are three baste t actor* dial control about On per cent of tran*portation costs: J. Selecting the correct piece 't equipincut (correct application! to Jo the job it is intended to do, i Setting up a preventive maintenance program before the equipment is pot into -emce. X Scientifically selecting, training and supervising the drivers. Let t take a look at some of the safety programs now m use among our progressive Herts, i realize that you must place emphasis on training and supervision because you have little or no driver selection. Are you using the following measures? E, Psychophysical tests for drirrr limitaftutw--'Testing devices are used to help the tlcet supervisor discover any physical nr ensory limitation* of an applicant for a driving job. A good driver testing program includes checks on acuity of vision, color blindness, held of vision, glare resistance, glare recovery and night adjustment, speed estimation, reaction time, steadiness, vigil ante, blood pressure, hearing and nervous instability. If the limitations are minor or correctable, the applicant may be sent to doctor However, if they are severe; it is reccmmcniled that the applicant not be em ployed as a driver. 2, Road test in traffic--Many employment managers believe that the only way to have the driver prove his ability is is traffic. A read test is desirable, only if properly planned and executed; then it develops accu rate information about the applicant A trained observer, using a printed check-list, rides with the applicant user a planned route Since all applicants are tested over the amc road course, comparative record* it ability can be developed. X Skill developing exercises--A series of carefully developed driving skill tests has been devised to determine an applicant's ability to handle a vehicle in dose quarters. These are being used more and more in driver selection and training programs. Such u-i*. usually given on company property in t well-marked "testing area" or on a little- used city treet,, include imooin starting, shifting gears and stopping, driving forward and baclnvard on a straight Use, gauging *pace when steering in close limits, stopping smoothly at 20 mph, gaugtng the limit of the front and back of the vehicle, parallel parking, and the brake reaction detonator test to measure reaction distance and braking distance at different speeds. 4, Traffic and driving knowledge test-- It is important to check knowledge of sound driving practices, signals and sign markings, plus local, state and federal operation rules 3. Defensive drn.ing practices--Here it how one rompinv defines defensive dm mg for its drivers, in a section on intersection ueridems: . Did our operator approach the inter section at a speed safe for the condi tions 1 b Was he prepared to stop before enter ing the intersection? c- At a blind comer, did he pull out slowly, reads* to shift his right foot t" the brake pedal? d, Did he make sure the other driver would stop for a traffic light or stop `5? c. Did he obey all traffic signs? f. Did he signal well in advance of it* change in direction? if. Did he turn iroro the proper lane? h. Was he alert for the turns of other vehicles ? i, Did he avoid overtaking and passms in the intersection? i. Did he refrain from jumping the start ing signal or riding through the antion light * If the answer to any question is no, our operator was not driving defensively and is at fault. . The Vmi'fA ,Vy//rn-- Many important toptes in the area of seeing ate covered in this program, including: what to look for, how to insure seeing the important things, Imw to adjust driving pace and movements, and many tips and clues on the behavior of other drivers. There are five rules govern ing die five seeing steps: Rtru: I. Aim high in steering. 'The initial and continuing requirement in moving a vehicle is a suitable steering Public Utihttfi , path. High-atm steering is the safest $ Special training tor use of equipment tnetnod of selecting this path, peculiar to the business. Krt.i II. <iet the big picture to the front, rear and sides--o nil factors m the traffic pattern which might affect he leering path can tie accurately determined. Rtrix HI. Keep your eyes moving m rder to get the big picture, in *ulheicnt nme to avoid conflicts. Rule IV, Leave yourself an out by maneuvering to keep a cushion of space 9, Ideas from other supervisors, reading, and attending meetings. 10, Use of brake reaction detonator t> demonstrate stopping distance* The value of good traffic accident preven tion programs include the following: 1 Lower operating costs. 2 Increased profits. A Reduced accident rate. around your vehicle. This give you the 4, Lower insurance costs. time required to see, decide, and lake he necessary actions. Rvut V, Make sure they see you, by u* of any communication means avaik- ,-dite the horn, lights, turn signal*, op lights or driver hand signals. Sig i. Prolonged vehicle life with maintenance cost*. t> improved worker morale. Improved customer relations. fi. Improved public relations. reduced . nal well ahead, while there is siiU time 9, Lower worker turnover. to avoid conflicts if your signals are I'm jure you are interested in more spe not observed. cific, tangible results; here are some actual " Motor vehicle driving practices--This examples: !v>kl**t, prepared by ,1. Willard Lord, is a 1. We, who have worked in driver edu renew ot everal thousand car and truck cation in the high schools, have definite .sfci'h-nt* e.n-li of which was investigated proof of the fruits of our labor, We lutvc ;`-.r !aic rauc*, and studied to determine strong evidence through 33 research studie* w(>at mirltt reasonably be done to avoid that driver education pays. Those who have rcpeiirion. Hut il is more than this. It received the instruction have from 40 to 66 new- accident factors, revealed by per cent fewer violations ana accidents than roeareh, and interprets these in terms of similar groups not receiving the instruction. .r,.,d driving techniques. I feet this booklet -i-'-'Xd be m the Hands of every professional Iriser- Hundreds of companies in North and Xoiili America are already using it as part r their training programs. According to Earl Allgaier. Research Spe cialist for the American Automobile Asso ciation, 3,570 lives have been *aved, 194,890 injuries prevented, and $696,810,000 economic loss prevented from 1936 through 1960 be There are many places from which good ,-nformation can be secured to use in a `raining program. Here are a few: 1. Test results from a battery of psycho* physical tests. .? Errors made on a written test on traf fic and driving knowledge. cause of the high school student driver education program. 2. John Hoban,' City Safety Coordinator of Seattle, Washington, reports that there has been a consistent reduction in the acci dent rate for city-owned vehicles since the inauguration of their traffic accident preven tion program. All of the ke\ supervisor* A Errors made on skill developing exer- of city-owned vehicles in Seattle have rotn- vi*e*. Heied the motor fleet supervisor I raining 4 Error* made on a road lest in traffic. 3. Types of accidents peculiar to die in dustry or common at a particular tunc. o Driving over hazardous routes or under uther emergency or hazardous condition*. ? Adequate protection of the vehicle when stopped--flares, flags, directing traffic, etc. course at the University of Washington. 3. Dayton M- Allen of the Water Dc* jurtment uj Los .Angeles, California, reports a favorable reduction in their accident rate after introducing many of the ideas learned in a fleet course at ihe University of Califorma in Los Angeles. An estimated 2fS million dollars was saved between 1953 and (961 according to Mr. Allen- /9A2 National Safety Congress 4, Edward Landry, Safety Director of the U. S. Post Office Department in Wash* ingten, D. G, reports an accident rate of 13 per 100,000 miles driven in 1955 when they inaugurated their nation-wide accident prevention programs, in 1900, the rate an down to four per cent per 100,000 miles driven. Mr. Landry' attributes the accident rate reduction to the training of their super visors In a series of fleet courses. 5, Harry Payne, Administrative Director of the Highway Department in Santa Fe, Mexico, reports a savings of over $1,000,000 vf the taxpayers' money over a period of eight years because of their accident preven tion program. Mr. Payne's seven safety super visors attend fleet courses at New Mexico Western College. 6, Dan Dugan of the Dan Dugan Oil Transport Company in Sioux Falls, South Dakota, reports a saving of 4J4.000 gallons of gasoline the first year that their drivertrainer rode with the drivers to detect un safe and inefficient driving practices. Dan Dugan attended one of the motor fleet super visor training courses at South Dakota State College. ?. Parke Davis of M 4 C Convoy, Buf falo, New York, reports an accident rate of 022 per 100,000 miles driven, after 7 \rars of hard work oo their accident pre vention program. The 0-22 rate means they are driving over 400.000 rrules per accident. Parke Davis attended one of the motor fleet supervisor training course* at The Pennsyl vania State University. 5. John Hal! of Hall's Motor Transit in Harrisburg, Pennsylvania, reports a differen tial of $0.02 per mile between their tow cost and high Cost drivers. This means aa additional cost of $20,000 for every 1,000,000 miles of operation by the high cost drivers. Since equipment, cargo, and routes are practically the same, the only variable is the driver. Definite steps have been taken to improve all driver performance. Mr. Hall attended a number of the top management conferences at The Pennsylvania State Univ ersity. 9, The Boston Cab Association, Boston, Massachusetts, inaugurated a selection, train ing, and supervision program some years ago for their 1200 cabs, fn one year, at a program con of only $10,000, they saved $15,400 in insurance and $81,000 in accidents they didn't have. Mr. Johnson, director of the program, attended a fleet course at Northeastern University. We haven't made more progress n traffic accident prevention because: I, Not enough of our people recognize the seriousness of the problem, Z Too few of us realize the terrific na tional cost in dollars and cents of traffic accidents--^,900,000,000 in 1961. 3 Not enough people have need for "professionalism" in Therefore, not enough stress proper training of personnel sensed the our work. is put on 4 We, as a people, have faded lo accept our responsibilities as drivers, pedestrians, citizens and voters i. We. in the safety field, have failed to stress sufficiently the need ter better driver licensing and periodic checks of all drivers. 6, We have done a very poor job oi ingorrmng the adult public on traffic matters. 7, Too`little attention has been given to proper priorities among programs affecting traffic safety. 8, Top brass hat not, in all case*, insisted on further improvement m the traffic acci dent record. 9, Basic research has lagged seriously on fundamental causative factors in traffic acci dents. 10, There has not been enough dynamic leadership Where there are real leaders, there are good programs. There are six steps necessary to reach all drivers. The first step, which offers the greatest potential on a long-range basts, is to give every boy and gtrl in every high school an approved driver education course, taught by a professional teacher, just prior to the legal driving age Over JO years of constant contact with the driver education movement has convinced me that our great est hope, in the driver part of the traffic accident problem, is the high school driver education course. At this particular age. attitudes are in the making. The second step I would take to improve driving is to ask more of our high schools to offer adult driver education courses. These courses should be tailored to meet the needs of the enrollees, from the beginner to the individual who needs experience m freeway 14 Public Utilities driving, to the individual who plans to make commercial driving his life's work. The third step ts to begin immediately to license and supervise our professional driv ing schools in order to raise the standards of their instruction. Some of these schools are excellent, but others are not operated in the best public interest. There must be cer tain controls to ensure top-quality inuruction. The fourth step is to establish driver im provement schools on a community basis. There are now over 150 such schools in operation. Thousands more are needed. A well established partem sends to the school persons ivno, bv commuting an offi-me, indicate the need for training. In some tases, they attend in lieu of paying a line sr part of a fine. The fact that nunv who are not violators voluntarily alter*! shows ^me demand for adult education, special studies in Miami, Washington, D. C, Wichita, Louisville, Orvclry. T't Wayne, and in other cities with well-op erated schools, indicate that less than fire per cent of the students become repeat vio lators after completing the eoure. Com parative studies in cities without schools indicate at least 15 to 20 per cent of first offenders return to court as repeat violators. Los Angeles reports an 55 per cent improve-tent in driving habits for those attending he traffic school. The fifth step is to establish more truck driving schools like the one at North Caro lina State College and the William Way Memorial Truck Driving School operated by the American Trucking Associations, Inc These schools have been responsible for producing some of the nation's top driver*. The sixth step is to expand the Motor Fleet Supervisor Training Courses, spon sored by the National Committee for Motor Fleet Supervisor Training. These courses are now offered at some 50 colleges and universities each vear. To date, over 20,000 supervisors, who have inder their direction over 3 million drivers, have been trained Many reports reach our office about the savings different tran*portatton companies uid government agencies have made alter inaugurating the traffic accident prevention programs recommended by the National Committee. Are you taking advantage of this specialized training, available at over HI colleges and universities throughout the nation? The development of good driver altitudes i* not an easy task. Attitudes are caught and not taught I suggest that we all Mart h> etting a good example in our own driv ing habits, our thinking on driving after drinking, ticket fixing and plain highway courtesy POWER PLANT SAFETY By LYLE A, WESTROM Safety Consultant, Bureau of Safety, Inc.. Chicago Power plant safety is an area that ts vomew-hat neglected in many comoanie#-- especially the smaller companies where the **ietv department Is one or tivo men who may have various and sundry other duties betides safety and thus pretty much leave plant safely to the plant personnel. Other exposures, such as overhead lines, are producing a greater number of accidents vnd therefore get the major share of atten tion from the safety people. When this is the case, safety in the power plants may be *oraewhat neglected because they do not have the advantage of the knowledge and training of a safetv specialist. In spite of this neglect, many power plants have established some mighty fine safety records. This, in turn, causes more neglect because the safety man feels that at long ,i they're doing so well without his services, he will spend his time in areas where they seem to need more helpt These long-standing safety records are bound to create an atmosphere of compla cency and often lead to the neglect of many of the basic concepts of accident prevention. 15 I0<5,? Xattonai Safety Congress Vi hen the bottom drop* out and there i* a mrttv accident and the biff !n<s asks, "What l;lipened ?TM the answer i> often embarrassing in its simplicity, l am not implying that all power plant acridcm* have simple causes -mi the contrary, many are quite complifitted, hut eomplarenev, *mtigness, "it cunT happen to me * thinking, must be disspehed >>f seriiats con?equtncef may mult. Good record* are fine, but record* will not pre sent serious accident*. Take the case of the power plant that in May ot this year was only four days from completing 15 years without a lost-time aceidem when they had three fatal* and two lost-time* in one accident. What I have to say to you today is nothing new. Many of you have been doing these things tor a number ot $ear*. However, the instances I will cite will give emphasis to the reasons why it is necessary to maintain >uch a program on a continuing basis. I have long been -in advocate of investi gating an accident before it happens. In vestigation ot accident* after they occur is a very important and necessary port of acci dent prevention work--hut u doesn't help the (erson wtK w injured. By making the investigation before it can happen, we have a chance to stop the injury with its suffering ;ifld save our companies alt the expense of the accident. How is such a thing accompli>.hcd? Well, come will* me while we visit U4ne power plants around the country' and we will see if we can find some accident producers before they cause injuries. Although there are inherent differences, the basic concepts of power plant safety are pretty much the same, whether they be in a coal-fired plant in Wisconsin, an oil or jw* fired plant m Texas, or a hydro-plant that IS celebrating its $Oth anniversary along with the .National Safety Congress this year. Now let's go inside some of these plants and see what wc can discover. Any person who visits a power plant will probably see the turbine room tf he sees no other portion of the plant. This is one of the reasons why the housekeeping here is almost always in excellent condition. In larger plants, too, and on up to the largest plants in existence, there never seems to be .j problem of housekeeping as far a* the turbine room is concerned. But how about the rest of the plant? Is is possible to reflect the same degree of good housekeeping throughout? It certainly is possible because some plants are doing it. When leaks are repaired as soon a* pos sible after they occur, when machinery and equipment are painted periodically ss the need arises, when each employee is aligned certain housekeeping chores tn addition to his regular duties, the task is not a* Hope less as tt may seem when all of these are neglected. The use of color throughout a plant l a* done a gnat deal to stimulate pride in work ing in a clean plant- The bright erh.r* together with good lighting throughout the plant helps employees to want to keep their place of work in a tidy and neat eurvlmor The bright colors used in some older I vdroplants make them chtertul places wrere anyone could be proud to work But how about others? An accident < j'd happen in plants where the floor *hould be cleaned and covers placed on the ah trench before someone breaks a leg. In another plant, we find a welder lets ills electric welding cord lying in a pile where someone could trip over it or where ii could be damaged by other equipment. A convenient hook could be provided tr> Hold this cord vet the little time necessary to do a neat job was not taken. Al**., th< cord was left plugged in to the rfe*trir;.l supply. We find a water hoor in such condition that it is highly Improbable that it could he used. If this is the case- why wa-n't n disposed of, rather than being left where n is a tripping hatard to other employees ? When hose racks are provided at places where they are commonly used, there is a Hood chance that employee* will use them without being told. Even if they e`. not cooperate willingly, supervision of the con dition is an easier task. A lancing bar has been left in a manner tltat provides a dual hazard. It is a definite tripping hazard left in this manner. In addi tion, it could be dislodged, to fall to a tower level and cause damage to equipment nr injury to personnel. Another booby trap was found in an espe cially haaardous location at the foot of the stairs where the lighting is none too good. Public Utilities When the lighting and housekeeping are good, inppmg hazards arc far more apparent and thus less likely to occur. However, any time there is an open grating it is best to guard against someone falling info it. After Ml, lights could go out even in a power plant. No matter what size grating has been left open, it is aiwavs best to barricade it ni iw wane mem* of preventing falls. ij-^irse conditions could cost the company targe amount* of money should an insurance rating nun discover it For example, when we check the schedule for rating electric sri-ierating statioe*, wc find that insurance fv-aJtv rate* can be imposed for certain ^...vdition*. j wall quote the schedule which -trt'es' T'-eneral untidiness, carelessness, accumu late,*! of rubbish, cni-soaked floors, dslaptdati'.ti or any other objectionable features of -iViiuigonent or condition of premises'' call for 02c per $100 of evaluation penalty. This rnean* that tf the power plane were valued at $10,000,000. a $20,000 penalty could be unjojed each year on the insurance rates. The plant m which one of our pictures veil taken was valued at $27,000,000, which would mean that the penalty Rile that could I* iminted for poor housekeeping could amount to $54,000 per year. Needless to say, when these facts were presented to man -demerit, there wa* immediate and effective treatment of this condition. The creiditien of the workbench in the electrician's shop in the same power plant w.i not surprising, after viewing the con* jiiicn c-uistde the door. To lave a place to store tools and equip ment is one thing, but to have employees jlwav* put them there when they are not in me is still another. If supervision wants to have a nevt and tidy place they will have it. This means providing the places and i-quipment and the time necessary to store tools, it is certainly better to spend time cleaning and storing tools and preparing storage areas than it is looking for tools and trying to sharpen them each time they're u*rd due to damage from other equipment. In many plants one can walk all over them without finding so much a* a candy wrapper or eigarcitc paper on any of the gratings. In other plants we Itave found grease, oil and oily rags on (he galleries ,iiid areas where they were !at ued, such ,11. m servicing the automatic sont blowers. To leave items in such a manner, even over lunch period, would be completely taboo in (he cleaner plants. There's bound to be a certain amount of combustible waste material* in anv power plane. However, the amount should be kept to a minimum and effort *hou!d be made to dispose of it as soon as it t practical. Ex celsior should be handled with extreme care because of its easy ignition. Preferably it should be kept in a doted-cover metal con tainer to prevent it* accidental ignition. To allow a concentration ot flammable material* is a considerable fire hazard, panicutarly tthrn it is under an area where men are working above. Lockers in tool rooms should be examined tcrtodically to make certain they contain no <ily or greasy rags, as this would be an excellent spot for spontaneous combustion to take place. When proper receptacles for holding oily waste and rags are not pro vided, men will find other place* to leave them. Plant supervision should provide the necessary containers for the mgs and waste material and prohibit the practice of leaving oily rags around on equipment. Failure to provide closed metal container* for oily rags can impose a $.002 per $100 insurance penalty on the entire plant. Chi a $10,000,000 plant this would amount >'$2,000 per year for this failure. When approved containers are provided, it it still up to supervision to make certain that these are used in a proper manner. This includes making certain they are emptied regularly. , Lower Plant Safety alto should extend into the outbuildings of the plant that may house other equipment, such as the yard ,md lawn tools and equipment. Everything hould be placed in a position where it can l removed without danger of tripping over --her objects. Power Plant Safety is frcfvrcdnest--to le ready for any emergency that may come up. The placing of fire extinguishers in strategic positions throughout a plant is a necessary part of this program. To have the equipment in a readv-to-usc condition uv a very important conridcratton. In one plant it was noted that all extinguisher* had the discharge horn filled with tapers and 1M? 'irtfely Conor,-ft other debris and all of them had a certain amount of dust accumulated tft the horn. One fire extinguisher was found mounted on the wall in the coal eonve'er pit with ms discharge hom facing upward. After emptying abvut a half a hom full of coal dust, it was decided to test the extinguisher by discharging it. The initial discharge was still a large proportion of cool dust. This would add fuel to a lire rather than to help ;>ut it out. Care should be given to sec that ail dis charge hom* on extinguishers are mounted so that they face downward rather than upward. One extinguisher was mounted 6 feet front the floor level. For a short person to remove such a heavy extinguisher during a period when he ts excited and in a hurry could prove quite hazardous. To remove this ex tinguisher u must be first lifted otf the hook, which would impose a strain on the Momach muscles which could result in a hernia. At this height it is more difficult to acquire a secure grip on the extinguisher handle which could result in its slipping from she hand and possibly smashing a foot or toe. 'Alien a fire extinguisher is mounted with its handle no higher than 42 inches from the floor, it is a simple matter for any employee to get a firm grip on the handle so there ts tittle chance of dropping it on hi* feet. Mounted at this position it imposes the least amount of strain on the employee's stomach muscles as he removes it from its bracket. Although the vaporizing liquid t>pe of extinguisher is fast disappearing from use in utility companies, there still are quite a large number ot them. One vras found mourned cm the wall of the pit below the ?ual tmtaadcr. This arm ha* poor ventila tion and if this extinguisher were to be used in this location by an employee, he could be killed, or at least seriously exposed to the iumet. This type of extinguisher should never be used in confined spaces, but only where ventilation is adequate. Even then, it should be used with extreme caution be cause of the grave danger involved front inhaling the fume*. The secret in fighting any fire t* to fight it when It s still a small fire. .Any delay, even seconds, m getting fire fighting equip ment into play can be very serious- Knots in a tire hose, for instance, would seriously delay using this equipment is ease oi eraercncy. An air hose draped over a fire hose forms n effective delaying measure for getting the hose into position for fighting a fire. Another successful delaying tactic was tound where the water supply to be used t-<r fire fighting had an adapter and nipple titacncd to it so it could be used as a water supply for other purposes. To use this for fire fighting purposes would require finding a pipe wrench and unscrewing the nipple, then attaching the fire hose. NanSiess to uy, this could be a very costly delay in the fighting of any fire. If a fire hose is worth having in a power plant at all It should always be m a readyto-use condition. This means that it should always be connected to a source of supply and the hose arranged m such a manner (hat it can be put into action without any May. A fire hote cabinet will insure that the ho<e-stavs in good condition once it ix * installed. The inspection window will permit anyone to see at a glance that the hose is connected. Another of the hazards of power plant operation is that of having high pressure gases in portable cy linders. When these are lundled and used under established safe pro cedures, there is little hazard involved in their use. All cylinder* should be securely fastened to avoid upset and all should be connected to their respective manifolds. One difficulty' in handling compressed gas cyitnders is that there is no industry-wide stand ard color coding, hence oiy gas can be found in a cy linder of any color. When compressed gas cylinders are not anchored securely to wall, there U always the possibility oi upsetting them. This could injure an employee by dropping on the feet. r if the valve stem Is damaged, they could lake ofl like a jet plane due to the high Internal pressure. Such cylinders have been known to go through brick walls and travel several blocks before exhausting their supph- of gas. In other instances, men have j>een killed by ricocheting cylinders. It is not inconceivable that a million dollars of damage c-uld be caused by such an occurrnirt in a power plant Oxygen and acetylene cylinders also come under this requirement. Any welding set is 18 Public Utilities fM-rrait-ed in a plant building without pen alty, providing it is properly secured. How ever, a single oxygen cylinder tound stand ing bv itself without support and without a protective cap would be cause for imposing insurance penalty rate* on the entire plant building. The penalty rate in this case would be $.002 per $100 of evaluation or $2,000 per year on a $10,000,000 plant. Improper spare-tank storage within the plant building would call for the same pen alties as that just mentioned, as the schedule vtates, "Flammable gases in charged cylin ders within buildings shall be limited to those which are connected, racked and mani folded to the * ires or apparatus with ivhich they are used. Excess cylinders shall t* stored outside or tn separate buildings designed for that purpose-'* Oxygen cylinder* found stored within a main plant building constitute a very serious hazard to safety, a* well as rub/eetwg the plant to insurance penalty raic*. as they were not anchored and the supplier delivered titem without the protective cops m place. Even though outside cylinder storage would not impose insurance penalties, for safety's sake it would be wiser that all cylin ders were properly secured. In a well-designed cylinder storage rack i.umde a plant building, each c-ilinder is individually secured and can be removed without disturbing of dislodging any of the Adjacent cylinders. A m?re modern trend is to have the hy drogen manifold outside a plant and the Qbn-iers delivered m multiple units. This eliminates much of the danger tn handling cylinders and remove* the fire hazard from the plant building. When Overhauls are in progress it Is the time of greatest physical exposure to the plant employees. However, it thrsc are well planned, this period can ofter no more haz ards than normal work and can be accom plished without injury. Be sure that there is ample room around the unit for men to walk without danger of tripping. Careful placement of material and equipment at this time is mntt important, not only for safety; stepping over and avoiding items during the entire overhaul will impede the work materially. A portable toot rack that can be brought right on to the turbine room floor will help -peed progress of the work and keep the in a natter condition. The right tool can always be found immediately without looking over and through vast amounts of mKcrial, equipment and tools. Placing the spindle tn an area where it will not be damaged and where it can b* worked on with ease is most important at mis time. A substantial support is most Mccessarv as any damage to tfte spindle could tin only cause injury but aiso seriously delay the progress of the overhaul. One of the basic safeguards m power plant work operations is the tagging or 1 fold-Card System. This syMem should berome automatic and be used without devia tion or question, even when the switch or valve U within sight or reach. There is no telling how many lives this svmctti has saved, even on low voltage apparatus. The u*e of the Hold-Card SyMem on higher voltages has long been one of the Immc safeguards in the electric utility in dustry. Placing a card on the open switch or equipment to be removed from service is a necessary part of the procedure. The continued use of the Hold-Card 5>rtem without deviation will continue to be an important element of power plant safetv a* well as that of insuring the vifety of other utility company employees, \ switch stick is usually found tn use in a substation of a power plant. In one case, it was reinforced by welding long strips of metal to the head and extending them down the stick. This made the stick very nazardou* to use because of the length of exposed metal. Repairs that niter a stick that is to be used on energized equipment sh-uiM not l.e permitted. Usually the only rrpeur- that are necessary arc sanding an-J rennl-hing a Mick. A safety practice that gves lack to the early days of the industry is that of placing switchboard matting in front of switch boards that have exposed knife btade switches. It may be that because of modern design, not manv substations and power plants have this type of equipment anymore. However, those places that <nU have equip ment of this kind should employ rubber switchboard matting in front of the switch board. Because of the large numbers of exposed low* voltage connections behind present-day 19 iVtJ? National Safety Congress switchboard panel*, it i* wise to use switcht*,ard nutting m tint area. The mountains of ccai that must be moved and handled at modem coal burning power plants poses many problems as welt as haz ard*. To first unload It from barge, truck or train, move it to a storage pile tempo rarily and taler move it into the plant, crush or pulverize it. run it through the furnace and dispose of the ash creates many oppor tunities for employees to be injured and for plant damage to occur. One of the most serious lunching hazards inttnected with coal is the danger of a coal dust explosion. Electrical wiring codes re quire the use of du-l-oght equipment. If ilie bulb should break of lup<cn, the resulting ..re would not trigger an explosion, even in h .lusty atmosphere. The same was not true lor an unprotected however, because the dust-tight pro tective globe was either broken or not used. For this reason the expense of installing vonlv dust-tight wiring throughout the rest ot die area had been nullified. Makeshift of temporary wiring can nullify the value i.t having expensive dust-tight electrical fit ting* and conduit. Arts time thefe are changes in the wiring interns in dusty area-, the changes should be made to conform with code requirements, otherwise the value oi the special precau tions taken in the remainder of the svstem arc lost. After a length of conduit had been removed from one junction box, it was left open, instead of re-*raling the holt The proper ripe oi extension cord recom mended to be used in coal conveyer systems ,uid lowered into coal bunkers has all the dust-tight qualities of the previous equip ment mentioned, with the addition of a metal uuurd over die dusl-tiuht globe covering the bulb. A dust-tight w-ttch mounted on the wall is used for turning on the light. \V> found an ordinary electric fan had ticen brought into a conveyor room, as well a* adapters to enable ordinary plugs to fit into the explosion-proof receptacles, As an example of really going out of your way to crate a hazard, we found that instead of repairing a switch that met code requirements, someone had wired an open kmfebiade switch into a system. This pre sented a double hazard because it was in the pit below the coal unloader, which is always damp, so an employee could have i*en electrocuted here, in addition, the area .cry dusty during periods of unloading. <.>ntv safety-type gasoline cans, painted red and prominently labeled, `houtd be used for Hnmmables with a low hash point. Safety vans come in various sizes and are strongly constructed. The points that make it qualify tor a safety can are that it has a spring loaded, self-closing spout and a flame ar rester which prevents flame from entering the can, even if it were placed in a bonfire. Power Plant Safety extends into the plant laboratory as well. One of the principal hazards here is that of handling acids. Con centrated adds in larger quantities should net er be stored above waist high because <>! the possibility of dropping one and hav ing it sptas for a considerable distance, ft >5. much better to store larger bottles of Miecntrated acids dose to the floor. A* oxygen must be used in the laboratory, provision should be made for anchoring a Untie to the wall and connecting it to a permanently mounted fitting tor dispensing the oxygen. Any spare cylinders should be tored outside the buiidtng or tn a separate Murage area. If these conditions are not met, this too would subject (he entire plant t-i jtnalty insurance rates. Portable ladders are used extensively .triomd a power plant and these have been the source of many serious accidents. All -iraight ladders used ui power plants should equipped with safety feet to give them greater stability. However, a ladder need* more than safety feet to make it a safe one. Proper storage can do a great deal toward keeping ladders in good condition. A ladder rack makes it convenient and easy to pick Mtit any ladder a person may desire Power Plant Safety means guarding mov ing equipment We found mon-cooling tans Unit were originally unguarded and were equipped with two-wire cords. Plant per sonnel made and installed guards on both Mile* of the fans, together with a guard user tiie pufteys and belts. A three-wire cord was wired into each fan so tliat the frames could be effectively grounded. Rubber gloves are needed in power plants but sliould never be used for any otJier purpose than that of protecting a man's hands from contact with electrical voltage. i.Miig them for other purposes could damage 20 i'ntthe Ulthlia them and a person who bier must wear them could be injured because ot it. Rubber gtoves also need proper storage to Weep them (rom being damaged. They should never be placed in tons with other *( and equipment- Minimum protection is keeping ihtm in a cruiva* glove bag. When rubber gloves are kept on the tur bine room floor or anywhere where there i* rotating electrical equipment, they will probably he damaged in a very short time. They do.uld be kept in a closed container and preferable in a nn separated from rotating equipment. The thrcc-prong polarized plug* that come standard equijertem on ail modem tools have created a problem and a hazard. Be muse many stations have not provided re- -Mptaclex to accommodate these plugs, men have resorted to various ways of making qie plugs fit. In order to use the equipment t.s plugging into un ordinary two-wire rei.ptarie, some workers merely sawed off the .-rounding lug on the plug. In another case, an adapter plug ws taped , the original plug. Someone then cut off the grounding pigtail, so the end result is dm there is still no case ground on the drill. The adapter plug can be used safely if U is i-fopcrly installed by connecting the ground ing pigtail to the conduit. However, it is recommended that the receptacle* be changed accommodate the polarized plugs as soon possible. Grounding the frame of any eiectricaj ..ppliance is a very important process bctiiuse more people arc killed cv cry year i*mg detective electric tools than there are utility employees killed working on high voltages One company solved the problem temporarily by making up an extension cord Mft. Do vou know- what emptoj.ee* in >ur company are doing to soive this problem, or ;*re vr.u just taking it for granted that they will do the right thing? Proper clothing and protective devices (lav an important part in Power Plant Safety. In a flame welding operation, we tound the man's hands, arms and head ex posed to flying sparks. Hts sleeve was rolled to present a pocket for flying sparks to lodge in; his dark glasses were not in use and he was welding near flammable material that could be easily Ignited, Another employee, properly aimed tor do ing this same task, also had a shield in place to prevent spark* from flying out of the are* and to prevent other* from watch ing the flame, which could damage eyes. \ different type of eye protection is needed fur arc welding. Here it is even more im portant to employ the use of a screen to shield the arc from injuring other em ployees. This practice is not used enough .itui should be further encouraged. A dust respirator i* another type of equip ment that is needed on many power plant jobs. W ire brushing the scale and rust from a casting is an example of the ivpe of work where this protection is needed, as well as fte protection. Some employees seem to feel (Jim when glass shields are used with grinders, further rve protection is not needed. However, this is not the case because it doe* not offer tull protection, in order to start one type mi grinder, the goggles at the center of the grinder must be removed to have access to the switch. There should be no excuse for ,m emplovee not wearing *he glasses when ever the grinder is used. Most power plants are near water oi some kind and whenever if is necessary to work on or about water over a person's head, life preservers are a necessary precaution. Work ing around coal barges provides many op portunities for falling into deep water. This hazard is increased during winter weather when ice and snow present slipping ilizards. Wearing life preservers at all such times is a necessary requirement. Hvdrazene has come into rather common u-e in the water treatment areas of modem {H>wef plants. This chemical demands a proper understanding of its properties and Uuractcristtes in order to avoid the many hazards it presents. It is commonly used a* ,i rocket fuel, but in the concentration used in power plants it is non-flammable and nonrxploqve However, it some is spilled an the floor and a part of the solution evapo rates, the residue could he flammable and explosive. Gravity dispensing of the liquid is not recommended for this substance. If the spigot were damaged or knocked off, a "ertous problem would result because of the highly toxic qualities of the material. For these reasons, a pump-tvpe dispenser is a much safer way ot dispensing the liquid. 21 /'*'&? National Safety Congress Minimum personal protection would be rub* ber gloves and acid type safety goggles. However, the full use of acid resistive clothing, in addition to rubber gloves and acid goggles, is highly recommended while handling hydraient In addition to the pro tection it affords tne employee, suen garb should impress him with the fact that he is handling a hazardous material. There are other tasks around a power plant which dictate the use of acid resistive clothing. One of these tasks is that of working with, cleaning the tanks or mix ing caustic in the water treatment tanks. In addition to the use of acid resistive Nothing, whenever acid* are present, either inside or outside a power plant, provisions should be made for ready access to copious quantities of water. This is necessary in case of a tank rupture, pipe break, valve leak, etc, so that employees can immedi ately flush away any add that contacts their body or clothing. This will minimize any injury that could take place. A deluge shower and eye-wash fountain are recommended. Handling dry, hydrated lime calls for spe cial protective devices such as dust respi rator and dust-tight goggles. Power plants should be prepared to cope with a chlorine leak should one occur. An employee equipped with a canister type gas mask is able to make the necessary repairs. A power plant employee preparing to en ter u. large tank for spray painting of the interior should have a supplied air mask. This is one of the many types of protec tive devices that are needed and shouid be used in every power plant In the dual analysis power plant safety depends on capable employees who know their work and will not deviate from pre scribed safe practices and procedures. One of (lie very critical power plant procedures in which established routine should never be forgotten is that of lighting off a furnace. Whether it is coal, oil or gas fired, there is great danger when strict adherence to proper sequence is not followed. However, by following established routines, this task becomes completely safe. The very fine safety records that have been established arid are being established daily in plants throughout the country a highly encouraging and a great tribute to many of you safety men who are doing - marvelous job. However, we cannot live on safety rec ords, we cannot depend on yesterday's per formance to protect us today. We must take l*omve steps to insure that these fine safe ty records will continue today and tomorrow, t challenge you as safety men to make a reappraisal ot your own performance. Do your plants have all the necessary* protective devices? Do they have established safe routine* to follow? Have the employe*! had the training neces-iry to perform their work safely, of can we find many e the unsafe conditions or practices that were re viewed here on your property? I challenge you to make a reaffirmation of vour goals in safety for yourself, for it.-ur family, for yuur company and its em> I'toyees- And { challenge you to make a redrdtcation to the task of finding and stopping accidents before they happen. Not that you need do this actual work your self, but you must provide the leadership that wilt get the job done. If you will accept these challenges, it will assure that your company, too, will have and continue to have "Power Plant Safety" Public (UitUiet SAFE GROUNDING PRACTICES FOR SUBSTATIONS AND POWER STATIONS By E. M, DAVIS Gilbert Associates, Inc., Reading, Pa. `"atetv to pef-.mwl i* of [wiramotint im portance in she desisn of electrical equip ment. a* welt a* m the arrangement and ipphcation of -ut h equipment. Numerous irtkle* Have been written regarding the designing of safety into a substation, and n each caw. the author acknowledges the irominent rote or the grounding svstem in \elpmg to achieve a higher level of safety m personnel. The proper and adequate grounding of noo-currem carrying part* suitably coordinated with the maximum postbfe svstem ground fault currents (cads to ,ui increase of safety, both to persons and property. This is not a simple accomplish ment, however, since grounding is often 'Kividered to be more nf an art than an enact science. Many differences of opinion exist regard ing the bet method of grounding and yet most of these methods may provide satisI'actorv remits. Of cnur*e. there is always the danger that existing methods, adequate iit the past, may not be successful for fu ture substations where the rntcrias of deign. capacity or environment may he differ ent from those encountered previously. Tor these reasons, it would seem pertinent to alt concerned, that existing grounding design practices be reviewed periodically-, to ascer tain that such practice* are not outmoded by new levels ot electrical elwracteristirr, ot by changes in company policy*. It is (he purpose of tilts paper to disaiss ,md recommend safe grounding design prac tices for substations, but it t intended that these recommendations be such that any preference regarding the particular method tned to accomplish the end i left to the option of the individual. The safe grounding design considerations to be reviewed deal primarily with the grounding if non-current carrying parts, structures, and auxiliary low voltage circuits for safety to personnel and the grounding for lightning and surge pro tection. It should be recognized, however, that the grounding of non-current carrying parts m substations is intimately associated with the neutral grounding of tnm,'mi**Km systems, For example, system fault current* m the ground may in themselves set up po tential gradients in a substation which mat lead to dangerous voltages between con current carrying parts. The design of the -obsUtion grounding system must be concerned with the following two electrical characteristics- 1. The maximum voltage gradients which can be permitted to exist throughout tlie -iih*tation area during tiie 'h.w <>i fault current. J The maximum rise of voltage above absolute earth which can fw permuted in the substation ar<-a during the flow of fault current. These characteristics will depend upon the magnitude of the fault current, the con figuration of the earth electrode, the area covered by the earth electrode, and the resistivity of the sod. Ihc problem is to design the grounding s>*tem so that voltage gradient*, during fault conditions, cannot result in any step >;.r touch voltage greater than tolerable values. Low ground resistance, by itself, is no guarantee of safety, unless it it so low that the maximum ground current flowing through it cannot raise t'e ground system potential (above remote earth) beyond a value which the body can contact safety. In all other cases, gradients should be studied. From a practical point of view, it should not always be necessary to make extensive investigations and calculations for each grounding system design. Often, previous designs and past experiences form the basis of "standard design practices" for the usual condition* encountered in most substation locations. In fact, it may often be more economical lo install a ground system that is known to be "ever designed" than lo spend the time that would be required to custom design a ground system. Standards govern the design of many substation grounding systems, and with the /Wh* Stihonal .Safety ( nmtryn uk of good sound judgment, there is vo` reason to believe that such procedures can continue to be utilized in a large percentage of the application*. Caution should be ob served wherever standard design practices are utilized, to be certain that the particular situation does not impose condition* different from those upon which the standards were established If it i desired to cu.'Totn design a ground system to suit the specific condition*, certain investigations and calculations are necessary*. First, the characteristics of the *od must be investigated. The maximum ground current and maximum tolerable potentials must be determined A preliminary design of the grounding system will then permit calcula tion of the grounding system resistance, the maximum potential rise of the grounding systm? and expected step and touch potaitials. These calculations then determine what changes should be made in the preliminary' design to provide a final design which will limit all potential gradient* to a safe value Although voltage gradients along the sur face of the ground or between elements of a station during faults offer the greatest hazard to persons and equipment, it is not possible to set a specific limit to this gradient that will cover alt circumstance*. One reason tor this is that tolerable shock currents vary' inversely as the square root of the shock duration in second*. Since the tolerable shock voltage depends upon the tolerable shock current as well as the soil resistivity, the body* resistance and the contact resistance with the soil, it is obviously difficult to fix a value for maximum permissible voltage gradient*. Values between 100 and 400 volts per foot are used by* most utilities. The grounding system design should be based upon achieving a$ low a value of ground resistance as possible. Here again it is difficult to assign maximum permissible values, since there are numerous factors which enter into such a determination. Ac ceptable substation ground resistance values depend upon such factors as fault currents to ground, voltage of station circuits, needs foe limiting system neutral shift, limitation of surge voltages, and resistivity of the soil Since the selected value of ground resistance determines the maximum limit of resistivity of the soil for any given sub station, severe location restrictions may be encountered if the maximum permissible ground resistance value is below practical attainable values. Maximum expected short circuit current* !> earth should be determined tor each sys tem under consideration. The values of srmsnd current that can Row from sources w -thm and from *nirvcs external to the station should be determined. Ground con ductor <ire< shall be selected on the basis * i maximum, three phase, short circuit currents, even though neutral resistor* may normally be in service to limit phase to ground currents. The maximum duration ot current flow must be derided upon, since this influences the sire of conductors in the ground system. The duration ot current flow is determined by the protective equip ment m use. formally, ten seconds should ?* allowed; this time being in excess of that required for anv back-up protection t*> act. An adequate ground ma* if essential. It U usually nece*ary that vme form of (-round network be provided in a substation. Tins may range ail the way from a few conductors connecting the ground mas* and the foundations of the equipment to an elaborate network throughout the entire sub station. 'The total length of buned conduc tor must always exceed the amount neces sary to provide gradient control for tolerable touch potential. The formula and data nec essary' to make this calculation is provided in an A1CE committee report entitled "Volt age Gradients Through the Ground Undvr Fault Conditions." A continuous ground should surround the grid perimeter, to en close as much ground as practical and to avoid current concentration and hence high gradients at projecting ground cable end-. Recommended Design Practices are afollows; A. Connections to Barth The recommended practiee is to provide a grounding system that is completely self sufficient without depending upon other bodies, such as water pipe, even though the grounding system ts connected to such pipe. B. Surface Preparation A slag top, three or four inches thick, is recommended to cover the ground and serve as an insulator. The conductor should be buried a minimum of six inches ami pre ferably a foot below the top of the slag 24 Public LUilllift surface Supplemental grid mesh wires may he laid in very shallow trenches directly underneath the slag, if required, C,Grids A grid or network is an excellent means ot establishing a uniform voltage ^distribu tion at the surface of the earth. Grid svsiems usually extend over the entire station yard and may extend some distance beyond the boundary fence. The grid spacing should he reasonably uniform and should obviously be located along structures or equipment to facilitate the making of ground connections. D Ground Rods Rods, because of their deep penetration in ihe earth, provide an excellent method ot obtaining low resistance grounding. In addi tion, they offer the advantages rf relative low cost and ease of installation. The ten loot length of rod has become fairly well established as a minimum standard length to meet the code requirement of a minimum ot right buried feet. Subsurtace conditions may require a rod of shorter or longer length. Where practicable, ground rods should be driven into levels of permanent moisture. E, Interconnections with Other Systems Where a substation is located close to a Kenerating station, or where two substation* are located dose to each other, their ground ing systems should, if at all possible, be connected together. Several paths should be provided but the size of each conductor should be capable of carrying me maximum calculated fault current when all equipment m the stations is in service. F, Connections to Large Water Masses In tome instances of extremely difficult grounding directly at the substation site, better facilities have been found relatively nearby, such as a stream or other body of water, and use may be made of such facili ties by installing the ground bed at the needed distance from the station and ex tending the ground bus out to the ground bed. Where this t* done, care must be taken that the ground bed and associated connections do not constitute a high voltage hazard to person?, under fault conditions at the station. it. Conductor Sice The size of conductor which should be used for ground busses and connections de pends on the magnitude of the mrrent and the length of time it may be expected to flow. The following cable sizes are recom mended, based on a copper melting time of ien seconds: Fault Current Up to 7,000 amperes 7,001 to 12,000 amperes 12.001 to 17,500 amperes 17,501 to 22,000 amperes 22.001 to 26,000 amperes 26.001 to 35,000 amperes Copper Cable 4/0 550 MCM 500 MCM 750 MCM 730 MCM 1000 MCM Copper Sue Bar Copper !" x W l- * W 2" x H.' 2"s!t' 3" x H` r x ye It is recommended that 4/0 AWG copper lx- a minimum for the main grounding loop inr mechanical reason*. Liberal size of conductor* in the grounding system usually i* considered a good investment as the *wi is relatively smalt and the security afforded ts great. Equipment grounding should be handled as follows: A, Supporting Structures Alt supporting structures, such as towers, pipe column*, individual or interconnected hndge structures, and miscellaneous stntc- lures, *ueh a* for disconnecting switches, po tential transiormers, lightning arresters Of coupling capacitors, sltould he grounded at their h*.e, in general. it is considered good practice to provide two or more paths to ground iW each piece of apparatus that may receive heavy fault currents. B.Circuit Breakers N'on-current carrying metal parts of all oil circuit breakers should be grounded near the base with at feast two separate paths to the ground bus. When the breaker mech anism t* mounted separately from the breaker 19&2 Motional Safety Congress frame, or if the broker has separately mounted tanks, each (art should have two separate Connecticut to ground. C. Grounding of Structure Mounted equipment e&szry to use insulated platiurms it the sta tion ground has been designed to kr*-p all touch and step contact potentials within safe limits. E. Transformer and Regulator Gr.wdtnc It Dus not always be necessary to turn AO transformers and regulators within a a copper or aiununtzs ground conductor Substation should have all non-current carry - <kmra a ated supporting structure to the ing metal parts connected to two grounding grorasd tineas u*t because some equipment pads. The two grounding pads should be re tJw wraenure rcquuc* grounding. Con- connected to the ground grad by solderle** dmoao. may far aefc that the steel structure connectors. Lightning arresters mounted on m8i imd a rdoUc mad PUBtMmrjua Sow the transformer should be connected to these wyed--ee path itiroqphcxs it* length. In groundhe pods by a copper bus or the tran- tins nal, tfe? aqmpaueBi can be roroUs former tank tf this prove* to be a `-wer grandad to? le.^r.Hiig r clamjmrag to the impedance path. unium md tfee enminl steel conaeeted inam kmaonw mem ** War u> the guxeid ffimi by m bant two **jrie paths If there u not atieqmhc assurance that the si reI structure iB provide the necessary Sow impedance path, thee a copper or alu minum conductor should be run from the equipment Jki$c to the ground s> stem. light ning arresters should always be provided with a reliable tow' impedance growd con nection. They should he connected ax close as possible to the terminals of the apparatus >o be protected and have as short and direct a path to earth as is practicable The light F. Metal-Clod Smtckgear, Cmt Suorioturns md Control Panels A ground bus of suitable eurroit carr>iri: capacity, usually K**2" cross section cupper liar should be installed throughout the strjc hire. All non-current carrying metal pan* of the switchgear should be ffrcii t* this ground bus. A Img mw of switchgear units should have a connection to the ground grid at each end; however, each conductor should be sized for the entire short circuit rating. G. Fence Grounding ning arrester ground system should be in Where the substation ground grid terconnected with the substation ground grid Semis beyond the fence, or reasonably d**c :md the frames of equipment being operated. to it, the substation fence should be tied to D Grounding of Sivitek Operating Meek.mums the ground grid- If th -uMation fence is located some distance irom the substation ground grid, the potential gradient along the A large percentage of fatal accidents from earth near the fence caused by heavy fault gradient voltages are associated with operat current discharge is rarely troublesome. Un ing handles and, therefore, special attention should t>e given to the grounding of such equipment. A well prepared surface should der this condition, the most satisfactory' fence grounding is to isolate fence ground from the substation ground grid and provide sep be available to serve as a grounding mat arate electrodes near the fence, or a buried for the protection of the switchmen In wire two or three feel from the fence and creased safety factors are provided hv an bonded to the fence. It it desirable that equi-potential grillage securely bonded to any surface on which a person may l< the nearby structure and operating handle standing be substantially at the same poten by * conductor of adequate site. This may tial as surrounding object* within hh reach. le either located on rr buried a riiort dis tance below the <nriacc where the operator will stand when r<peratiog the switch and may take the form of platforms on the sur face of the ground, buried mats, or boned loops. Every effort should he made to extend the main grid beyond the fence, and the ex pedient of separate fence grounding should only be used in the most unusual and special sases In certain locations and station ar rangements it is deemed good design practice l"be sue and position of the surface should to provide a copper wire, either solid or permit the operator to opes cad ckw the branded, parallel to the fence buried 12 to -witch without having either tuoa ut the dlin-potemul surface h diunld wit W mm - l* ssehe* deep at a distance of 18 to 24 m rasvidc the fence. A thick Liver of 26 Public Utilities crushed stone outside the fence provides an additional measure of protection. Before de ciding to use an isolated fence ground sys tem, the designer should also consider whether a hazard may be introduced now or later by communication or low power rtfcults between the station area and some point in the fence area, such u a gaic-hmisc. H- Oil Storage Tanks Tanks used for the storage of inflammable liquids and gases may be subject to com plete destruction from a mail spark which would be vf ao consequence except for the practice of combustible or explosive mixsure*. Storage tasks should be well grounded to ecoduct cm reut ci direct strokes to earth snd avoid building up potentials that would acute iressg to ground. Steel tank* with intimate coctact with the earth are usually considered to be well grounded. Is all case*, joints and piping connections should be elec trically continuous, and all vapor or gas opcmngf closed or flameproof. It U good practice to have the manufacturer furnish the tank with two ground pads on opposite sides of (he tank. A solderless connection is made at these points to the ground bus. T. Equipment on IVood Pott Structures The same principles of grounding apply in wood pole structures as to steel struc tures except that a continuous copper or aluminum conductor is always required to connect the equipment base to the ground system. For single wood pole structures; only one ground wire is required for grounding equipment; for nvo or more poles, two sep arate ground wires should be run down to the grounding system. Plumbing Facilities and Pipes Plumbing facilities and piping for water, $&s or oil should always be connected to the station ground system, preferably at sev eral points, to avoid hazard* within the station area. Where it is thought desirable to stop transferred potentials, insulating sec tion* must be inserted. These <nuiating sec tions should be of she order of Ft feet in length to avoid shunting by tic adjacent soil. K. Coble Artngr snd Cable VAir/rf Grounding The lead sheaths, shield asd armor of three conductor asd small >aegt* conducts? iless than *00 UCSf turner eabir Oswald he grounded at several intermediate points. The lead sheath, shield and armor of large single conductor cable (=00 MCU and above) "hould be grounded at one point only to prevent circulating currents The sheath, and armor of such a cable should be insulated frees ground tliro-ghout the re mainder of its length unless the cable is too ioog. is which case insulating joints must be provided to permit grounding at a suriidoit number of points to keep sheath voltage down to acceptable limits. L. Conduit The conduit system should be grounded to the ground bus or to the building steel as near as practical to the point where the conductors receive their supply by means of ground chmps. Condons less than 25 feet which are free from possible contact from gsosmd or personnel need not be grounded. M. Rails Rail* entering the station, when connected either intentionally or otherwise to the ground grid, can theoretically create a haz ard at a remote point by transferring to that point the grid potential rise during a fault. Where considered serious, these hazards can be removed by insulating joints where the tails leave the ground area. A second set of insulating joints beyond the first would provide against the shunting of a single set by a metal car or the ground itself, and also reduce the somewhat remote hazard of accident from potential differences acres* a joint itself. N. Auxiliary Buildings Auxiliary buildings should be treated as part of the substation for grounding pur poses, U relatively close and especially if linked directly to the substation by water pipe, cable sheaths, telephone lines, etc. If more remote, and if such conducting links are lacking, it may be permissible to treat such buildings as separate units with their own local safety grounds. If served elec trically from the substation, they should then Have tfcar own distribution transformers of a type to provide adequate insulation against transfer of the substation ground grid po tential rise fa somming up the foregoing, it will be rated that the greatest emphasis has been placed npea guiding principles tor obtaining a esfety grounded system, rather than de- 27 f*>A.? Xcilionjt vi/rtv Congress `iuJmg specific meihod* invoked in the de signing of grounding systems for substa tion*, ft muit be recognized that there is more than one correct method for itandling a particular situation, any one of which will provide the desired result. Thus, the safe grounding design practices described in this paper base been limited to a generalized discusuon. First and foremost, we should always keep m mind that the primary function of ground ing is to provide an increased level of safety to persons and property. The crux at the problem seems to be in deciding how ex tensive the grounding system should be to provide the deirrd level of -aietv mded by the recommended principles given herein, the substation grounding system should re sult m a high degree of safety to personnel, without sacrificing good engineering practice and economic use of materials REFERENCES APPLICATION GUIDE ON METHODS OP GROUNDING. A1EE Technical Paper M- Committee Report. Technical Paper Sit-in, 3. PRINCIPLES AND PRACTICES IN GROUNDING. Edison Electric Institute. EEt Publication D-9, October. 193$. 4 SAFETY IN A-C SUBSTATION GROUND ING. AIEE Committee R<*r*rt, Electrical Engineering. January 1960. 4. GROUNDING PRINCIPLES AND PRAC TICE. IV--SYSTEM GROUNDING. Electneai Engineering. April 1HS. . SAFE GROUNDING PRACTICES STMr'.iSIUM. Pennsylvania Electric Associa tion January 2$. I9e. SAFETY IN HOISTING EQUIPMENT By R. B. MARTIN The Hydro-Electric Power Commission of Ontario. Toronto, Ont,, Canada In the electric tiiilitie- held we have a daily need to rmkc ii*c t-r vnnr.us items of hoisting equipment. Fin* equipment range* all the way irom portable hand-lever oper ated hoists of li-ton rapacity up to fixed overhead cranes of perhaps 200 tons capac ity. We make ue ut tin* equipment in our shops, our garage*, our warehouses and our power plants; we u*e it on our construction projects, in our maintenance programmes and wherever material* have to be handled. Some of it, such as pole derricks, aerial ladders and tensioning equipment, U perhaps peculiar to our own industry; other items are construction or material handling tools common to a wide range of industry. Very little of it is adequately covered by national safety codes or legislation. \% an example. The American Standard Safety Code for "Crane*. Derricks and Hoists," a widely recognized document, does not apply to the temporary use of such items for construction work, and specifically excludes hoisting machines of less than one ton capacity. Nor does this code give any guidance as to the safe minimum or maxi mum sizes and other limiting dimensions of wire rope and their fitting*, sheaves, drums am! similar equipment, all of these closely connected with safety in hoisting. I'm not a safety officer, but I do realize u> a certain extent how varied their re.sport-ibilitie* arc. The men in our organization* who are directly concerned with safety have to W aware os the hazard* associated with working with electrical equipment. They have io have a good knowledge of fire pre vention and fire fighting; they have to main tain a constant effort to ensure the safe operation of vehicles; they are concerned with good housekeeping, with the safe use of hand ami power tools, with water safety ami with programmes of artificial respira tion. For men who can master all the in tricacies oi these items it shouldn't be any real problem to ai*o become knowledgeable of the problems likely to be associated with hoisting equipment. I think that every safety official in our industry should, if he hasn't already done so. acquire a fair general know-ledge of rig ging and of hoisting equipment and set out to make himself an expert in five features in this field. I. In an understanding of the hazard* as sociated with hoisting equipment; 23 Public Utilities 2. In ensuring that alt hoisting equipment in kse has been properly approved hv your engineering groups; In making sure the workmen involved hare had proper instruction in the use and maintenance of the equipment; 4. In a knowledge of what is the safe lifting capacity for the various lifting ele ments wire rope --- chain -- fibre req* and plastic rope; 5 In familiarity with all state and local law* and codes that apply to the work being performed. Familiarity with applicable na tional standards is also desirable. This paper cannot cover all of these aspects, but 1 hope that a few- examples will be of benefit and will serve tn encourage any ot you who haven't reached that happy state, to become expert*. As an example of the hazards associated vith hoisting equipment, let me first briefly lixuu the problem* which may be encoun>cfed with mobile cranes. The term "mobile crane* could cover any crane that move*, but the specific type of machine that I in tend is shown in Figure 1. It has a full re volving turntable, a means of varying the fwxmt angle, a lend hoist (to raise or lower the hcokt, and a travel mechanism. These units may be mounted on crawler treads or *n rubber N gaud knowledge of the hazard* *sorutted with hoisting equipment can be gained by taking a hard took at this machine because it involve* so many factors. This tvpe machine is wium used by electric utili ties in construction programmes, in yard work for handling heavy equipment ami for re-locating or extending existing steel struc tures- All of you are probably quite familiar with the need* for safety when these ma chines arc* working in the vicinity of live eimii?*; providing adequate grounding, avoiding contact with overhead uires, keepin c guard* on moving part* within the cab, providing a fire extinguisher, using standard hand signals, keeping workmen clear of the swing area and out from under suspended ioad* and other general safety precaution*. However, there are two major sources of danger which are not as well understood. With units of this kind there have been a goodly number of occasions when the unit list overturned or the boom has buckled. Thus l*m going to confine my remark* on cranes to jtnt two aspect** What causes -i crane to overturn? Why do booms buckle? bet s start with stability. Any mobile crane ran he tipped over. A machine ha* a certain deadweight which can be considered to he concentrated at the center of gravity. The resisting moment of a crane is this deadweight acting at a distance from the center of gravity to the tip point. The up point is the centre of the wheels, the centre line of the outriggers or the centre of the tread. The overturning moment i* provided b> the weight overhanging ihe tip point. This it made tip of the deadweight ot the boom and rigging and the load being ban died. A machine will up o\er if the weight times (he distance beyond die up point * greater than the weight time* the distance inside of the tip point. It** a fairly easy matter to enumerate the factor* which affect this stability. particu larly in respect to those items which are a port of the manufacturer's warranty. Then let me discuss those items which are a direct iunction of the overturning moment and the resisting moment First there should be a load chart supplied with each machine. For truck mounted cranes you w-ill find that this chart gives permissible loads which can be han dled at various radii and that this rating, m term* of stability, is based on 85 per cent ot the tipping capacity. Make sure that the machine fus a toad chart and that the following points are dearly understood: a. The radius of the toad i* measured from the centre of rotation to tlie centreline of the hook, as shown in Figure 2. This practice of refering operating radius from the centre of rotation is used by all manu facturers. Unfortunately, the centre of rota tion is not an easy place from which to make measurements, and you will find work men measuring from the foot of the boom, from the outrigger, from the rhassi*. from the truck bumper or any other convenient place Von can ensure safer operation if you clearly mark on cadi crane the distance from the centre of rotation to the boom foot pin, or use a boom angle indicator and make sure that the lifting charts show* the correct boom angle for each radius. b. The rated load is different for cadi boom length. Boom length is measured from the boom foot mounting pin to the centre of 29 tV62 Satunust Safely Congress the lend sheave. Thu* <-rine rated at 25 tons with a j&ioos boom may have a rating of only 16 tons with a 30-foot boom. Make Mire that the chart in use is applicable to the length of boom. c The published load in all rating tables does not include the weight of the hook block, the sling* or any equalizers, N'or does it allow for the weight of )ib extensions or auxiliary hooks. Any extra weight on the boom reduces the actual toad that can sal'eiy be handled. d The chart may show- three separate load ratings, in terms of boom length and permissible load' One rating for lifting in any position with the outriggers fully ex tended, and two ratings for using the truck without outriggers--vne when he lead is being taken over the side and another for taking a lift over the rear. Don't try and interpolate between these readings. Because there i* 4 difference between side stability and rear stability, and between outriggers out and outriggers in, there is a tendency of operators to add additional ratings for lift ing over a comer or for having outriggers partially extended. This Is poor practice and may not only affect stability but also struc tural integrity. Remember that, without out riggers, the capacity is grea' at over the rear. Thus, if you pick up a rapacity load at a high boom angle over the rear, you may tip the machine over if you attempt to swing around to the side. e. A large portion of the machine stabil ity is provided bv counterweights. These are sometime* changed on multi-purpose machtnes--icss weight being required, for ex ample, for shove! work. Make sure that the correct counterweights are being used. I've seen machines where the contractor has add ed home-made muuterweights--perhaps * barrel fuQ of steel punching*--probably be cause he feet* that if he cun get the load off the ground, the machine can handle it, Again he if nvererming the problem of sta bility but inviting a structural failure. The five points just discussed are inherent in any load rating, but there are other points which may not be as dearly understood. Let's look at tome of them. Rated loads are static loads at a definite radius. We can get increases in the actual load, or in the initial radius, from the operating conditions: these can result in an instability condition. Con sider these points 1. When handling heavy lead* with a large surface, area wind, and particularly wind gusts, lead to instability. Don't attempt critical lifts under adverse wind conditions. <?. The operator who suddenly applies the brakes or the dutch of the hoist drum can develop a force in the hoist line equal to several limes the load itself, and under cer tain conditions he can jerk the machine over. X The operator who slew* a machine at relatively high speed causes the load to swing out from the machine and increases the overturning moment. 4- Operating on a grade affects the sta bility, Swinging from the high side to the low side increases the radius and can lead to overturning, as shown in Figures 3 and 3A. Note too, that a boom at minimum radius on the low side can't be swung over to the high side without risking collapse of the boom over the cab. 5 The support provided at the tip point 1* important For example, if vou lift a heavy lead with outriggers, the tires on the load tend to batten out, as shown in Figure 4, which cause* the load to swing away from the machine. Data supplied bv one manufacturer estimate* that this swing-out may be in the order of 10 feet for an 80foot boom at an initial radius of 20 feet, this Increase in radius means that even if the urut doesn't tip. it will still be badly werloaded You can overcome this difficulty by plac ing the boom tip inboard of the load and puffing the hook over to the fold. You can also reduce this tendency by making sure that tires are properly inflated or that out riggers are on solid footing. A third method, tor critical lifts, 1$ to lift over the rear, where the swmgout is less and then boom up before corning around to the side, Now that's a fast run-down on the major factors which affect stability. You will find that published data tor "Rated Load" often imply that stability is the jote limiting factor. If this was strictly true, then ail we would have to do to ensure safety would be to put on longer outriggers so the machine couldn't be tipped. But what about struc tural competence ? In Figure S we have a typiod stability or tipping curve for a 33ton crane. Note that at the outrigger block radius line the capacity would be infinitely large. 30 Public Utilities You can't tip the machine, no matter how much load is applied, since it is directly over the tip point; and even at a 10-foot radius the lead required to cause tipping is 80,000 pound*, which u a completely unrealistic toad tor such a light machine. Thus the boom strength or the strength of some other structural dement becomes the governing factor and the rating curve can no longer he purely a stability curve. Saw tins leads directly to the question of strength consideration*, ft would be to our advantage to alwavs know when crane ca pacity u based on upping, and when it is based on strength considerations- The im portant thing, however, is to know that lead charts are not based solely on Upping capac ity. Lifting cham must take many factors into consideration; the strength of the load (mist line, the hot*t drum shaft, boom fait ropes, boom point, turn-table mounting, out rigger, etc, Vs a specific example of the problem at 'trength consideration, let's look at the boom itself. Crane booms must have a high strength and yet be relatively light in weight Most crane booms are an open lat tice type construction with four main angle* or chords arranged in a rectangular pattern md held by a welded lacing of lighter .ingles. These booms are subjected to a i-ending stress due to their own dead weight, .ind must curry a high compressive toad, which i* imposed at the boom point. The designer has to assume that these main chords share the load--that i* all four members initially hare an identical compres sive strength, but that two members carrv somewhat let* than the average compres sion stress and two members carry some what more than the average compression stress, due to bending of the boon. If this ideal situation is not achieved, then one chord will carry more than it* fair share <>f the lead blither overloading of the boom or unequal *tr*** dUtrihution can lead to collapse of the boom. Here are the major factors, which cause overloading of the boom or create a con dition of unequal stress distribution: !. Boom tengti* --- There is a maximum length ot boom which any crane can carry, and long boom* on be buckled during aswmlilv nf lUm.tntimg due to their self* wrieht ahne, I,ong boom* are sensitive to local irregularities. Ihe mam chord* mui be straight and the connection, between sec tions, must not introduce eccentricity. 2. Mounting position -- The boom foot motaiting position is important. These ma chines are usually made a* multi-purpose machines and there is often a choice ot boom mounting positions. The lower mount ing position is correct for cranes. On one failure we investigated, mounting in the wrong position increased the boom stresses by 16 per cent. If the machine has an ad justable gantry, this i* also important The gantry should be in the high position for 'fane work. Why do we want tlie boom suspension raised up and the boom loot down? Well, without going into discussion on column trength, yield points, seeiion modulus and w on, we can show that the compressive force on the boom C lias the relationship i C " -- W where x is the vertical distance from boom foot to pcidant line. (See Figure I I ) Thu* the lower we make the ratio --, .x the lower will be the load on the boom tor a given hoisted load. Make sure that the boom and gantry are properly mounted or boom stresses will increase. 3. Type of operation--Rapid acceleration or braking ot the toad and rapid slewing of the load can pile up boom stresses. When handling light load*, particularly at low boom angles, sudden inertia toads, which can amount 10 several time* the load itself, are possible. 4 Travelling -- Travelling with a heavy load must be avoided. This subjects the boom to shock bending stresses, particularly it moving over uneven ground, and swing ing of the load create* inertia *tre*e* which ran coltapc the boom. 5 a machine isn't level, a side bad i* imposed on the boom due to the hoist ropes. A machine operatmg on a 3H degree grade has been known to have a stress dis tribution suds that there is 60 per cent more stress in a main chord thin the design per mits. This cuts the safety factor down to a very fow level. Remember too, that a ma chine which isn't level tends to top off the outrigger blocking. 31 S96- National Safely Congress 6. Rrtrting---Balanced r'gging can make a contribution to evening nut stresses, Just as eccentric reeving will build up stresses. It is usually possible to position the machine with respect to the load so that minimum 'hie loading is introduced. Summing up the causes of a boom buck ling even when the rated load isn't exceeded, we can make (he following points: 1. Stress distribution is upset by ma chines which aren't level, booms which aren't straight and machines which aren't properly rigged. 2. Stresses arc increased by rapid lower ing, hoisting and swinging of loads or by using the wrong boom foot and gantry mounting positions. Reviewing what we know about stability: 1. Manufacturer's ratings are based on a radius measured from the centre or rota tion. The rating varies with: (a) the boon length, (b) the boom position (side or back.), and <cj the width of support (fires versus outriggers). . The ratings assume that the operating conditions are ideal, that is: (a) the machine is on firm lurd ground, (b) the machine has the correct counterweight, t'e) the machine is dead level, (d) these is no rapid swing ing or hoisting, (e) wind is not a factor, and (f) allowance has been made for hook block and jib extensions. -i Published ratings curves often imply that stability is the sole limiting factor but as we have seen, structural strength require ments may govern Summing up the overall problem; First make sure that there is a correct load chart for each machine and make sure that it is properly understood. Next, remember that the tendency for a machine to overturn is e>od indication that the machine is trying >o lift more than its capacity; with truck cranes using outriggers wc have a wide base machine and boom stresses, rather than tip ping capacity, may be the limiting factor. When boom stresses are high there is no overload warning, no fuse, no circuit break er; booms fail without warning. Now that's a tot on one type of equip ment and I hope it has aroused your in terest You will find that if you can ap preciate the problems associated with this tvpe of crane that the information is di rectly related to other types of equipment. For example, alt of us probably make use of some form of mobile aerial equipment, such' as man-lifts, for such work as tree trimming, insulator washing or maintenance This equipment may be in the form of an aerial ladder, a telescopic boom or an ar ticulated boom, and the movement of these booms are controlled by mechanical or hy draulic mean*. Here we are supplying a platform to support a man, some tools, and possibly some equipment or a tree limb. The use of this type of equipment is grow ing and there will probably be many de velopment* in the future. These units need to be examined closely, both from a sta bility standpoint and in terms of structural competence. You probably won't permit a workman to ride on the hook of a 20-ton crane but you let him ride no an aerial platform which haa only a fraction of this lifting capacity. Thus there is a need to properly appraise any of these devices be fore putting, them into service. In Ontario Hydro w* carry out stability tests on all such units and we make a care ful review of the operating mechanism and supporting structure before putting any of these units to work, fn recent years we have tested three makes of aerial ladders, three makes of radial-arm derricks and nine makes of aenal lifts. This testing has re vealed some mechanical faults, such as a faulty basket levelling system which failed structurally and left the basket free-swing ing (and no safety belt provided for the man), tr showed an instability condition on an aerial lift which was unstable at rated loads. The testing has also given us an op portunity to check the second line of de fense, that U the safety provided when me chanical failures or malfunctions occur. These second defense items are lodes. In terlocks, check valves, onftce ports, emer gency lowering systems and safety belt ar rangements. When these features are not originally provided by the manufacturer, we insist cm the modifications before pur chase or before putting the unit to work. That's a bit of digression to show you the relevance of some of the points I made in respect to cranes. Coming back to cranes --in Ontario Hydro we use a relatively large number of these machines and have it t'ubiic Utilities found it to be adtanugrous to rv-.t u*u> rover the operation of these machines by a standing instruction, but to issue an in formative handbook to all personnel di rectly engaged in crane operation. U> hare ,\iso introduced the subject of safe crane operation at urctv conferences and safety meetings. Let's turn to the subject of hoisting de ment'. The mr-t cr-stly items of hoisting equipment have, ui manv cases, only one object and that is to f rovtde a means whereby a rope of chain can lift and move a load Thus while the lifting dement, be it rope or chain, may represent only a negligible portion oi the total cost of the equipment, it should be one of the first comideraiioes. If completely ideal conditions are provided for the lifting element--good sheaves, per fect alignment, freedem from scuffing, low loads, no shock and so forth, the cost of the lifting apparatus may be excessive; whereas if severe conditions are tolerated --undersize sheaves, high stresses, opportuni ties tor corrosion and abrasion, there wilt be a low initial cost for the apparatus but frequent inspection and replacement of the lifting element will be necessary. Let's briefly took at the lifting elements commonly available, and try to decide what factors influencing safety can be controlled. There are many types of natural (or vege table) fibre ropes available; the most im portant one, and the only one used by On tario Hydro, is manila. This rope is widely used for lifting comparatively light loads and for temporary work. Manila rope is available in several grades. Ontario Hydro purchases the Number l grade, three-strand, medium-iayed Manila rope, as defined by The U. S. Federal Specification T.R.60IA, for all but special applications where a harder lay or addi tional stranding is required. Our standard protection code safety rules recommend a factor of safety of five and give a table of safe working toads for rope and stings. We think that tabular data is the best and safest way to determine safe loads. There are some simple formulas--ior example, the safe working load for manila is approxi mately 2000 D* one ton times the diameter of the rope squared, but it's best to use tables. There are two things I'd like to get A bi--e vurv that your company ha- a ct-T-v-tcM p<hc\ and doesn't purchase Ttsn than on* grade tor the same appli cation. hec'nd. remember that these rope* are made from vegetable fibres and hence will deteriorate. Thu deterioration is prmajmiK trout the interior and therefore, is a* readily detected. Rope should be pro tected fnxn weather and from dampness. A wet rope should be thoroughly dried and -'leased before being stored or it will lose its strength rapidly. Should a wet rope become frozen, there t a danger of breaking the fibres of the rope as they resin bending--even due to handling. ^ fromt rope should be care fully handled and placed where it will thaw and dry. Deterioration of vegetable fibres is hastened if overheated; so keep rope away from boiler*. radiators and steam pipes, and oi course avoid contact with acids, carbon dioxide and carbon monoxide gases, if you suspect a rope has deteriorated, get rid of it. It's better to throw away a short repe than it is to shorten a life. in recent years synthetic fibre ropes have been developed and are now coming into their own. Ontario Hydro is using poly propylene rope in all sizes for general use and is using nylon rope in H-inch size for foresters' safety lines. Both of these syn thetic ropes are impervious to rot, mildew and ftmgus growth and both have excellent resistance to chemicals. Nylon absorbs \ery little moisture and polypropylene none, which means that the ropes don't stiffen when wet, do not freeze and have excellent di electric properties. These ropes are stronger than natural fibre topes, nylon being about 2VS times die strength of manila and polypropylene alma*. two times the strength of manila. They are lighter in weight than manila. making them easier to handle, and they have excellent impact, fatigue and abrasion resistance. In terms of abrasion resistance we ran into tests with the ropes running ner standard sheaves and found that the polypropylene would outwear nunila by four In five times. There is not too much wrong with them. They' operate satisfactorily at tow temperatures and retain most proper ties at /airly high temperature*. At the higher temperatures, their elongation in creases and their strength decreases. J3 National Safety Congn'ts We .ire having them made in different know what grade of chain is being sup color* to identify their use and size- Our plied. I would recommend that you pur- nylon ropes are white and our polypropylene diase all chain to ASTM specification. Try ropes are colored to identify their diameter. We use orange for black for 4-inch, green for H, yellow lor v; and blue for one-inch ropes. We use the same factor if possible not to have more than one grade no the same job; also try to get chain slings permanently tagged to show the safe working Joad. Chains will stretch under ex of safety that we employ for manila. cessive loading and give sane warning of If you are using synthetic fibre ropes there are three points to watch. 1. Make sure of the type you are buy* ing-- there are several varieties available. We found that manufacturers* literature showed strength values derived from theo retical considerations and th.it thc*c values were somewhat higher than could actually tie obtained. We relate our strengths to that obtained with an eye-splice in the rope. 2, If you are permitting higher work ing loads make sure that the reined equip ment is adequate. Thus the tackle blocks and snatch blocks, which may lave been uiur standard items for manila rope, need to be reviewed to ensure that their strength is compatible with the higher permissible loads that von can handle with the fibre ropes. $ These plastic ropes elongate under load much more than do vegetable fibre ropes; This could lead to operating difficulties un ices vour men are aware of this character istic. failure; but they are not as resistant to shock loads as wire rope and may break with little warning. Finally we come to wire rope, which t* probably our most common lifting clement There aren't as many grade* of wire rope as there are grades of chain, but there is more than one grade and there are a good many different construction*. I can't go deeply into this subject but it's a field in which, while there are many excellent publi cations. there are no true national stand ards, such as ASA or ASTM, covering the product. For many years Ontario Hydro purchased wire rope to the specifications nf the American Petroleum institute. There is now available a Canadian Standards As sociation specification and we use this stand ard for our purchases. Get to know more about the strength of ropes, the manner m which they fail and set up programs for regular inspection and replacement. There are several rules tor discarding rope; for example, the ASA Code for Building Construction says that Now let's ulk about chain. This is still used fairly extensively in Ontario Hydro for load binding, butt pulling and general if 10 per cent or more of the wires in a three-foot length are broken, that the rope should not be used. With wire ropes, purpose hauling. At one time almost all and with chains, there are a large number of our sling* were made of chain, but of types of attachments, hook.*, terminal today wire rope ha* `uperveded it for most fittings and attachment fittings. These must lings. It still finds applications for lift ing rough loads, where it will withstand bending, abrasion and corrosion better than all be matched to the lifting element. The ideal situation is to have a nice ductile hook or some other fitting which will visibly wire rope, and it's still preferred for tome elongate and give ample warning of over aspects of tower erection. loading. There are several grades of steel chain available and they cover a wide range of breaking strength, for example ASTM Specifications show that H-inrh carbon steel chain of BBB quality has a breaking strength >vf JO.flOO pounds, whereas H-mch alloysteel chain has a breaking strength of 32,yOO pound*. There U a difference in the link dimensions but you will find it diffi cult to establish the grade by a cursory examination. Make sure, then, that you Unfortunately there aren't any national specifications, known to me, which ade quately cover the manufacture and supply of such items. Vou must either test the attachments you are using or insist that the supplier does a proof test on all slings be fore they leave the factory, Evaluation and proof testing of hoisting apparatus pays big dividends in safety. In Ontario Hydro we have a research division as port of our engineering branch. This division works 34 Public Utililn- closely with our vuppty division m establish ing acceptable items and in testing purchased material As an example of this program, let me mention lever-operated hoists. We use a fairly tarjii. number of these hoists in G-tcn. H4-u>n, and three-ton capacities and a few ?.f six-ton capacity. These hoists are cither a ratchet and pawl mechanism or employ a friction brake mechanism. We have round a wide variation in their performance ami *.f>ty features. In the past three >rj uc have evaluated eight makes and approved hut two of them. Most of them use alloy ttcci chain as the lifting element but there aie manv on the market which use wire rope. We have found factors ot safety, taken as a ratio of the breaking load to the safe working lead, ranging from a low of LIT to a high of 5.9. That is, veu can buy a IJd-too hoist of one nuke which will fail when loaded to f:0Q pounds, or ouv another 1^-ton hoist of a different make which won't fail, un- less you apply a load of 17,700 pounds. Your organization has to decide on the factor of safety that you want. In our case we use a minimum factor of safety of three for this particular item and insist that all heists delivered are proof loaded to ISO per cent of their rated capacity. _ Again there aren't any good national specification* for these items, so make sure that you are having equipment of the quality level which meets your safety concepts. fn our industry we use many other types ot lifting apparatus, ranging from pole der rick* to power house cranes. In these few examples I have tried to show that with any type of hoisting machine, there are areas of uncertainly which need to be careiullv evaluated if the equipment i* not to provide undue hazards. Manufacturers" rated loads are not sufficient insurance, un less you know the bases upon which the ratings were established. Thus there is an almost continuing need for vigilance if our enviable safety record is to be maintained. ACCIDENT ANALYSIS --A MUST FOR CONTROL By H. W. BECKER Assistant Safety Manager, American Gaa Association, New York, N.Y. Why should we analyze accidents? Basi cally, to determine the true causes and estab lish the areas where we must concentrate wur effort* to eliminate or control the haz ards. I emphasize the word true for with out accident analysis it is very easy to become misled and form erroneous conclu sions a to why the accidents occurred. Let's take the gas industry a* an example. For years we have been using what you might call the "shot gun" approach to acci dent prevention. .Although we were investi gating and reporting accidents individually, there was no standard method for analyzing them collectively and determining the out standing causes. We were firing pellets in all directions, and although we were able to make hits here and there and eliminate some ot the problems, we were not doing an effective job in the elimination or control of the most common cause*. This gave rise to the remark by some per sons in an attempt to rationalize the accident experience, that after all, the ft** industry is Handling a hazardous product and we must expect to have accidents because of the rtamntable and explosive characteristics of gas. This statement has been proved to have no basis in fact, as the analyses indicate that accidents directly caused by the product it self accounted for only a small percentage os the total reported. The analysis of accidents eliminates the possibility of making such errors in judg ment and enables us to zero in on our prob lem targets and concentrate on the control or the elimination of them, rather than try to stop all accidents at once. By standardiz ing our method of analysis, we are able also to discuss our problems on an industry wide level and compare or plot individual company experience against that of the in dustry. 35 Wj,* A'uUntuxi safety C ongrcss ihe mechanics ot iirudvzitig accidents for ,ui industry are identical to those for a Lnmpain with various departments, districts .r riiv-i-unn*. U r wouldn't use one depart ment or district as the criterion for analyzint the problems of an entire company, and likewise. we wouldn't ii< one company as the basis for analyzing the problem* of the rn;ire industry. Finally, the use of a stand* ,id method of classifying accident causes t* m` untold value to agencies such as the 1`uhlic Utilities flection of the National Safety Council and United Stales Depart ment of Labor m connection with their acriilmt prevention activities and the dis semination ot statistic* and information re* carding the progress of the public utilities m improving tle safety experience. Now tluit the experience of tiie gas indus try lias tieen slowly but steadily improving, it become* mandatory tliat we reline our mctliods and use tlie "rifle approach" rather then the "'Ivotgim approach," so as to make direct hits if we are to continue to further reduce art-idem*, Tin's brings us to the "how" of accident "ittaiysis. Early in 1961, the Statistics Subromniiitce f the Accident Prevention Com mittee of the American Gas .Association, .vdnpted a Standard Method of Recording Basic Facts Relating to the Nature and Occurrence of Work Injuries in order to provide a uniform system of reporting dis abling injuries of gas industry employees. A .larvtiard uctdml form was designed in conjunction with this, entitled "Immediate Ket*ort of an Employee Disabling Injury*" In order to prepare a cause analysts of accident*, we must first thoroughly investi gate every disabling injury, or ui other words, get the "facts.'* Before proceeding further. I want to cmplnstzc a* strongly as !*>hftiblc that the entire classification and 4!ciiy>is procedure i not designed to identify accident occurrences in terms of management and/or worker responsibility. Our approach rtni4{ he objective At ail times *o that the factual data assembled in the reporting form when properly analyzed, wilt reveal the vital target areas requiring corrective action- If, at any time, we permit ourselves to apply a subjective appraisal, and Investigate nnd record the information from the stand point of who is to blame, we would be defeating the purpose and value of the anal ysis summary. The reports would no longer fall into the realm of factual `tatistics, but instead, would become clouded by personal (`'pinion, thus preventing anyone preforms the summaries from accurately interpretat ing them. It would also he impossible to compare data compiled by different twrson*, nor would it provide a yardstick for com|>anies to measure their own performance. These facts should consist of an-wer* a* to the "who, what, where and how" ot the accident. These four facts must W ctearis determined from the story of the accident. AM they arc the foundation of the analysis. Should there be any question as to who U responsible for obtaining and recording this information, let me state here and now, that the first line supervisor is the one person who is best situated to supply accurate and complete data when an accident occurs. He is tlie one who is responsible for job plan ning, for Instructing his men in the accepted methods and procedures, and for integrating safety into the operations. He should also be familiar With the men over whom he has supervision and be aware ol their individual capabilities and limitation*. He. also, better than anyone else, 1* thoroughly familiar with the particular job at hand and the hazard* which may he involved. The second step, after recording the story of the accident, is to analyze the facts and, u*mg the clarification cause code, insert on the report, the proper code numbers. The report form I just referred to, was designed to bring out all the facts provided it is properly completed. I would like to spend some time in discussing the proper use of the "Immediate Report of an Employee Dis abling Injury" form since it Is the basis for preparing cause analyses, and the degree of accuracy of the analysis is in direct propor tion to the degree of accuracy of the reports. Many of you arc no doubt familiar w-itlt tlte code and have been using It when sub mitting your reports. The code was devel oped by tailoring the recently revised Amencut Standard Association Standard ZI6-2 to tlie gas industry. Each disabling injury is coded according to seven categories, Mature of Injury, Fart of Body affected. Source of Injury, Accident, Type, Hazardous Condiion. Agency of Accident, and Unsafe Act. Naturally, when preparing the classification code, provision had to be made for all pos sible contingencies and some fed that it is 36 l1ubtie Utilities cumbersome and unwieldiy because of the number of items listed m each category. However, since completing a cause analvn* for ihe gas imlu<try for the year 1961, ,iml aho for the first six month* of 1962, we are m a tetter position to simplify the rode ami thus permit more rapid reference to it. We have tound that many of the items now ikied m the various categories are rarely, if ever, involved in the accidents reported, whereas, in certain cases we found it neces sary to add some items. Tlie Statistics Sub committee ha, as one of its projects for the viming year, the preparation ot an "Instant Classification Code," if I may coin a phrase. Eitenrially, it will consist of a ready refer ence m the codes commonly used when anal) ring the accidents. The original Stand ard with of course, still be available for M.-e in tiiose cu>e* where the appropriate <,4tegory dues not appear in the condensed ICTMOIl. In reviewing approximately 1,600 reports submitted since January, 1961, we have noted that certain categories are frequently coded incorrectly and apparently there is some misunderstanding or misinterpretation of the rules governing their use. As I stated before, a complete and detailed story of the accident i* all important, for it is from here that obtain die information necessary to prop erly determine the seven code categories. Again, we should always keep in mind that the code assigned in each of the categories must be based on the factual information contained m the story of the accident and pec-onal opinions or assumptions must not uitiumce the choice of the code number, otherwise die accuracy of the analysis would te adversely affected. Such treatment would d-o eliminate all comparability between data `(implied by-different persons. A review of the immediate reports of dri bbling injuries to date, indicates that as a general rule, the story of tlie accident is detailed enough to readily- determine the attire ot the injury, part of body .fleeted, -''ticre of injury, and accident type. How ever, information regarding the hazardous wirwlmofi, agency of accident and unsafe act 'v usually difficult to determine because of i lack of sufficient detail in the story of the strident covering these factors. Of course, here is not always a hazardous condition *r agency involved, and in some instances iliere is no unsafe act insofar as the injured employee is concerned, it must lie remem bered, however, that the unsafe act is not restricted solely to the injured. If the em ployee was injured because of an unsafe set committed by someone else, the unsafe act v.t the other person or persons should be stated- There ts a tendency to use code .Vo. 300, "Hazardous Mctliod* or Procedures" a* a "catch-all" under the hazardous condition category, wiien actually tlie hazardous method or procedure causing the accident was due in a deviation from the normal or accepted method and should therefore be classified as an unsafe art. Although the hazardous mctliod or pro cedure classification m some respects paral lel-. the unsafe act classification, the distinxui-hmg claractenmc is tltat code 300 is u<ed only when the particular hazardous method or procedure invoked was planned, directed or condoned by supervision. In other work*, if the liazardous method or procedure was generally normal and accepted proce dure, then it would be classified under the hazardous condition category- However, if tlie employee deviated from the safe proce dure set down by supervision, then it would he classified as an unsafe act. As an example of what constitutes a com plete story of an accident, let us first take .in actual report and attempt to analyze it from Ute tacts submitted `Employee was installing sleeve through inundation wall when it became stuck. In attempting to drive the sleeve througlt, a piece of steel struck him in the thigh caus ing a laceration requiring four stitches In oio-e the wound" ' Taking the seven categories of the anaiyrii in the order in which they appear mi the report, we first want to know the "nature of the injury." The information m the story* indicates that he received a cut ,if laceration. Secondly, tlie "part of body affected." which was his thigh. Thirdly, "the source of injury" would be the piece of steel. Fourth, "tlie accident type" would tw "struck by flying object." Now we come to categories five, six and seven winch are respectively, the hazardous condition, agency of accident and unsafe act, and it is here where we run into trouble. I* is impossible to obtain this information from the story of the accident as it appears on the slide. 37 IV62 National Safely Congress Remember, we cannot make assumptions or venture opinion* but must always base our analyses on factual Information. There* fore, in this particular ease, we have no recourse but tu classify these last three categories as ` undetermined--insufficient in formation," with the result that the report is of little value as a means of analyzing the problem and applying corrective actkm so as to prevent a recurrence of this type of accident. Now, let u* review the story of the same aeddent as it should have appeared on the report. ``Employee was installing a 21$-inch wall sleeve through a foundation wall that had imn drilled (or a service. The hole drilled through the wall was nut quite Urge enough for the sleeve to slide through. When the sleeve was half way through, it boame stuck, and the employee attempted to drive it through by using a e>nfting tool and caulking hammer. The end of the wall sleeve mushroomed as he eoednord to strike the sleeve. He was in a squatting position whew be was struck m the right thigh by a piece of steel that broke off the mushroomed end of the wall sleeve. Invest!* cation revealed that the au drills wow taring used, when mors down, do not stake a bole large enough for a ZHm wall sterre to slide through easily. Eanpteyees hare beta sh strutted to remove the sleeve and enlarge the hole. A larger siac War drill has beat ordered for this type of job," Notice the several additional facts ob tained in this story' which were lacking is the original story. The informstine we pwr have discloses the fact that the star dnA used to make the bole in the wall was in adequate for the size sleeve bring used, tad that in the future a larger size star drill is to be used. 'Therefore, the hazardous con dition involved in code No. 300--use of in adequate tools or equipment. The agency involved is code No. 4100 -- Metal Items. N.E.C fstceve). The unsafe act would be code No. 309--improper use of equipments in that the injured employee was swag a caulking tool and caulking hammer in at tempting to force the sleeve through the hole instead of removing the sleeve aad en larging the Hole. The purpose in pointing out some of the inmmon errors we have noted m reviewing the reports, is not to discourage those who complete the analysis portion of the report farm irons continuing to do so, but rather to assist them by clarifying ttte definitions of the categories which apparently cause some confusion. 1 urge you to review the definition* and rules governing the use of the various categories m the classifications code from time to time in order that the correct classifications can be readily applied, thus resulting in a grater degree of accu racy when preparing the cause analyses. We dow come to the third and last section of this presentation, which u a discussion of the results of the analyses prepared to date. Misty of you have had an opportunity to review the 1961 analysis. A cause analysis for the first six axxtifcs of 1962 was ecmp&cted a few mccths ago and copies were distributed throughout the gas industry. I do aot believe k accessary to discuss the details os the charts shown in these analyse* as this tee. bait would like to bri&g to your arieouca some of the high lights. Fits of afi, ye* *i8 read! that I stated earlier there eras a tendency on the part of some persons to blame the predoct i^uny lagnafinj --- ^ exczwe foe tbc accident eeposewre m centra-'- However, the six move iTM cmhcs of anewfasts is the gas ratfawry as daerariaed by these analyses are: 1. Struck by failing or Symg objects. 2. Qrtreuram vhaa lifting or pulling or fwhheng vbytsss or hacdioots. 5 BedOy --- to voluntary and in voluntary raoekm. 4 Striking agissst statioeary object. S. Fafis to different lerei 6 Falls os same level. Although thcar relative positions have demged ahgSKfy for the first half of 1962 when compared with the year 1961, the same cue types predomattu and accotated for 75 per we of the focal cases iadnded in the amfyns. 1 wva to emphasize the fact that these major types arc as* peculiar to the gas a^bvarj cafy, bat are typical of those which may occur asd have ewn-mi at other endostsies unless corrective action is taken iq geoorol ilwmi- How cib vt control them? Let # review mdb type ie the order kt which they appear in the nw recent analy sts. Public Utilities S*vent**n p*r eent of the cases included in this analysis were the result of bodily reaction from voluntary and involuntary mo tion. Customer service personnel and meter readers were involved in 2# per cent of this type of accident, and in almost every <* of involuntary motion the unsafe art was "inattention to tooting." Taking short cuts across yards and lawns, slipping on ice or now in driveways and walking surfaces when entering or leaving premises or auto mobiles, resulted in sprained backs, ankles, legs, and hips. The predominant unsafe act where voluntary motion was involved was 'taking unsafe position or poiture." In other words, the work was performed in an awk ward or unnatural position--thus placing un due stress on the back, leg or shoulder muscles. The use of designated walkways instead of taking short cuts ami a greater awareness of the hazards underfoot during penods of inclement weather would liave prevented the occurrence o( sudden slips or Jo** of balance. We realize that at certain time?, there are conditions exitmg in the w-ork area which necessitate the taking of an awkward posi tion. However, the awareness of this on the part of the employee involved, and the avoidance of maintaining the awkward posi tion for prolonged penods would prevent the undue stress or strain from occurring. Of course, pre-employment physical exami nations to disclose any existing physical weakness, and supervisors giving considera tion to particular limitations of employees when making job assignments, would also help control this type of injury. Forty per cent of over-exertion type of accidents involved customer servicemen, re pairmen, mechanics and meter setters. The injuries occurred when lifting or pushing and pulling objects such as appliances, meters or hand tools. The resulting injuries were mainly bade strains and hernias. The unsafe acts were primarily lifting improp erly, attempting to lift too heavy an object alone; poor grip on object and failure to get firm footing when pulling or puhmg object. Here again, pre-employment physical ex aminations to disclose any physical weakness that should be considered when making job assignments, plus proper supervision and job training which includes instruction m safe lifting and material handling techniques with continuous follow-up would prevent a ma jority of this type of accident. Sixty-four per cent of the struck-by-fallrng-and-flying-objects tjpe of accidents mvolved laborers, mechanics, welders, oilers and repairmen. Gripping objects or hand tools insecurely caused the majority of the "struck by falling object" type of accident, and failure to secure objects against un desired motion ran a clo-e second. More adequate pre-job planning to consider the hazards involved and then following the plan to the completion oi the job would reduce this type ot accident. Although the use of steel toed shoes and head protection would have prevented the injuries m many cues, the proper handling of tools and ob jects, as well as securing objects against unexpected motion, would have eliminated the accidents themselves. `Hie struck-byfi > ing-object type, in most ca, was caused by a failure to wear eje protection or a failure to wear properly adjusted eve protection when grinding, chip ping or breaking pavement. Acceptance and in* of eye protection by personnel, improved supervision and follow-through regarding the use al the protective equipment would have prevented these injuries. Meter readers, customer servicemen, fitters and mechanics were involved in 49 per cent of falls on the same level accidents In attention to footing or surroundings was the predominating unsafe act and practically alt of these accident* occurred outdoors when entering or leaving customers premises. The specific unsafe acts parallel those staled under "bodily reaction to involuntary mo tion," the only difference being that the slip or loss of balance resulted in a fall to the walking surface. Gas companies, through their supervisors should, when weather changes occur, cer tainly alert personnel who are affected by the neither changes, to the hazards associ ated with their jobs. This i nt paramount importance in developing safe work habits among personnel engaged in iMs kind of work. Regardless of whether the employees have been told or not, they, themselves should accept the responsibility for their own safety. They should carefully observe conditions underfoot, especially when there is ice, snow or rain. Refraining from taking /0<S* A'ntional Safely Congress short-cut* or jumping over tif and simi lar barriers would help prevent accidents of this type. The job cuti-gums involved in jail* iu different level were mainly meter readers, cu>tunter ten ivemen. repairmen and mechan ic*- These operations accounted for 41 per cent of the cases. The unsafe acts were inattention to footing, standing or climbing on boxes and other makeshifts when install ing or adjusting appliances, and failure to place ladders securely in position. Here again, company personnel following good jo6 practices or procedures would use handrails when going up or down stairways. They* should recognize and be alert to slip pery or icy conditions where stairs are exposed to weather conditions and make sure to get firm footing. Using ladders instead of makeshifts and firmly positioning them would prevent this type of accident. Struck against stationary object--Although this type of accident wa- in -*x:lt j-tuc m the overall analysts and accounted for 66 per cent of the 453 reported, it was in first place as respects meter readers and customer scrvwciren. These two job categories were involved in 53 per cent of the type. The unsafe act in practically all cases was "in attention to surroundings'* and occurred in side the customers premises. Failure to observe the location of equipment and other objects in the vicinity of the work area such as furnaces, overhead pipe, beams, etc., and avoid striking against them was the common cause. The use of flashlights, pausing to permit the eyes to adjust before moving further into a poorly illuminated area, sizing up the situation and noting conditions which exist at the area, especially when they would affect the job procedure, would largely eliminate sinking against objects. These then, are our safety targets for 1962 and 1963. Lei's put away the shotguns, ijtrt out the rifle* and zero in on them. DISCUSSIONS TEACH SAFETY By B. E. ZIMMERMAN Area Personnel A Safety Administrator. Northern Natural Gas Co. Minneapolis, Minn. People don't Irani much tr<m only one telling. We learn a little at a time, and find ourselves coming hack with the same ques tions, looking for answers to the same prob lems. The game of learning is an endless conversation and we. as safety experts, vio late all the rules when we hand people a neat package of answers. To effectively sell safety, we must do more than just tel! our story to our employees. The safety message must be told agnin and aagin, in an interest ing way, with variety. It man be told in such a way that it motivates alt our em ployees. Getting our story across in such a manner is our biggest problem. Those re sponsible for safety at Northern Natural Gas believe that the discussion or conference method does just that. Approximately two years ago, a careful study of Northern's safety program showed that the company's accident rate was among the h>wet m the natural gas industry. This tt.i* quite a step from the relatively high rate experienced before (he company began U,Mmp regular safety meetings for its em ployee*, approximately six planned two-hour meetings per tear at each location with oth ers as needed. The reduction had been grad ual. but steady, as Northern constantly re fined and increased the emphasis on its vu'ety program We are very proud of this achievement, which was possible only through the time and efforts of many dedicated peo ple. Store vital and of greater concern was the significant fact that m spite of all that had been done and said shout accident pre vention, we were still having accidents. We must remember that each lost time injury represents real suffering to an em ployee and his iemity, as well as a disrup tion of operating procedures. With these thoughts in mind, we felt that we needed 40 1'nbhe IJhltttft to progress, to keep the trend moving in the right direction. A new approach was needed for Northern to continue its tow accident rate, or reduce it even further. Those re sponsible for safety felt that perfection was worth striving for. How can perfection be achieved? For something was lacking in our program Somewhere our safety promotion scheme was falling down. We all agree that accidents can be prevented. But, tf this is true, why were we still having accidents? Is safety really planned into every job? I* every accident that occurred on the job thor oughly inv estigated and were steps taken to eliminate the recurrence of the accident? The safety warnings provided by posters, films, and lectures had been effective in re ducing accident*; but something more was needed to motivate employ era further, to make them more safety conscious than they had already become. A sincere study of any effective accident prevention program will *how that the proper attitude on the part of evervone involved is an important beItavior factor. Everyone must understand and appreciate that jafetv does not come about a* the secondary reaction to some thing else. Safety is of prime importance on any job. and must be planned for on all jobs, large and small, routine and special The study of Northern's safety program noted that proper induction techniques were being used with new workers. Indoctrina tion and training of new employees is suc cessful in breaking the new worker in "safe ty wise." However, there seemed to be some indication that dull, uninteresting "canned" safety meetings were not fuliv successful in maintaining this safety spirit. And yet, in seme places, safety meetings seemed to pro duce results, white in other locations they felt flat. What was the difference? What wa* the deciding factor for success? Some baric analysis reveals that this deciding fac tor--the difference between unsuccessful and mc<eMui meetings is participation. When a meeting's members enthusiastically take part in the discussion, the result is a very valu able session; participation is a great motiva tor. The discussion or conference method of presenting safety topics assures participa tion, and leads to greater interest. When employees feel that they have had a part in the discussion, planning, and de velopment ot a <gmy program they are slim- ulated to a greater concern for safety and the enforcement of safety policies. Through participation, safety meetings can be made lively, timely, personal, and stimulating. Then, safety meetings become more practi cal. important, and valuable from the indi vidual employee's standpoint. Each employee it more personally involved and offers hi* suggestions and ideas. The total result is greater effort on the part of each emptovec to reduce accidents. The discussion meeting call* on that quality in people that makes them want to belong. People naturally want to participate in activities with other people. From this participation and sharing come ideas, as well as new* attitudes about safety. The discussion safety program i* based on these findings from a survey of listeners fact retention: The average listener will re tain only 5 to 10 per cent of what he hears in a noo-illustrnted lecture: the spoken word dies quickly. If we add viual aids, he will retain 30 to 50 per cent of what he hears and see* in such a viual presentation; but, when he participates, puts himself into the meeting, he will remember and retain 60 to 70 per cent of what he is presented. This will happen effectively in a conference type discussion in which he is an active partici pant. The discussion conference approach also fits well within the three basic princi ples of accident prevention, 1. The creation and maintenance of an ac tive interest in safety. 2. Fact finding. 3. Corrective action based on the facts. The first of these is essential to any ef fective safety program. The discussion con ference allows every individual to become more deeply involved in his safety program, and, therefore, more keenly interested in ac cident prevention. Many people have never really experienced the satisfaction that comes from advancing an exciting Idea or a crea tive thought, and the resulting praise and personal satisfaction is a real motivator when they do. There are many people w!w> feel that worthwhile ideas are in a book nr an expert's head. In a stimulating dis cussion where people iisten to each other carefully and critically, where members are expected to have ideas of their own, and where people try to understand each other, this attitude is quickly dispelled and the ideas t'rtRIC out. 4t /V&,* Xoiiomal Safety Conoras Who is your best safety idea man? Who ii*s the greatest understanding of each op* cration that must he performed out on the lb? Who know* the special hazards of each job that must be done? Each indi vidual employee, These same employees, through participation in discussion meetings, are your beat source of ideas for safety programs and policies. These individual em ployees can help you create and maintain an effective safety program. And. because it is theirs, they will he actively involved and vitally interested in its success. The tug job of fact finding can also be made more ef fective through the discussion conference The questioning attitude of conference par ticipants and the analytical approach that is possible through the group contributes to a deeper understanding of the facts involved in an accident. In this way, every' accident becomes everyone's concern through active participation in the analysis of each accident. In determining wliat corrective action to take, the recommendations of employees in discussion conferences can be most valuable and helpful. One note of caution here. When ideas re sult from a meeting, they must not be just dropped or overlooked, if anyone with au thority asks th group in a discussion con ference for an answer, and the group pro duces a solution calling for some kind of action, he must be sure to follow through promised. In the same way, if someone in authority agree* to obtain some answers for the group to particular questions, he must be sure to follow through. Future par ticipation by the individual members of the group depends upon this. Once employees or any members of the conference group have committed themselves to the group, lave assumed some responsibility for the group, and are active participating members, it is just human nature they will not let the Jtmup down. Tlte over-all effect of active l-artiripation in the conference group seems to jar individuals out of their mental lazi ness. A feeling of membership in the group, added lu (he individual's initial motivation, results in a very high degree of participa tion. Knowing these facts, Northern's problem two years ago was to convert its safety edu cation program from a series of illustrated lectures to a series of guided discussion con ferences, which every employee would he drawn into as an active participant. Safety education materials needed to he revised be fore they were suitable for discussion con ference use; and most important. Northern's compressor plant and pipeline district safety chairmen and first aid instructors needed training in the techniques of discussion con ference leadership. In many eases, particu larly in new groups, participation isn't auto matic and previously, employees had not been particularly encouraged to express their ideas. It is the meeting leader's job to en courage participation and stimulate discus sion. Northern's safety chairmen and first aid instructors like to use the discussion con ference method. They claim tt is easier to present safety topics and train employees in first aid techniques this wav. This U a bonus to the main objective to achieve great er involvement and participation by all em ployees in the safety program. The safety section of Northern Natural Gas Company has prepared twelve topics for use by these leaders in the discussion conferences that are regularly held at each of Northern's 68 field locations. Material that had been prepared by the American Gas Association, m cooperation with the National Safety Council and the U, S- Dept, of Interior'* Bureau of Mines, was utilized. Prepared scripts were rewrit ten and liberally spiced with questions de signed to invite arrive employee participa tion. Illustrations that had been provided with A.G.A. material were photographically enlarged and duplicated to proride stimulat ing illustrations, encouraging further par ticipation. 35 minute slides were designed and reproduced; applicable motion pictures are made available, and for some topics other special preps and illustrations, even working models, arc mauie available. All of these de rices are aimed at encouraging more active participation on ihe part of all employee*. Each safety chairman and first aid instruc tor team i furnished tliee materials, in cluding a detailed leader's guide for each session. These leader's guides contain prints of the illustrations, 35 minute tlides, and spe cial props or models to be used in each discussion conference, as well as a general outline to be followed, and suggested lead ing questions to encourage full participation by all employees. Northern lias also rewrit- 42 Pufifie Uulthts en the ten-hour Red Cross standard first aid course in the form of ten discussion con ferences. Flip charts, movies, and demon strations are included to encourage partici pation and create more interest. Since 1953. the Northern Natural Gas Company has scheduled two-hour safety meeting? during regular working hours, six rimes each year at all field locations. These meetings are led by 6S volunteer safety riiairmea and 75 first aid instructors. The selection of these volunteers is done by each local superintendent, It is important that all superintendents understand the impor tance of getting the right men tn these vol unteer positions. Many of the men never had any experience leading a group meeting before, but they did have the ability, the interest, and the dedication needed to be come competent conference leaders. These volunteers have since teen trained in confer ence leadership techniques to enable them to present the discussion conference materials Training of these people is through a three-day course ta conference leadership, developed by Northern's training section. In the course we review and evaluate various trpes of training methods, emphasize the skill* of the conference leadership method, and develop conference leadership skills in these future leaders through practice and actual partidpatioo. Each safety chairman and first aid instructor practiced conference leadership on his class mate* before leading discussions among his fellow compressor plant or pipeline district employees. Particu lar emphasis is given to questions--the con ference leader's best tool. In drawing employees into safety or first aid discussions, leaders are cautioned not to ask embarrassing questions, or questions that are too simple; require guesswork, or merely require a ye* or no answer. They are in stead taught to a$k questions that are an swerable and to avoid those which might tend to bring out ignorance on the part of the participant in the discussion. Sample questions in the leader's guides are written with these same thoughts or goals m mind. Our trained discussion leaders know the value of good questions, and the effect they have tn holding a successful discussion con ference just how does a safety discussion con ference work? Retort the meeting gets un derway, the safety chairman has studied his leader* guide and has had his easels set up with the illustrations and necessary blank sheets of paper to record the group's re sponses, He has made certain that he knows what problems the men will want to discuss and has prepared himself to conduct this meeting in such a ~ oner that everyone will have .in oppor to participate. If this particular meeting is going to involve special materials-- movies, 35 millimeter slides, mod els, case studies or demonstrations--and all of ihcm involve the use of some such aids, he makes certain that everything i* ready to go. Occasionally he will have arranged for an expert on a particular subject to have a part in the meeting. And mo*t important, he arranges the chairs so everyone can see all the other participants--avoiding any tend ency for a classroom atmosphere--and he makes certain that everyone can see and is comfortable. The chairman opens each meeting with a brief statement of the objectives or purpose of the conference and presents a few im portant factors to introduce the subject of discussion. The illustrations provided are designed to lead the discussion from this point through the main topics of the confer ence. In a short tune, with the use of these toots and leading questions, a trained dis cussion leader will have every member of the group actively engaged in the discus sion- The entire group will l>e contributing their personal experiences and observations --things that cannot be included in any pre pared script. Ih trained leader has other techniques available that help to involve people: innova tions such as small buzz group discussions with each group reporting to the group at large, asking a participant or member to con tribute his special experience, special case studies, and even taking the radical view point occasionally to deliberately stir up the group. These techniques, and others like them, will encourage greater participation by more people. The trained conference leader knows that a proper conference climate is essential to the success of a discussion con ference. A good conference s informal, friendly, wa..n, permissive, accepting, and non-evaiuative for all its member*. North ern's diseusston conference safety education program has proven successful primarily be- 4J 10&* Xaliotul Safety Congress cause participants become involved, and do remember more of the material presented. The discussions have had other benefits trxs. They have made bi-monthly safety meet ings more interesting h> invoking more cm* ployees actively in the safety program. They have also made possible the pooling of the vast store of knowledge am) experience* of all employees, regarding accident prevention, h.ifety chairmen ami first aid instructors-- volunteers serving without additional pay-- have found that the discussion method for safety education is not only more effective; but is also easier to present. It's difficult to speak interestingly for two hours on any subject; drawing fellow employees into dis cussions takes a large part of the toad off the safety chairman's shoulders. From Northern's standpoint, the success jf the program will be judged by its ef fectiveness in reducing disabling injuries to a minimum, Its too early to tell accurately, but a compilation of lost time injuries since the program was put into effect indicates that the discussion conference type safety program i workmg very well. AIR TOOL SAFETY By WALTER SCHWARTZ District Representative, Chicago Pneumatic Tool Co.. Chicago, 11L Demolition Tools Ins* their bark, hut nunc ni their hue. when they're handled cnrrectly. tie sure that alt thickhead bolts, side rods, and retainer nuts are kept to proper tight ness Make these checks with the air hose disconnected, and the tool placed fiat on a liewh or the ground, tri prevent it from falling. There's no quicker way to encounter trouble than to duplicate these mistakes in judgment: fa) Toot balanced on peg point: fb) .Air hose still connected; <c) Operator's free hand on the throttle, (d) Furthermore, it is impossible to obtain proper leverage on the side rod nuts under these conditions. When the toot lies Hat. the handles keep it from turning, and let you get the pur chase you needed, to take side rod mus up to proper tightness. Never compress side rod springs fully, and you should inspect (be springs, periodically, for breakage. Air hrxe connections must he light. Under operating pressure, a loose hose end can whip and cause severe injury. Make up or disconnect lm*c connections with the tool fiat, never leave it standing on its peg point. A second wrench should be used to protect the spud connection from unnecessary strain and twisting- "Quick" couplers should be safety-wired. Check the condition of peg points before inserting them in the tool. Don't insert them while; I. The fd is suit connected to the air line- 2-. The retainer latch is open. J. The peg point is aimed toward the operator. 4. Hie tv>l is standing on its handles with the throttle full open---the operator's icilv salvation is that the air supply stai* shut off* Peg point condition is all-important to operator safety and to productive breaking and demolition. Be sure peg points have shanks of correct sice and length to avoid breakage and insure safe latching. Keep peg points sharp for sure-starting and re duced steel breakage. Sharp points prevent "skate-ofts," that cause personal injury ami tool damage. Examine the steel for shank wear, worn retainer collars, cracks around collar or through steel body, and point condition, Imbricate the tool before hook-up with a recommended oiL Other lubricants, such a*. motor oil, do not protect the loot They tack the moisture-resistance and vaporizing qualities so important to complete tool tsbnration. Oil vapors must surround: <a> Rackhead; (b> Cylinder Walls; (*> Piston; <d) Anvil; and (e) Chuck Sleeve. Establish routine lube periods and never let the integral oiler run dry. The presence 44 Public Utilities ui oil vapor at the tool exhaust and front end are a sure sign oi adequate lubrication. Install a line oiler m the hose line as close to (he tool as possible for full-shift, safe operation. These operating ups spell safely. r'lbserve all safety clothing requirements-- hat. shoes, goggles, and avoidance of loose or torn clothing. Blow all dirt and water out of air lines beiore connecting, Point the hose end to ward the ground to prevent sediment or dirt trapped in the hose line from endanger ing other workers. Be sure all hose connec tions are securely connected. A safety wire give* added insurance with "quick" couplers. Check that tool handle grips are uniform, ugh', and in good condition. Operate the tool at recommended air pres sure This pressure should he read at the tool while it is running Insufficient air means inefficient performance; excessive pressures are dangerous for the operator and destructive to the tool. Check the sharp ness and condition of moil points and asphalt cutters and make sure the retainer is dosed and secure. Then, guide or brace the breaker with your leg when starting, get the best l*alance and footing possible. Shut off the breaker when you move it to new location. Always run against the work to prevent damage to front heads and ide rod springs. Never have a helper sup port the toot on horizontal work, the breaker should be suspended with a safety rope or chain. Select a lightweight tool for wall work. Don't pry with the breaker after taking too big a bite; You run the danger of steel breakage, personal injury, and damage to the tool itself. The strain and distortion of housings can bind close-fitting, fast-mov ing internal porta In addition, big bites decrease demolition rates. Any attempt to tear out large sections will cause the breaker to drill rather than fracture. Sifctv Iwndle* prevent hand injuries m close-quarter*. The breaker guides more easy and suffers less abuse if a board or plank as placed under it. Steel shanks become ex tremely hot during operations, so wear sieves when removing peg points, to avoid painful bums or other injury. You can protect fellow workers from flying chips, concrete or rock by placing a piece of wet cloth nr burlap armtnii the peg point shank, This is a simple safety-precaution. .Hid it i* effective! linker Drills are equally sale to handle. You'll get the same performance and satis faction if all the basic safety rules applying to demolition tools are followed. Kemember to check hose connections, air supply, tool condition, lubrication, safety clothing, and handling procedures, Start holes hv "collaring" the rotating tied to keep he hit from walking. Safety thaw are a mui! Avoid starting hex steels with hare or gloved hands. The flat surfaces nn the steel ran nag the glove material and cau< painful hand injuries. True running alignment of all drilling component* from hack head to drill point means fa-ter drilling rates, and minimum maintenance It is advisable to hold the drill with both hands lining it up as toon ,is the hole i* mtbred. \pplymg extra weight. urli a* "nthne" the drill, causes destructive misalignment oi shanks, chucks, ,.nd piston. It is also dangerous for the operator, if steel breaks. Hole cleaning and blowing can cause chips to fly* Goggle* are your safest bet; and a dust collector i not only worthwhile, but in required m many states, if a dust col lector not available, deflect cuttings at the hole with the bottom of your foot. Chicago Pneumatic Handrits are light weight, miniature rock drills They can be used as rock drill* for the preparation of hangar bolt holes, or for tight demolition or chipping. Check the condition of steel shank* and the sharpness of cutting edges and points. This Ajax ''quick-change" re tainer provides 100 per cent retention for rotating drill steels and non-rotating chisels. Any possibility of "shooting" steel is elimi nated ! Goggles should be worn on alt down, lateral, and overhead work. The G-900 Trncdril typifies the afciv planning that Chicago Pneumatic designs inio it* modem, heavyduty rock drilling equipment. Safety and performance come first! This self-propelled unit is controlled by "deadman" controls that shut-off the tramming motors, the instant the operator's hand are removed from the throttles. Hands on you move ahead or backward; hands off and operator safety is assured. Multi-disk safely brakes apply automat ic?tly the instant tramming motors are 45 JC&? Naliotat Safety Congress 11 ^ stopped There's no posvbihty of forward or backward movement, and there's no chance of sliding or shitting on slopes. Dual controls for all hydraulic drill positioning c> tinders are located at the tramming sta tion and at the boom md. They save opera tors drilling time and unnecessary steps, where footing is dangerous. Keep the compressed air system clean. Drain water and oily accumulations daily. Inspect air compressor manifolds and ports, occasionally, for presence of sludge or car bon, and clean them out if they are ob structed. Carbon accumulations, particularly in difeharge valves or discharge connections, may fe*ult in fire*. Before using any compressed air equip ment, note its pressure rating and keep the pressure within the prescribed limit*. Check all pressure ve*sel* for inspection plates which show the correct pressure rating. In`pert and check pop safety valves for setting and operation. The safety valve protecting a pressure vessel mut be connected so it cannot be shut off from the vessel by a valve, freezing water, sludge or other ob struction. Keep automatic pressure and cal-acity controls in working order. Your Chicago Pneumatic "Power Vane" Rotary Compressor has built-in protection that insures "on-the-job" safety for \ou* and your project. This air discharge tem perature switch protects against high air temperatures resulting from possible com pressor lube oil failures. The instant tem perature* exceed normal, the ignition circuit on gasoline driven models is opened and `i diesels the air intake is closed. Similar safety controls detect irregulari ties in compressor oil pressure, resulting from blocked oil filters or oil cooler re strictions. Other safety switches shut down engines as soon as high water temperatures or low oil pressures are encountered. In cleaning, petroleum solvents, such as gasoline, kerosene and benzene, if used at all, must be used with extreme caution. Any* accumulation of liquid or vapors in an air system may result in an explosion. Never attempt to Hush a complete system with such solvents. Such cleaning agents may be (lied to elcim individual disassembled parts, only if the parts arc thoroughly drained and dried before re-assembly. `fever direct a stream of compressed air against any person's body. Directing a stream toward or into any opening in the body it extremely dangerous, as it can easily pro duce internal rupture. A stream of com pressed air may contain dirt, grit, or scale, and these particles could be driven into a person's eye, or into other vital parts of the laxlv. Clean oil fillers, oil coolers, and air filters as required to insure unobstructed operation. Believe it or not, a large portable air compressor breathes over 4J2.000 cubic feet oi tf through its atr cleaner, in a normal day's work. And, in most cases, the air ts filled with plenty of dirt. That's why there's an air cleaner on your compressor. To do its job, the filter needs a little help. It will clean the air alt right, but only when the oil in its filter cup is thin ` nnd dean enough to flow freely into the filter section. There the oil will wash back die dust and dirt that is collected. To keep it working, just take off the filter cup and check the oil supply at scheduled intervals. Inspect the engine and its auxiliaries for any hazardous condition, and correct the condition immediately. Engine exhaust gases should not be permuted to accumulate in a building, and do not operate engine driven equipment in the presence oi surrounding combustible ga-es. Keep the electrical systent and the exhaust system m good operat- mg condition and adequately protected, the fuel system in good order and free of teaks. Rules for Gasting-up: !. Have a CO* fire extinguisher nearby. 2. Use clean gasoline. i. Ground filler nozzie. 4, Fill tank to within a few inches of the top--this allows for gas expansion. 5, Avoid splashing gas. ft. Tighten filler cap* "tight." ?, Watch for gas leaks. 8. Keep smoking bystanders at !ea.t SO feet away. 9 Keep gasoline off your clothes. If you do spill some, don't smoke till you have changed. One additional word of advice----never tow a compressor without a safety towing chain. Observe this simple precaution and your compressor will be right there with you when von arrive at the next job site! ' 1 i ' . ! | J ' < j j I I ! i j ' j j j | ( j j 1 : , ' i 46 Publie UltltHfi Here are a few more tool*, and a Up or two for the handling of them. Follow these suggestions and you It get more work done, well-handled tool* mean fewer job delays. You'll save time and tamping butts if you insist on tools equipped with threaded shanks, Chicago Pneumatic backfill tamper butts ^i\e >ou die holding advantage of the taper, plus the safety of a threaded retainer nut Here's another tamper safety tip that will save time and trouble. Keep tamper fronthead packing tight and in top condition. This packing seals the air cushion that protect* the downstroking piston at the tool fronthead. Packing leaks or "blow-by" mean loss of "cushion," and loss of cushion resuits in sharp-hitting, hard-to-hold piston action that jars tamper butts loose. The tamper "holds easier" when it t* braced against the leg. Holding the tool at an angle alto provides sure protection for feet. In spue of the-* precautions, safety* *hoc* should be worn There are countless recommendations for safe grinder operations r bmit-in overspeed protection, ''fail-saie" governors, safety throttles, wheel selection, guards, and tach ometer checks. Every point is Important and every precaution should be observed. You'll make a big step m promoting safety, if you in<m that all gnnder* used are of one standard speed, and then stock only wheels that match the grinder. The chance ot mounting any wreel but the correct one is eliminated* Periodic checks nt tree-speed operation, governor action, and throttle response will keep grinding rates up and safety standards high. The new rotating cup wheel guards meet safety code standards . . . and they *tay on the grinder. These guards ire wheel-size, so operator* won't remove them just to overcome wheel guard "blind spots." Wear goggles phrase* You'll get water c-ut of excavations and trenches faster, and maintain better air con ditions in the hole when >ou standardize '.-n air-powered sludge and sump pump*. They have ito carbon monoxide build-up, no electrical hazard, and for the man who has the job oi keeping ahead of the puddle, air pumps are submersible and sure-starring! Don't tighten a nut, or drdl a hole until ;>ou*re equipped with an impact wrench. No matter what you lurtt--r.ut. bolt, or wood auger, the tough jobs become easier and safer when you tackle them with an impact wrench. There's no ign of kick or rerotl, no torque to fight when bolt thread* are tight, Operator safety is assured in dose-quarters and where fooling mav be hazardous. Form holt* make up easily and came out fast Sure proof of impact wrench handling case and safety-linemen save tune and effort when they use impact wrenches to drill cross-arm* and poles A impte squeeze of he trigger, and lag bolt* go home m second*? Chicago Pneumatic is as proud of this new impact wrench safety feature, as we are of our wrench performance. Spiined socket shanks provide positive socket reten tion under all work conditions. The built-in safety lock prevents losing socket pins and retainer bands. There's no chance of i>{>crator* resorting to such dangerous on-ihe-job substitutes, as improperly bent nails, or ragged-ended safety wires. There's another pertormance bonus n spiined shanks too. Tool shank breakage i practically eliminated, and wrench power Is increased through better cocket-to-shank contact We recommend a safety retainer for all chipping hammer operations. This highly effective safety device ha* practically backlated the old chipping hammer adage--"don't squeeze the trigger until the tool's on the work." Insist on a safety retainer, and you can be sure chisels wit) stay in the toot until the moment you decide to release them * Remember these operating tip* spell safety and satisfaction. 47 (962 Xitifltwi C angrfsr SHARING UTILITY POLES SAFELY By A. R VALANTINE Safety Director, Genera] Telephone Company of California, Santa Monica. Calif. Mv topic wll cover material which is not new to many of sou, particularly thoe from the telephone and electric titihtic*. The ortccpts ami principles of joint pole nayc. u l<encfit* ami (wizards, are mast imjx>riirit amt must be jtre**el and reviewed contimi*<ttly with our engineering and operating people, in order to obtain maximum benefits and *afct>- To power and lefeplionc people, joint use er-nstruetton means sharing the poles, or other above-ground structures necessary for the aerial lines tiiat provide services to the Mihwnbcr. Why do we use or want joint eomtniciion? Tlicre are a numlier of good rensom <me involves economy, to provide reliable service to the public at the lowest possible price. Public relations with our customers and the public is another. They don't like to see poles along the street or on their front lawns. We have not vet developed means to practically provide power uid telephone services without physical cir cuits. I believe that we will someday. The method of placing buried facilities will eventually eliminate the requirement for piles, at least in some areas. However, it will not eliminate the need for joint planning fur safety and cost considerations. A third reason, which f believe to be the most important. Is that hazards and dangers to personnel and property can be greatly lessened when there is joint planning and ccviperation between the utilities -- at we know from years of experience. The nnvtmrdinated and promiscuous use of public streets for aenai distribution would result in conflicting and interfering lines, creating -real hazards. Such hazards involve the working conditions and safety of our env jjr.veex and the public, as well a* public and private property. If we agree that joint construction is generally desirable, how might we go about its accomplishment? Certainly, there are many things to be considered and resolved within one's own organization, in addition to (he policy* matter of whether to go into (turn inner* with annthcr company, These would include, among others, the adoption nr ,i vet it nttc or practices on join! u;e fi ii'inictir.n, the *uin*lnrdiz.irton of eonMrueMon method4, tru.K equipment and assemhlicv, and the proper (raining of company who plan, construct and maintain the tacilitie*. This *et at rule*, or agreement, should include (he term*, conditions and mans by which (he joint work will be accomplished. Common en*e, good judgment, and above all. a vpinr of cooperation and wuety eon- -c-ott*nc**, mnt he ued by thne m both companies who work with and administer the joint me agreement. Operating within the framework a joint use agreement i* s give ami take matter: if both companies *re to realize benefit* and savings, the spirit hi cooperation mmt pervade all tran-vatiwms. Although we are primarily concerned with afetv in this paper, it might be of benefit in discuss the setting up and arranging of a joint agreement. A set of standards i< contained in the Xational Electrical Safety Code Handbook published by the UJ5. Deportment of Com merce, National Bureau of Standards. This rode is widely used by power and telephone companies, and many states have incorpo rated it into their laws by reference. Other states have published their own rules sup plementing this code. The handbook specifics minimum requirements for protective ground ing, working space on poles, separations be tween circuits, safety factors and many other design factors, pertaining to the type of construction required. Many companies have published operating or engineering practices, incorporating the principles of the handbook. ! mentioned hazards to personnel ami property. A consideration of the** lead* directly to a discussion on sharing utility poles safely. We are primarily concerned here with safety to our workmen, our cus tomers, and the public: we are also con cerned with possible damage to our own property and other public or private prop erty which might be affected. The liabilities which our eom-anie* assume in serving the I'ublte Utilities (<uboe atc :mftcaeiuu when the responsibili ties for ftiagtaa tite and property are con sidered Even d we du not consider, moummrdy, tfie human suffering caused by injury of death to personnel, the public lability and pre^erry damage consequences ;tre trtntnkvM. Joint phrmarg aad use will reduce these. Telephone aad puwer construction and main tenance work, at bc-k might be classed as a hazarduz* utcupaiscn with dangers on alt udes. The FmH* who work tor us must be alert; they scat tr< gnud judgment; they must be eS trained, they must be able to use the roots, eqatpewst, machinery and methods aeQ. if they are to protect themseivo aad the public trtwj these hazard?. When a hazard ** known and recognized, it can be svtedni. overcome; or compensated for. In the cowsiracocw and administration of joint me agrttavggLv, these operating people jre involved: the plant engineer, tlie convtructtoa supervisor, the foreman, and the lineman; they must be qualified to provide joint cooperation and construction as a builtin part of their jobs. The facilities and methods of construction and the determinenon of what work will be done are the job of the engineer. He must b able to visualize (he lacilitia he ts planning, how they are to be constructed, and how they are to be used. The starting point for building safety into joint construction is in the engineering plans. The plan must be followed and co ordinated throughout the construction of the job by ach company. A few typical engineering amt construc tion consideration* of new joint construction might be mentioned: 1. A job cannot be engineered from a desk. The engineer must go to the job site to observe, to be able to visualize what he is planning. He eas't take someone's word and attempt to interpret this in his plans. 2. Will the proponed location of facilities crate traifie hazards? 1. Will the location selected provide safe working conditions and ready access for construction and maintenance personnel of both cornpanics? 4. What size aad strength poles are re quired? 5. Can the required guys be placed in safe locations? 6 Are there obstructions or trees wlueh will interfere? 7 ('an adequate horizontal and vertical clearances between classes of circuits he ibtained? U not. guard arms niuvt he *pecitied. ft. Can safe working space for the work men be provided on poles? Is stepping nec essary? 9 When placing poles, are there any gas, water, or oil underground structures which mtm he avoided* A pipe locator or probe slmutd be used. 10, What special safeguards mu.t be pro vided for the public, during the period of construction? Signs, Barricades, guide pat terns, etc !i- Remove unauthorized attachments, such as private clothes lines, antenna wire*, it any. When ach utility is assigned a specific contact and work space on a joint pole, it is easier to properly train workmen, of both companies, to observe and practice the safety rules in their work. Teach them to recog nize power loads--hy size and shape of insulators, sue of conductors and grounding provisions. The power utility is generally assigned the higher space on poles; the communications utility, the lower. Kven with (he best jiossiblc construction and mainte nance procedure*. ,.<cs3ional contacts be tween power and communication circuits w-iU occur, due to storm*, breakdown, and acci dents. In order to reduce the extent and frequency of damage or hazard caused by such contacts, several effective measures can be employed by tefephone companies, ft is important, however, ihat both power and telephone companies understand the prob lems, in order that mutually protective ac tion can be taken, as necessary. One such mature is the installation of protective device* to limit the current and potentials of a contact, by one of the follow ing methods: 1. Provide a path or drain from the energized circuit to a ground electrode. 2. Isolate the energized circuit or equip ment bv opening the energizing power cir cuit. 3. Provide devices to equalize potentials at certain points in the teleplione system. 49 1962 XatusHOl Safety Congress The type of protective device* generally iu>ed on communication circuits may be classified as follows: protector blocks (po tential limiting devices), fuses (current limiting devices). The use of different size protector blocks and fuses ui telephone plant provides protection for central office equip ment and outside plant and station equipment. Specifications for telephone company installa tions of station equipment and outside plant are generally better than the requirements of the National Electrical Safety Code, in all respects. Communication open wire and ttoa-ablc plant join! construction, with puwer lines of greater Uian 25,000 softs between power conductors, is not recom mended because of exceptionally greater hazards and the difficulty of providing pro tection at these potentials. For cable communication circuits on power poles supporting conductors, having from 4,000 to 25,000 volts between them, the liable sheath---or shield, in case of plastic sheath cables--should be bonded at Vi mile intervals to a ground In addition to this joint construction practice, every effort is made by the communication company to see that cable plant is well grounded, by con necting directly or by bonding aerial cable deaths to underground cable sheaths and to central office grounds and other tow im pedance grounds. Protector blocks and fuses (depending on exposure) are required on alt telephone sta tions served from open wire, while protector blocks only, are required on stations served from cable plant. No practical means of eliminating some plant damage and accom panying service interruptions as a result of power circuit contacts, has been found. The extent of the damage and the area affected, however, can lie minimized by proper coordination of power and com munication personnel. We have discussed protective measures to limit fault current after a power rontact has occurred in existing plant. However, there are other hazards which must he con sidered during the construction of joint Ktupaney pole lines. Before a communica tion Imcrrun attempts to work on a joint uut pole, all potential hazards must be rec ognized and due caution exercised. A car dinal rule for the communication lineman, is to never enter the power system space on joint use poles. It is generally desirable for the power system work to be completed prior to start of the communication svstem work. When communication wire or cable strand is to be placed on joint use facilities, con ductors should be grounded effectively be fore beginning placing operations, in order to provide safety to the workmen and public. When stringing communication wire or strand through trees, or where the conductor i allowed to slack down into trees during the stringing operation, it is essential that it be kept under control ar *11 time*, ta prevent its flipping into power conductors due to a sudden release. Conductors can be controlled by placing a dry* rope handline over the lop. When setting and removing joint use t*ds, tlie pole derrick method provides the most eoaveniem and safest way. The safety of the job depends upon sufficient manpower, location of equipment and accessibility. When there are .joint utility companies present, good planning and agreement must be reached as to work responsibility of each utility, prior to actual start of the work. The following rules should be observed when erecting potes where energized power cir cuits are present: t. Do not wear climbers or body belts 2. Make sure of secure footing. 4. Leave nothing lying about that would cause a man to trip. 4. Have adequate manpower to do the job, without placing undue strain on any man. 5- Have proper tools in good condition, to complete the setting without accident. 6. Use enre when setting poles among existing working wires, regardless of owner ship. 7. Keep persons not engaged in the work a safe distance away. 8. Make sure all setting tools are removed from the truck before setting or removing operations. 9 At! employees should wear safety hats and protective gloves during setting or re moving operations. IQ. Handlines attached to poles during setting and removing operations must be kept as dry aa possible. 50 Public UhltUei IL Should accidental contact be made with power wires daring operations with the derrick, no ooe should approach the truck and make contact wuh it. The truck opera tor and asy other employee assigned to duties on the truck are to remain on it. 12. The top of the derrick must be watched closely at all times during setting and removing operations, to see that it clears (>ower conductors. 12. Avoid all unnecessary body contacts with the pole throughout setting and re moving operations. 14. A most effective way of insuring that the job will be done safely and in accord ance with practice*, is to have tailgate meet ings at the location of the work. Hazards should be pointed out and work procedures reviewed with ad the workmen. Some com panies provide codes covering proper and safe procedures. To summarize; joint construction is a method for making the best possible utility service available to our customers at the least cost In addition, the gteatest possible safety is derived tnr our customers, the general public and our own employees. With out the development of an orderly, logical joint use construction plan, the present de velopment of urban and suburban pole line utility services would not have been possible. This means that each utility cannot act inde pendently of the others; joint understanding j each otlier's plans and problems is neees-ary to obtain the maximum economic and safety benefits. joint use construction ha* many advan tages, and the continued development of sound, workable rules is of permanent im portance to all pole line utilities. Unlike people engaged in many other industries, public utility men and women, for the most part, pertorm their work in full view of the customer and the public. The habits and conduct of employees are under observation ui others during most of their working hours. Not many people in their daily activi ties have the opportunity that we have, to show the world that safety rraltv pays. SAFETY FOR THE DISTAFF SIDE By ESTHER L. LENTZ Senior Traffic Supervisor, New Jersey Bell Telephone Co- Newark, N. J. Thi- -hh anniversary year of the Na tional Safety Council marks an era in which our nation has survived war and depression, and enjoyed prosperity and world leadership In addition, it marks the emergence of women into their full stature as citizens and their attainment of great opportunities for emp1o>ment and leadership. These 50 years have seen evolve a word and concept with which we are all familiar, womanpower. It ts about this subject that 1 wish to speak.because womanpower and the safety challenge of the future are inextncaHv linked. The latest employment figures show some 24 million employed women. My business, the communications industry, employs 240,* 000. Their skills, competence and loyalty are vital to our business. In the New Jersey Bell Telephone Company, where l am lo cated, we have some 14,000 women perform ing a wide variety of job*; the majority serve in operating and clerical capacities. I am employed in the department where you find the girls with "the voice with a smile." You might well assume that our safety problem is negligible, in that our women Uc> not perform hazardous work. We, too, labored under this fallacy up to 1950. Prior to that time, safety training in the Bell Svstcm was directed primarily to male em ployee?. In April ot 1951, an active program of injury prevention for women was adopted. In twelve years, we have seen the "on duty" lost time injury rate for women go from 5 3 accidents per million hours of work to 024. White a safety program that is effective for men doing hazardous work is not nec essarily effective for women, the purpose ot 51 SxitttHwl Jittfrly Longreti am- accident prevention program* it the time; t* keep people abve, healthy and ni.i*lr fHir accomplishment in the ufety t'htrati'in nt women has received attention and viipimn from the top, a* well a* the and response of alt of nur vmpinver* Our oil-ihe-job problem came into focus about I0i*5. Imagine our ehagrin, when we realized after our first year of recording it-ihe-job accidents, that the ratio for wirn.eti oi oft-the-joh to on-the-job was 40 u. An early revelation in our program was rhat while the president, vice president, and .lefetrtment heads might be 1W per cent in (ark t,t the idea, interest in safety waned ,1*. m,u went down the line. There appeared {i, !< 3 ending off at certain levels in the ufganization. This wa* disturbing, so we wt out to prove that the business of safety Mung$ to everyone. Of course, this meant the development of a program for women who do not climb poles, or go down man* hole-*. Today, the responsibility for control of awident* on or off-the-job is with our first Jrvrl management supervisors, it is their responsibility to sec that the company's obtrelive to provide hazard-free physical con ditions it attained, to conduct themselves .n- and off-the-job, in such a way, as to >et a good example and to develop safety fieisciousness in other employees. During the last 12 years we have em ployed all of the various safety media with which you are familiar, such as committees, hazard observations, posters, and pamphlets. Safety for the distaff side, as we Have rvpencneed, is something more than these traditional approaches. We have found that tite most effective program for women is inf that lot feminine appeal, tn other wor*J, >ne that i directed to those responsibilities .uvl interests--both personal and family-- tint are essentially and particularly a wom- (n using a feminised approach, we have learned a toe from the women themselves, h> talking with our management and non management women and interviewing those who have suffered accidents. This has en abled us i>* learn just what was, or was not, effeemr. We have concluded that a lot of involved figures don't make safety meaningful to a woman. A program cog nizant of a woman's interests, her home and her loved ones, makes safety a practical thing, that die can comprehend. Safety for women in our company be gins with employment. In selecting appli cant* for employment, the interviewer uses every possible means to insure that those accepted into our organization meet oar standards. Everyone selected is told about our company's requirement* m the matter i.t attendance. High absence rates have a material effect on the quality of telephone service. Reliable attendance is necessary to properly discharge our responsibility to the telephone user, Therefore, good attendance or "presentee ism,*' as Dr. Whitney, Medical Director of lit* Amman Telephone and Telegraph Company terms it, must be understood as a requisite of the job. In addition, all ab sence. whether due to illness or accident, is reviewed critically. A further adjunct to this selection process is a visit to the home of the employee. The purpose of this visit it to insure that parents or other interested members of the family understand all the pluses of the work situation. This offers the opportunity to promote the Telephone Company as a good place to work and to acquaint the family with the requirements of the job. On the new employee's first day, her supervisor discusses health and safety from a feminine viewpoint which includes: !, Appearance as a business asset. 2. Meal planning for the business woman. 3. Cold facts for the business woman. 4. Special health problems of the business woman. ,5. Success secrets of the business woman. Hmtih aenMrvmUoa a*4 tii* prevention oi accidents are companions in any program of good health habits. The supervisor stresses, that while there are many ways of defining personality and charm, the sura total of the looks, habits and attitudes of an individual are actually the core of an attractive per sonality. During a tour of the office and quarters or the first day, safety measures, to be observed ht each room, are reviewed This offers occasion to note parallel situations that might exist at home. The new employee 52 1`ublic UUliitex it Impressed with her responsibility in regard to safety, at every opportunity. Special safety (otters and signs, are pointed out to her; she it introduced to ifte members of the office safety committee and given an early opportunity' to verve with this group. We feet that early impres$K*ts are lasting ones and that training for safety has a definite place in the induction of new em ployees. Standard training procedures pro vide instructions for performing the work safely. They cover, for example, how to use equipment, how to get in and out of switchboard chairs and how to handle head sets. During this training to insure safe performance of work operation*, we believe employees need to be encouraged to develop the habit of safety in all their activities, at liome as well as m the office So matter how welt we have planned, organized and programmed our efforts, the perpetuity of the job is not easy in this connection, we have held meetings in which we "brainstormed for safety"; we have talked with our women and asked them to help us get to the heart of the problem. At the conclusion of these talks, we gave every one a powder puff, with the imprinted message, "Practice safety as often as you powder your nose." Our objective has been to; l. Encourage ever)' woman to play her part in an effort to prevent accidents and their resulting injuries. L Develop in each woman, her family and friends, a sense of responsibility and a `pint oi cooperation in achieving total safety. A modern woman plays many different rotes and has the opportunity to influence others many times a day in many different ways. This influence con be a mighty weapon. Ti> mMt rM*u program for our tiiiUlf tide is a "Women's Car Wise Program." Tltt* a highway safety program for women. It is offered to employees on an out-of-hour basts. We feel that if women are equipped with the know-how, they can he)p to put motor vehicle accidents among the minor, rather than the major, problems of our nation. Most women learn only enough about driving to get their licenses. They are seldom taught the skills so neces sary to keeping themselves and their loved ones safe. The course lasts ior six works, two hours each week. To incorporate a t cramine ap proach, we give part of each two-hour session a social flavor, by serving coffee and a simple dessert- Classes arc held off com pany premises in a hotel or women's club. Sessions are devoted to pedestrian, passen ger and driver safety. Movies are shown; literature is used to illustrate a particular point; visual and reaction time tests are given; and the women are taken out for road exercises by experienced e'-mpany driver trainers, This program was originally offered in the New York Telephone Company. At the present time we have i,?00 graduates; in addition, there are over 70 locations in which the course is currently being conducted in the Bell Svstem. It las been referred to as the most unique course of its kind in existence. Throughout the entire course we empha size the feminine approach, and endeavor to make our women ear-wise pciiestnans, pas sengers and drivers- 1 have visited many of the classes, and I am proud of the response and interest of the women in this important program. We feel confident that this course will continue to be. well received Dawn through the ages the roster of women who have been powerful is a (cmg one. The challenge is here. I hope you will encourage til* women in juuf organiza tion to accept it. For truly, you sltould "Never underestimate the power of a woman " fOW .Vu/wruif 'afcty Congress SAFETY AND ITS EFFECT ON PUBLIC RELATIONS By W. H. PRATT, JR. Film Manager. American Telephone & Telegraph Co., New York, N. Y. ft it my belief that in the area of safety lie* a tremendous potential for improving public relations that we have only now begun to explore. The remits obtained by tatety men and women In reducing accidents on-the-job are outstanding. The total effort m this area has been tremendous and with significant remits. You all know the figures. Safety people m the utilities Held are to be congratulated. 1 know that we in the Beil System are certainly proud of our good accident record. This on*the*job record has definite public relations impact. When a company attains an enviable safety record, the public lend* to think of the company as a humane organization, one with a heart, a good place to work. When an employee ap plies his job or first aid or safety training to saving a life or preventing an accident, the public's opinion of the company is quite likely to improve Bui in order for improve" merit to occur, the public must believe that tiie company contributed in some way to the employee's action. If, on the other hand, the public believes the action would have oc curred regardless of company influence, then mere is no improvement in public opinion. There is, unfortunately, a dearth of sur vey information that would give tangible evidence of the effect of safety on public relations. So we have to turn to surveys of tilings of somewhat comparable nature, things that we believe would operate simi larly. An example follows: Wc produced a film titled "The Antidote." It portrayed the efforts oi a traffic department supervisor who tracked down an antidote for a poison taken by a little girt, and was successful against almost unbelievable odds. It was a true story. The objective here was to show fricndlv, well-trained telephone r*PIe *erv' mg their community with a warm devotion to duty. It was hoped that public apprecia tion of the employee's efforts would rub off on the telephone company and that attitude toward the company would improve corres pondingly. Audience tests showed tins film to be quite successful In many respect*. However, we d*d learn one very important lesson that vhould be kept in mind whenever we use our own safety efforts or record as a basis for influencing opinion. Sixty-five per cent of the audience did not feel that the employee was typical. In other words, they felt the action was the result of individual motiva tion and skill, rather than something im ported to the employee body generally through the company teaming and informa tion. Accordingly there was no rub-off; opinion of the company did not improve; the companj altitude battery remained un changed. On the other hand, here are three ads that illustrate very well the benefits that occur when the public recognizes the employee action to be the result of company practice And training. Each of there was tested with pubhe audiences- The ads aitempied to make effective copy out of the company's insist ence on safety by panting out the benefits to the community or advantages for employees. The first is "Meet George Greenlaw, a Safe Driver.*' The purpose was threefold: 1. To show the things the Telephone Company does to make its people safe drivers--not only for the sake of telephone people and their families hut to benefit the community as well. 2. To show that telephone people are good citizens, as exampiified by their driving habits. J, To show that safety helps to keep good people on the job. This m turn contributes to better telephone service for the commu nity. This ad improved attitude toward the company 25 points. This was statistically significant based on the size of the test audience. There was also an amazing in crease in Attitude toward the company's con cern about safety practices + 14,3). Another ad, called "When a Telephone Man Drives, Safety Comes First." was designed to point out the Company's fine safety rec ord and the benefits to the public Here fU*'tt;de improved toward the company +2.5, and toward cost of service +2,7. The changes as shown under specific questions 54 Public Utilities are of particular interest "Company has a own individual judgment or the judgment ot great deal of regard for interests of the one or two other individuals may determine public" improved IPS points. Those who course of action whose net result may be thought the "Company ts very interested in completely different from the one expected being well thought of" increased 9 points. or desired. Where there is any question, Those who thought the "Company is doing audience testing is the only reliable solution. an excellent all around job for the public 1 have talked so far of the public relations in this town" aad that the "Company is an effects of publicizing the on-the-job safety excellent place to work" increased 5.4 and record. I believe, however, that die oppor 4.3 points respectively. tunity for influencing public opinion is much The third ad, entitled "Ever Talk to a greater in the area of off-the-job safety. A' 1 Telephone Man's Wife?" was the most are all concerned with improving the pub effective of all. Its objective was to show lic's opinion of our companies. As members i through its use of a real instance how of management in the utilities industry, we f safety first training is * way of life with recognize that giving service to the com telephone people. Here company attitudes munity is a privilege conferred upon us by improved 52 points, a rather suable change the public, rather than a right. for an attitude battery*. Cost improved 2.7 points. Unde.* Specific Questions 7 6 per cent more of the audience felt that the "Company is an excellent place to work" after reading the ad. Paraphrasing a statement by Mr. Gifford, a former President and Board Chairman ot AT&T, "We must at ail times have public approval because certatnly in the United states you cannot, no matter what your It is difficult to draw generalizations from tests of only three ads. 1 think we can say, however, that when we show what we are doing as a company to train our people in safety and how this in turn, benefits every ability or what your intention*, succeed in the long run without public approval." As Mr. Kappcl, present Chairman of the Board, said recently in his talk before the General Assembly Meeting of the Telephone Pio one, we are successful Some points of cautica we feel should be observed when neers: "Ours is a public service and we must never forget that." \ utility whose using your own good internal safety record public thinks highly of it has a distinct s a means of gaining public recognition advantage. ind approval, (1) The public may fed that the company is attempting to lake un i. It can give better service, for its cus deserved credit for action# of iu employees, tomers are more understanding and coopera and (2) that the company is trying to get tive. credit by playing on the good sympathies 2 It receives less criticism and therefore, of the audience and by taking advantage of can devote more time and energy* to im tragedy. But if done properly and in good provements, technological advances. taste, it ts to be recommended. As ,|o?in F. Gordon, President of General Motors sug gested, "Give the safety movement greater momentum' by building its prestige. Blow vour horn over a good safety record as we 3. Us good relations guide it over tem porary bad spots and emergencies. 4, It has less difficulties with regulatory bodies. do over production or sales." There are many things a Company does But in blowing our hom keep in mind a fact that is borne out again and again by the many tests our research people make to determine the public relations impact of ail types of media. None of us are reliable judges of how the public will react to our attempts to gain visibility on our chosen field. This fact comes as a shock, sooner or later, to each one of in. It is caured quite n.diiraily by our familiarity with the sub to gain public approval. Surveys show that public approbation is based first on good service. After this come many things, such as keeping the public informed, treating them with courtesy and understanding, and being a good corporate citizen- But before wc talk about how safety programs may help to obtain a favorable image, let's take a took at the conditions that surveys tell us are extant in the public arena. ject. We are company and subject oriented The first study 1 shat] mention was made rather titan public oriented. As a result, our for the Bell System by the National Opinion 55 1962 National Safety Ccmgrest Research Corporation ot the University of Chicago. A number of eye-opening funda mentals about industry--community relations came to light. While this study was con tented more with what tile leaders La the community expect of industry and the effect of participation in such activities as fund drives, civic and social organisations, politi cal, labor ami electoral matters, the prin cipals that operate would apply to any com munity activity. They would apply as well to a community safe driving program or an off-the-job accident prevention campaign. These principle* should certainly be valuable to the safety man in Ins community efforts. According to the study: The community makes definite distinctions between "active" and "passive" roles. While "'fellowship*' is acceptable, the social rewards go to "leader ship." Apphing this principle then to the area of safety, we can say the company that takes the lead m promoting safety m the community should be ia the most favorable position to receive public appreciation and acclaim. In other words, if you are going down tills road, then by all means lead the way for it's the leader that the public re members. The file of an industry* in the community, S e.. number of employees, sire of operation, can be an a*-t. However, sire is often invisible, the public is unaware. To be rccogmzed and receive credit for being a cor porate chirm, the company must be active in the community and the public must know what it's doing- Expectations of what a business should do in community activities are not uniform. The first group, com munity tenders holds the strongest and high est expectations. This is the result, quite naturally, of their backgrounds of experi ence and knowledge of community require ments, The local businessmen, comprising the second group, expect much the same as the community leader*. but not so strongly. Both of these groups see the local branch of the utility as an efficient organization manned by high caliber personnel, but rather powerless to take action on community ac tivities, Even worse they sec management going along with community expectations reluctantly, with no real enthusiasm. The third group, the general public, expects least i all. The public seems to view the local branch of the utility as a small company, providing generally excellent service and staffed by high caliber personnel. The public doesn't expect much from the utility in the area of community activity, possibly because there hasn't been much in its experience. The findings ot this survey were substan tiated by a recent image study made by our Public Relations Research people and Opin ion Research Corporation of Princeton, New Jersey. They found tliat participation in community affairs is one in which only 40 per cent rate the company favorably. Our own Bell System Attitude survey shows that 42 8 per *-cnt have no opinion. Nmw, this lack of public awareness of what industry is doing is a key to the public relations issue. It's not sufficient to do a good job. We've got to tell people about it For ex ample, I am sure everyone Has heard about "Telstar'' and many of you probably know' quite a bit about it. Yet m a study made nine days after the satellite was successfully launched into orbit: l ob per cent of the people had heard or read about "Telstar." 2, bO per cent could explain what it wa. and an additional 6 per cent could explain it with some recall assistance: k 33 per cent could not identify even w ith recall assistance. This is difficult to believe in view of the `remendou* amount of publicity appearing on television and in the pre. But doe* verve to point up the fact that whatever is done with public audience*, a fairly large proportion seem to be unaware of the effort But the XORC study of the University of Chicago points out that highest praise and regard still go to those who do exceed the public's expectations. In conclusion, the study goes on to say, "Since the greatest rewards go to those who appear autonomous, set the pace, or invent new styles of participation, find some special project, one that is close to the heart of community problems and which is visible"--and above all "give the appearance of spontaneity and enthusiasm." The Princeton ORC study suggests the i oliowing: "To help improve image, the Company might want to make sure that its local activities are relevant to loci! needs, and that the way they are carried out is acceptable to the community. It might also wish to consider how it can increase the visibility of what it ts doing-being sure, of course, that its efforts along these lines 3$ Public I'hlittfi are'in good taste.1' A point that consistently appears in these studies is that the first requisite in an effective community program i* to select a project that is needed--that the public recognizes it needs I submit, therefore, that you are engaged in an ac tivity that would be hard to improve upon as a community project. President Gillen of the Bell Telephone Company of Pennsylvania sum* it up this way. "Safety--saving lives and preventing accidents--is a matter of universal interest. If is understood by cvervone if is a project rn which a company can get universal co operation and participation. It is laitormade tor image making if done unselfishly, con scientiously and effectively, a can be readily identified with the company. It is a logical effort for the company and its employees to sponsor." However, some of you may' still wonder if the effort requited to participate m community activities is worth it. Doe* it really pay off in public approbation and improved public relation*.* A chart from the Pennsylvania Company, "Does the Telephone Company Do Its Part m Civic or Community Affairs.1" shows a definite relationship between participation in community affairs and favorable attitudes. Fh*e who are "Very jure it does" are more favorable on each attitude battery than those who are only "Quite sure." The "Quite ures" are higher than the "No Opinions." And this is quite interesting; the "No Opin ion" group are higher than those who are "Not Very sure" or who definitely think the company "does not do its part" Since this "No Opinion" group constitutes 42JJ per rent of the respondents, not to mention those in the bottom groups, we have a considerable potential for improvement, we have a big job to do here. There is yet another reason for jumping into a community safety program with both feet. Would you agree it l were to ad vance the theory that an active community *afety program in which a* many employees as possible participate offers the most likely means of improving the company's off-thejob safety record.* Would you buy the addi tional theory that when we begin to lick the off-the-job accident problem, we will then sec a further reduction m our on-themb accidents? Welt--you may think I hare the cart before the horse, but let me explain. It is m the area of community activities that the employee can make hi* greatest contribution, much more than in the orderly routine of on-the-job operations. It is here that He can really participate and in so doing acquire the spark that breeds safety alertness. With this new motivation, he may contribute materially to a better oti-the-job safety record, and it's entirely possible that there may be a reverse effect, that he will carry* (his new motivation back to the job, and once again start on-the-job accidents on a downward trend. The trends for Bell System Lost Time Work Injuries were continuously downward from 1944 to 1955. Since then the line has tluctuated from year to year, but has refused consistently to respond to further pressures. Yet l know that safety men have continued to apply every conceivable remedy in the efforts to effect a further improvement dur ing the past seven year*. Now, what is the cause for this? Some Safety people advance the theory that the rapid drop prior to 1955 was due primarily to the solving of many technical problems. Compared to 20 years ago, we have made tremendous strides id car controls, brakes, steering, construction and maintenance tools and methods, climbers, and operating room and clerical procedures. Once these things were well in hand the safety expert* had to look eUewhere for improvement and they came face to face with that nebulous, abstract area of atti tude*. There are many who feel that human problem* are little closer to solution today than they were in 1955. But. it takes time to wrestle with abstract problems and they are readily postponed under pressures of day to day routine and small fires. The safety man, as is true of management people generally, is surrounded with charts, statistics rind graphs. This data tells us where we've been--not where we're going. It's true, of courte. that familiarity with the past help* in forecasting the direction of effort for the future. But it's easy to become so engrossed in yesterday that the.'1' is little time left for tomorrow. What happens is that we begin to look backward. Statistics become an academic exercise that accomplish less and les*. After all, what does the fact that a company had 93 disabling accidents per million manhours this year compared with .9? last year rrally 5? E /0&? h'altonal Na/rfv Conarrxr mean1 How much time riiould be spent on such *n exercise? U u significant statis tically ? What are we going to do with it? Figures are tangible. They are something we can get our teeth into a* a welcome re lief from working in the are* of safety altitudes, which at best are a nebulous area m space. But tlie fact remains that today the area i-*f attitudes is the safety man's challenge and he mu<t find the time to attack it At the President's Conference on Occupational Safety, Mr. McNecly put it this way: "In spite of all our great scientific progress, we still don't have any instant or easy way to change a man's attitude, . This is most certainly true, There arc way*, of course, of causing attitude changes, of creating desire and the necessary motivation in an individual so he wants to observe safety rules. One of the most effective is jvirticipation Employees tell us that of alt the methods of communications, they prefer to get in formation through two-way group discus sions with their supervisors. The reason lies in the fact that they ran participate, they can contribute, they feel they are part f what's going on. The safety man can take advantage oi this same principle by having as many employees as possible parncuKtie in community safety programs. And may 1 repeat employees can make their greatest contribution in the ares of off-thejob safety. The motivational spark en gendered by this community effort will not only help to improve this most critical prob lem of off-the-job accidents but often m intriguing possibility for further improve ment on-the-job. It is certainly worth a try. Now*, what about manpower? I think there are hundreds of employees who would be glad to participate in community safety programs. Think of the thousands of em ployees who belong to some club or social organization, who belong to P.T.A.'s, church groups or the like. What effort have we made to enlist them m a double barrelled safety program that will improve both the >afety record and the company image? Em ployees like to talk about things they under-tand, m which they feet expert Certainty a* a result of their training and the service nature of their work, utilities employees are natural leaders m the field of safety. V>c all want prestige and want to feel j>iuud of our companies, our jobs, of ourclves. Here is an opportunity to develop this feeling ot pride to its fullest extent. There are three conditions, however, that must exist before an employee can become in effective public relations (tmbasiador : 1. He must be proud of his own and his company's record. 2, He must feet the cause is worthy. .5. He must have the knowledge and in formation he needs. From a survey now being completed, 1 have extracted some preliminary results that bear directly on tlic<* prerequisites; 6S per rent think their company has a better witty record than most other Industrie*. About seven out of ten, then, indicate they are proud of their safety record. While they may feel that there are other things that dtouid be done, it would seem reasonable tint they would be of a disposition to speak enthusiastically about what their company is doing in safety. Tills attitude is one of the essential elements neceswry for em ployees to speak convincingly to the public. However, only 5b per cent feci that the company U doing all it should to promote safety off-the-job. Here we have the next important part of the equation. Almost four out of ten reel that something more should be done. To this add the fact that 96 per cent say, "It's a good idea to promote off-the-job safety." Now give the employee a few tools to work with and we have ail of the requisites nec essary for an enthusiastic and effective pro gram in which employee*, who are after all our most effective ambassadors of good will, can go into the community to talk safety with the resultant improvement in off-the-job safety and company public rela tions. 1 am sure there wilt be no shortage of helping hand*. We have a considerable investment in materials much of which can be utilized in community safety work. For example, take the Bell System safety film, "Anatomy of an Accident*' This film, released only last December, has been shown to 230,000 Bell System employees and million persons outside the System. We have had many excellent reports testifying to its public relations value. The New Hampshire Com- 58 Public Utilities N misstoner of Safety made this film a "must" before we even approach our ultimate safety ' for all state police. He programmed it is obiectives, we must admit that well never ail indoor and outdoor theaters during the get this job done if we rely on our own vacation season The Slate Police in Massa ability, energy and time alone You are all chusetts, Michigan and Pennsylvania, to name aiety experts. I would not presume to .xily a lew, are also active in promoting the suggest the technical answers to the hundred w*e of this film, in New York State, the and one safety probtems that confront you : Vale Drivers License Bureau makes the film nor would 1 have the temerity to suggest ; a must for the 5,000 or more drivers who wli.u should be said. However, l do offer j ;`omc in each month ior art interview as a this suggestion. To get the job done most j result ot exceeding their point quotas, effectively, the safety man should be a safety manager, calling upon every source available However, there are other examples that to him for assistance Functioning as a make one wonder if we are taking full ad manager, he then has the time to devote his vantage of available materials. "Charlies Haunt," for example, is a safety film beamed at off-the-job safety, our most pressing problem. We tested this film with etn- expert talents to problems of research, anali -is and the determination of how to proceed most effectively in this vital area of saving lives. plovees, and the results were most gratify ing. 24 per cent learned a great deal; 54 The safety manager avoids routine as per cent learned a fair amount; employee though it were the plague. He delegates and "confidence ui management'' unproved 2.7 yets more people to participate--ihe key points. Vet it has been seen by only 150,000 taclor in stimulating interest and enthusiasm. employees and million of the public dur- He leaves himself free to do the constructive ' mg the three years since its release things that will farther the cause of safety. This the only way he will have the time : There are thousands more employees and and energy to get the job done. One of die ' public who should sec this film. What plans most practical and immediate wavs of gain . docs the safety man have for deriving the ing the man-power we need to do the job [ maximum good from this available tool? I is the one we have just discussed. Get i am sure that many Bell System employees everybody working on safety--give them 5 would be proud to show this film to the something to do. Surprisingly enough this f ni gamtat ions to which thev belong, thus, approach is cheaper than you think. l pulling in extra dividends on the public Speaking of delegating, 1 should like to I' relations side. If, in addition, material and information are made available so employees offer the assistance of public relations people to all safety managers. We'd like to absorb am couple films with a ulk on safetr--"How some of the load--help you stretch your we work satdy on the job," real employee budget--give you more time to be a man participation occurs. ager. Communications is a specialty of pub lic relations. As indicated by some of the audience tests 1 have mentioned, communi cations can be a complex ami difficult assign ment. Dr. Bavetas, formerly of MIT and for a wliilc consultant to the Belt System on matters of communications, points out wmt of the difficulties. Let's say Alike has a aiety fact or idea that he wants to transmit to foe. I'm re ferring to Average joe First, Alike takes hit information and puts it through his coder- The coder is the sum total of all Mike's experiences, his likes and dislikes, knowledge and attitudes. Now Mike likes cartoons; he likes green and brown, and he's an old plant methods4 man. So, as you might expect, in due course Mike puts up on the bulletin board a cartoon poster in You will ask where the time will come from for these promotional activities ? One of the important things that each of us must answer eventually is whether or not he operates as a ''man*4 or "manger.'' There is an old song in which the words of the first line read, "The night has a thousand eyes, the day but one." Paraphrasing this for our purposes, it would read, "The safety man ager has a thousand hands, the safety man but two." We have all observed the increase in output that results when we delegate certain responsibilities. Yet. very frequently we fail to take advantage of opportunities. This may be due to poor planning There is, of course, that fierce pride of individual accomplishment. But when we see the hundreds of things that must be done 59 !W Xaltonal Safety Congress ttretn and brown with quite a bit of im portant safety information spelled out with engineering precision. Now we watt for \verage Joe. Tins is the transmission stage. Well, along comes foe. He spots the [-`ter. What he sees he filter* through his decoder. To the unpraetieed esc his decoder links just title Mike's except that it repre sents a far different total of attitude* and knowledge. Joe has no eye for detail; he`s I.K5 busy. Joe has to get the message in a flash--things have to stand out. And inci dentally Joe doesn't like cartoons. Well, we all know the end of the story. Joe doesn't $:ct the message. The problems of communicating are also evidenced in the findings and recommenda tion* of a committee that just recently re viewed the safety publications and reports which were being sent out from AT&T to the Associated Companies. The committee evaluated the posters produced by the llell System Companies. The purpose was to determine what makes such material effective and to see whether or not existing material satisfied these requirements. Mate rial was rated on the basis of impact, brevity, quality, artwork, and effective use <>f eoior. Much of the artwork was amateurish, t npy Hat <oo busy, poorly written or vague. * '>>jnr in many instances was not used to :dian!ae. The committee decided that much o' the material was inadequate, was not effective and was in fact wasting money without comparable returns. The National Safety Council recently conducted a poster .tifvry among 1,000 of its member compa nies Results of this survey indicated that -ufeiy men recognize that to be effective. posters should be simple, make a Sash im pression without having to be studied chxely, and that color should be ued property i.-r maximum impact. In fact, not more tlian two colors on one poster was recommended Your Public Relations Department, in most cases, has trained and experienced Vtl" fessvana] artists and writers who mi! be triad to help the Safety Manager with f-,t oimmunicatiom problems. One side observa tion ramc to light during thi renew cf Bell System posters. Those who produced the bc*t poster jobs were ttw an**-*** to receive additional information and betp; those doing the poorest, were least an crated Safety is a team job. It involves every- e. If the safety mamger delegates to each person the duties that he can do bets, then the total effort will reach its maaimian The safety manager is a ul figure; the helmxnsan with a thousand hand* ready to pir hi* programs mto effect. We oeed nee bade our light under a bushel. There is k> mocr important work than saving litrea .And m tins area of safety, the utilities csipiovee i die acknowledged expert. He or shr *' I* welcomed everywhere, by the gcBcral public. by llie businessman, b> the leader, and the entire comsmawy. So let's sIksui cur story from every scage and meeting place, from every tsagaxsar, projector and bulletin board. The pwfeisr relations benefits will be many, bur even more important to those who are <fcdkaaed to giving service, the job of briactwg safety to the community is a way of life, a meeaJ obligation. So I hope each one of you wiB build a safety empire in which every ns and woman will be a dedicated subject And we in public relations would Eke to befp. ftO Subtle Utilities ' PROGRAMS THAT WON AMERICAN WATER WORKS ASSOCIATION AWARDS (a) AT DUHERNAL By a. L. E. LINN Manager, Duhemai Water System, Parlin, N. J, The Duhemai Water System t> a coajiera* live -leveiopmcnt furnishing raw well water (- plants owned bv E. 1. duPont de Nemours & Co.. Hercules Powder Co., and National Lead Co, in Sayreville, N". f. The personnel lio operate the System are DuPont empk.ve**, and hence follow a safety program inured by DuPont. t>-il,errsd Ha* nine employees including the .-(Cer. foreman, and clerk, and the s>lem ' alvsK io.000.000 gallons per day. We 2? well*, located on 1000 acres ad*. j ?r*-rr\njr creait-d by damming a drain.* alAit 95 square miles. * v*rr UArter stations along a r ;ipr '<flr. and in nklition lake sam* -v- jrer .eve! readings at about 50 .#* ' r ed and stream flow measure jt *> location* I am proud to report l v^hcr-uJ Svtrm ha* been m operat- .-wr Mu, 19,19 without a time-losing '> * what l-ave me done to obtain this -T* -tart with we hate always sub - i.. the following five point "safety S -*t` 4'hv." t. Positive belief that all personal injuries ..in be prevented. 2 An acceptance of the responsibility to i*revent personal injuries. 1 A conviction that it is reasonably pos-ilile to safeguard all operating exposures winch may result in personal injuries. 4 A recognition that it is necessary to train all employees to understand it is to their own advantage to work safely and tliat they are expected to cooperate by so doing. A An acceptance of the fact that it is ;.;<xxi business to prevent personal injuries. The Duhemai System is one of the areas of the DuPont Partin plant and the top level safety committee is known as the Plant Centra! Safety Committee, it is made up -f area heads and members of the employees' -as'etv fnmimlice, with ilie pl.uii manager ,i< riiainnan, die a**it;tm manager as vice chairman, and ihe * <ivt' -upervimr as die permanent secretary. There are mb- committee* ior housekeeping, program, in juries and haxanis, publicity, hazardous ma terials fire prevention, am! industrial disaster .uriirni. Kadi of these vuh-o.nmuiicuS holds inde(endem meetings, lunctionmg as the name im plies, and reports monthly to the central ommittce. The plant program, for at least two month* m advance, i* approver ; cadi are* may supplement ihc plant program with one more direrily concerned with their area. The monthly Duhemai safety program fur this year to-date w.i* .v. iollnw* January--Outline nf 1962 program. February--'*utmwm m injuries and aceidcttl causes in water stippij utilities. March--Safely -tamiard* for automobile*. April--Activity at time of injury. May--Kinds of mjune* June--Sources of injune*. July-- Types of accidents. August--Hazardous working conditions. September--Unsafe acts. October--Accident prevention. The subjects this year were, for the mo<t part, listed in U.S. Department of Labor report N'o. 166, "Injuries and Accident Cause* in Water Supply Utilities." Weekly inspections arc made hv ihc Dtihemal safety committee and yearlv inspection ly the home office safely and fire division inspectors. These specialists arc always avail able for consultation and advice on safety problems. Periodic inspection* are made by the employee safety committee and others. Every Duhemai employee is contacted for mally at least once a month at the area safety meeting, and more frequently by his foreman. 61 1962 National Safety Congress The on-coming shift operator quizzes the operator going oil, as to whether or Dot he has been injured, and record* this tniormation vn the teg sheet, Frequently, safety pamphlets from the National Safety Council and other source* are given to each employee; large and small safety posters are on display at all times and are changed weekly. Details of accidents at other plants are distributed and discussed. Those which eem likely to occur at DuhernaJ are given peci*l emphasis in "quickie" safety meet ing*. The safety records, on and off the job, nf all the locations in the company arc pub lished and posted each month. Each operator has a copy of the Amenran Water Works Association safety manual, and frequent reference is made to it when iimilar mbs occur in the area. Each opera tor also has a Duherml safety booklet. At! outside contractors working in the area are Mipplicd with a safety booklet when they hid on the job. and they must comply with the safety regulations. Before new equipment is placed in operation, it must first be ap proved for use by the safety supervisor and a special committee apotnted to check it. Safety instructions are part of the ioh as signment; safely work orders are given top priority. Whenever there is repair work on any equipment, it must be `locked om" %n<i tagged; each man of each craft must put his own lode on the equipment. Electricians are not permitted to work on live circuits. Whenever there it an injury, no matter how slight, an investigation must be made amd a minor injury report made nut and forwarded to management. Minor injuries must be treated bv the plant doctor or nurse. ft iherc should be a sub-major or major injury, then a report must be made out by higher level* of management, and responsi bility established- Even reports ot accidents and near misses without injuries are cir culated to other areas. Recently there has been more general interest in "off the job1** * injuries, and records of these injuries are maintained and posted. It is believed that emphasis on safety ``off the job* encourages lately by the employees "on the job." Of course there are prizes offered tor perfect -ai'ety records: the value of these pmu vanes according to the number of exposure (tours without injuries. Gaiety rules are not merely hted in the safety booklet, they are enforced. Inspec tions are made for flaws, mushroomed head4 cracks, cracked or loose handles, hent wrench jaw:, broken goggles, etc. Housekeeping is a part of the safety program. Oil spills are cleaned up immediately; spare part* and other material* are not stored on top of lockers or cabinet*. All Duhcrrul employee* wear safety shoes and have other personal protective equipment, such a* gloves, masks, -.it'ciy glasses, and safety knives. Eventually, working sairiy becomes a way of tife. (b) AT ARIZONA By RICHARD E. FOLENSKE Vice President. Operations. Arizona Water Company, Phoenix, Aria. 1 am very pleased to present this paper <.ii the Arizona Water Company's safety pro gram and how it ha* improved our safety record. The Arizona Water Company was organ ized for the express purpose of acquiring ten domestic water sy-tems located in the routhem part of Arizona. We had been m business one day on April 1, 1955, when we acquired a tremendous amount of prop erty serving domestic water to approximately 17,(66 customers, who represented a popuia- uon of 59,000 people. l`T>4<lcm* were immediately encountered in h-atr-ins adequate number* of operating personnel with technical knowledge and know-how. A number of employees were acquired in the transaction, but we were raced with hiring and training in vanou* joh categories, approximately 45 employee*, who had never seen the working of a domeslice water utility. One part of this training was safely of course. The company's operating properties were spread our and a communications problem existed. Because of this, our safety program 62 Pubtie Utilities had to be different from the normal manu facturing company's approach. The com pany now encompasses some 25 individual <4istnbcuoo systems serving a population of approximately SO.DtX). Organizationally, ne have four operating districts, each super vised by a district manager We have, of course, a board of directors Immediately below are the top executive vffUecs; they have specific responsibilities which extend directly through the local ex ecutive and administrative levels headquar tered to Phoenix. Basically, our district manager* are schooled in safety, and sup plied with data concerning our program. Th*district managers are held responsible {; enforcing all safety practices, and in gen eral. for rooductmg the safety program, initially the company did not have a planned xiety program. At the time we began operations, a bare minimum at safety mftrucrions and administrative handling prnfedures were provided. Our first step was to design an accident report form, containing alt pertinent related iva. This form had to be submitted to the l*h*wrux emee on the date ol the accident. It covered the usual information--name. age. if.d sex--about the employee involved, a rouceming safety practices wnfuo the Com pany' operation. This statement emphasized that "a job not done safely is not done wed," .uv-t iHi* principle governs all of our acuvi*:n, each and every day. The initial step of formulating a written p-ohev was coupled with the assembly of a tstety program manual. Each supervisor, irrespective of level, was supplied a eopy of this manual, which contained, among other thing*, the policy statement Knowing that the National Safety Council was the best source for safety information and sup plementary aids, the company became a member in 195#. As result, we were able to obtain various items and publication*, which are used in our safety program. Other items included m the safety program manual are copies of instructor guides, *upcrvisor's saiety manual, how to make the safety fpecch and the American Water Works Association Safety Manual M-5. "Safety Practice* for Water Utilities." With these basic guides and some home study and supplementary information, our supervisors are able to conduct a satisfactory safety program, within the frame-work of the "vmpany. br-et description or the accident, the bodily Our safety program is reviewed annually .rar.oa ot the injury, a statement as to and new idea* are incorporated. A main item *rexher first aid was rendered, where the in nur safety meetings are five-minute safety intured person was taken, whether a doctor itlk*. 1'ubltcationi available from the Na wax bj attendance, the local manager's opm- tional Safetv Council and others are re tee as to how the accident occurred, and newed for specific talks applicable to our what step* he intended to lake to eliminate particular company and type of operation. similar accidents in the future. From this These talks are scheduled tor weekly safety report, the Phoenix office was able to com meetings held throughout the company, and plete the required forms for the Industrial runging in size from two to approximately Commission. It also enabled them to review ten employees. Because these safety meetings the accident with employee* in special safety .we small, we are able to discuss freely meetings. Essentially, this was our safety among ourselves various safety problems. program from 19sj through 1957. During this period, we had a definite ab sence ot formalized safety training. The company was fortunate, however, in not having more lost-time injuries or accidents than did occur. I, personally, attribute this to independent thinking and alert employee*, who schooled and trained themselves to adopt safe working practices. In 1957, company management formulated a "statement of pol icy" which spelled out the company* regard for safety practices and further, the respon sibility of the company, the intra-company division, the supervisors, and the employees. in particular, these weekly meetings are held to review any accidents which might have occurred during the previous week, .vhile they are still fresh in the mind* ot the employees. Discussion is iimited to a t eew r>( the accident, why it occurred. fiiw it could have been avoided and what -lep* can be taken to prevent a recurrenceIn addition, a five-minute safety talk i presented and discussed by either the super visor or an individual employee. For uni formity throughout the company, these talks are scheduled on a very definite program. After the presentation, there is general dis- 65 }96* National Safely Congress ni*ion of the particular accident mentioned m the talk. New safety devices are al*o (.resented and discussed at these meetings. Meetings are conducted from the safety pfrqjram manual material. We insist that meetings he conducted this way, instead of f*cin "ofi-ilic-culT" tvpe discussions. We feel ihat whore son liavc a definite point to get aero,*, an off-tlie-eut? discussion is detrimvtiuit; utiles* you have a guide to follow, an important point might easily be forgotten .r overlooked. Me endeavor to hold these weekly meet' mt;$ in some office space, if at alt possible, l know many of you utilize the "tail-gate" type of meeting and probably have been highly successful. We feel, that while under certain conditions a tail-gate meeting can t> successful, when it is held outdoors, there .ire too many things to distract the em ployees' attention. For this reason, we have made it a practice to hold these meetings iiidde, in reasonably comfortable quarters. In addition to the material already discussed, each supervisor is provided supplementary ,hia from tune to time. Kaeh supervisor receives copies of the National Safety News, the Safe Worker, the Safety Newsletter and the Industrial fttpervisor, obtained from the National Safety Council. As a rule, these publications .ire reviewed by the supervisor and then made available to each of the employees. In many raes items obtained from these pub lications arc used in our weekly safety meet ings to supplement the five-minute talks or other regularly scheduled items. ftur company's program, like many others, utilizes periodic safety meetings in which various items are discussed in an instructive manner, as well a* in open discussion. Essen tially, all we have done up to this point is talk about safety All talk and no action rrroli* m cr\ little accomplishment. It is nece;ry that company management take definite action, tn forcefully demonstrate the 'mpanv's intense interest in safely. In al most every in>Unce, actions result in an expenditure of money, and it is up to man agement to decide how this money will be spent for the best results. In oar case, we turned once again to the facilities of the National Safety Council. As members, we are Me to obtain through the Council, many c|i.f.la\\ [titlilimtirms, and training aids at m very reasonable cost. We have incorpo rated many of these items m our program In all oi our operating divisions we have installed bulletin boards, not only for cum(Kitiy announcements, but also for display ot safety posters; these constantly remind em ployee* of their responsibility to their jrUu* workers and to themselves. These safety jartlrrs are changed periodically. Fight they arc on a monthly basts and each month, a new paster is displayed on each of the bulletin boards. We feel that these potter* are quite beneficial. Another device which we have utilised to good advantage is the posting ot danger notice*. Signs of this type can be found throughout the company designating vanoudangers, such as electrical equipment, dan gerous odors, gasoline and acid. Fostmp vigns. however, is not enough. In order to Iiave satisfactory results, any company mu*: provide working tools to promote safety One of i he tools we base provided t# the fire extinguisher. Our policy is the proper type of extinguisher at the proper location. We have found that safety must be eon`idered in every facet of our buftne. W ted that it is nat only necessary-, but very desirable to incorporate safety ideas into our "standards," for example "paint standards." We have found that painting certain items uch as electron! pane!*, a standard color, improves the appearance of our equipment by adding a certain amount of brightness. More important it makes any employee near this equipment aware that there is danger surrounding him; his immediate reaction is to be more alert. On outdoor installations, we have used, not only our standard green color, but also an electrical orange Almost without exception, the companv has endeavored to consolidate most, if not Ml, of the electrical switches in a building in one location, rather than have them on all of die walls in various locations. While tlti* practice increase* construction cost* lightly, I believe, h i fully justified; our equipment, by if* very nature, I* a deaffiv kilter, and it mu*t he handled property, mnafltng the switches in a clean and aeces *ible location, the danger is somewhat re duced. I believe the extra cost involved could easily be charged to our safety pro* gram if me recorded expenditure* by cate gories of thi* type. M Public Utilities . i'aint by itrelt is not necessarily a deter rent to accidents, especially to children, who might I iave easy access to Ihc equipment, ilutdoor switch arrangements for electrte controllers are painted the orange color. Be cause the switches are not mlly enclosed, they could very easily electrocute a person. So it is also standard practice to utilize fencing on installations of this type. In general, all of our property, whether it of an electrical nature or not, is fenced, for the protection of equipment, as well as the protection of individuals. So tar, l have described some of the items we are using m our safety program, manu als, posters, five-nnmile talks, publication*, rquipment notice signs, and paint; but what about sate work habits and equipment with rctpect to the individual* Any safety pro gram must consider specific safety ideas and equipment for the individual. Our company is not deficient in tin* respect. The company provide* hard-hats ta guard against injuries from falling or dying ob jects. Our part of the country is warm and sunny a great deal of the time, so the com pany also provides un helmets. They arc made of a plastic foam material, which is quite light, but a good insulator. In addi* tton, the company provides head sweat bands, and, of course, work gloves. Tho*e em ployees who must wear prescription glasses are supplied with safety lens glasses in one or two styles, clear or sun. For those em ployees who do not have to wear glasses, we provide a pair oi safety lens sun glasses. Safety goggles, and fare masks, which are recommended when performing certain jobs, are also provided by the company. When employees request and receive an i*ue of this type of equipment, ihey are imtnvted to use it on all required occasions. While It is not necessarily safety equip ment for the individual. <r trucks arc equipped safety-wise. On the truck we have a hoist for lifting heavy object, which could injure a man, if tie were t<. lift them manually. Eacli vehicle operated bj> the com pany, whether it be a truck or a passenger car, is equipped with four standard item,. These items are: a fire extinguisher; cat qifety bells; reflective warning devices, u*ed far road service trouble; and a first aid kit. First aid training is reviewed in our weekly safety meetings, periodically. We (o supplement these first aid trammi; periods with better ami more detailed presen tations, We have endeavored to perform a part of our civic reepnuuhiiities by utilizing iair safety program facilities. A deeal dis played on the iloor of one of the truck's *mpartments point* out, to am one who van read, tint a hrt aid kit and fire extin guisher arc located in the truck. The two item* are readily accessible. This (articular compartment on our trucks is never kicked. The equipment is accessible to invone who might need it even though the dr.eer might be away from his vehicle. 1 know at three occasion* when private citin-ii* made use of these items while the truck was unattended; through previous knowledge of our practice or the informa tion on decal, they were able to obtain ttcreary emergency equipment, Farit truck requiring warning signs anti (amende* is supplied with the necessary item* Additional flare pots, warning signs ami Iwrricaile* are available immediately irnm the local warehou-c. if necessary. Each u-lnric i* equipped with the dash board bulletin reminder, available through the Na tional Saiety Council. This item is displayed m a plastic leoldcr attached to the dash board of all vehicles. They arc changed monthly and their function is very- similar to the bulletin board posters. In many cases, they are reprint* of die bulletin board posters. V.e make a practice ot* scheduling poster*, dial at any one time, all of our buliccms re pushing the same safety item. Envelope stulTers are used periodically in our payroll department. In all phases of our program we encourage the employee to "take it luime," to adopt thec safety practices and ideas in the family. This then, illustrates briefly the safety program which our company has undertaken. We have attempted to adopt many ideas and practice* which arc not unique in themselves. <hir adaptation of these practices, however, (ta* had to be unique, in order to develop a satisfactory program for a relatively small Itit widespread operation, such as ours. While our lost-time injuries were never Urge in number, we are striving to eliminate all injuries. I believe this ha* been acccntpli-hcd to a great extent. Our safety program has only been sue* 65 IQ6H National Safely Congress <es*lul because ui the cooperation and sup(iort from our employees. All talk with no action results m very little accomplishment. We believe that management's action* plus i"e edom of all concerned has accomplished ,i great deal within our company. (c) AT EAST BAY By ARTHUR J. WEBB Safety A Training Coordinator, East Bay Utility District, Oakland, Calif. The National Safety Council has just re leased the first seven month accident figures (or 1962. The rate tor the nation has in creased 6 per cent over the same period in 1961. For the past tew years, the trend has Wen downward. This is the first significant change in the trend. This revelation has particular significance to the water utility industry, which has one of the worst acci dent records m the entire nation. The National Naiciy Council average for all industries is approximately six accidents per million man hours worked The water industry, according to figures released by a comprehensive study at the American Water Works Association. has an experience rate of approximately 2J Ion time injuria per million man hours. This means that, for every 50 employees, every 2J will experience a serious injury each year; in ten years, exactly of the employee* in the water industry will have suffered a serious injury. Only a few water utilities in the state of California have safety programs, and ! am sure this is true nationally. Therefore, it mav prove beneficial to discuss the essence of safety programs and to show how one utility progressed toward the objective of reducing job injuries. Before a utility can Mart a safety pro gram, it is necessary to have a basic set of philosophies as guides. 1 have learned in the j.uit that the greatest idea* are simple ones, and the best safety programs are built on the simplest Ideas. For alt practical purposes, a safety program is one that allows people to work safely because they know their jobs and have a safe place in which to work. This is a simple idea. Safety only becomes com plex because people are complex, because organizations become large, and because so many hazards have crept into our modern industry'. The cry is often heard that small compa- met cannot have a safety program because they cannot afford a specialist. 1 can tell >,ti that mall companies can have a safe place to work herauve vaiet.v iv a simple process; smalt companies are able to have a good program without becoming involved in *ct many details. It is important tor the tup man to believe in accident prevention, tu let hi* people know he is interested in their vafety, and to spend time showing them how to do the job right. People are wonder ful in spite of the problems they create. A man will cveft work m an unsafe manner if lilts is the wav the management expects to itave the job done. After all, he wants to keep his job. At the Fast Bay Municipal Utility District we have found that there are a few basic safety philosophic*, important to the prog ress of a program. The first is that people are important. It is hard for people man aging businesses to realize that even the low liest person has someone who cares for him and wants him home safely, someone who depends upon him for their welfare. Man agement people must also realize that some one has to put the pipe in the ground and get the water to the tap of the house. No Hater utility can exist without these men. Investments, profits, community reputation, and other phases of the business depends upon the little man who makes the company go. The second factor is that accidents com money and can often mean the difference between profit and toss at the end of the year. Most businesses operate on a margin of profit in the neighborhood of two to three per cent A safety program can save at least one per cent or more. How do accidents cost money? First of all. there is the insurance premium, in California, the base rate for the water industry compensa tion insurance is approximately $147 per 66 Public Utilities $160 of payroll. A safety program can lower that premium; as a result of tewer accidents, the rate may be lowered as much as 40 to SO per cent. In addition, a dividend can be realized in any successful year in which the actual claims costs have bWn kept substan tially below the 60-40 ratio. It is well established by the National 'Tatety Council's investigations that hidden costs amount to approximately four to every one ot the insurance dollars. This means that for every dollar of insurance premiums saved, there are four in hidden costs which an also be recovered. The United States Bureau of Labor Statistics has studied and reiuted this w(t established figure of four to one; they claim the cost is six or seven to one. Vvhere else can the margin of profit he improved as easily as through a well planned safety program? Another basic philosophy tve follow is that .fetdems are caused. Practically every acci dent is the remit of some unsafe condition <r unsafe act. The seriousness of an accident iv unpredictable. When a man has an acci dent. he ts not fast enough to control the seriousness of the injury'- Many times you hear someone say. "It was only a scratch," l-ut when you study the accident, it could sut as easily have been a lost hand or finger, Stud-v* in the ra*t years have re vealed that for every serious injury there are 30 minor injuries and 300 accidents in which no one is injured. The most important factor in accident con trol is that accidents arc controlled through people. Accidents are important because they can man loss of a job, thus jeopardizing a family's security. Basically, people do not want accidents because they do not scant to g hurt- What people believe that safe acts and safe conditions are important to their welfare and job security, they will tee tint the place is a safe one m which to work. 1 am amazed and annoved by the many men who talk about the person who "wants to be injured," the person whose psychological complexes drive him to dis aster and "suicide on the job." No one denies *uch propie exist, but few believe this is the main source of injury. The idea is out ,i proportion. The controls applied in our district to make i? * safer place to work begin with (he hiring process. The district has learned. st have other organizations, that you hire trouble. Men who own their homes, pay theii bills, are not divorced, and have achieved "adulthood'' do the best and most nearly injury free work. These factors are needed, in addition to excellent perjormance of the applicant's trade or profession. Once the person is hired, he must understand im mediately that accident prevention is one of the most important phases in the organiza tion. In a safety program, responsibility must first be accepted by management and then by all levels of supervision and the men who work. At our dtstrier, whenever a seriuu* injury occurs, the division manager makes a personal statement to the general manager m their Monday morning staff meeting. They discuss the cause of the injury' and the ac tion that /as been taken to prevent future recurrences. Responsibility has gradually been accepted by every level oi supervision and working men because of the concern of the general manager. A dear set of standards is important. The standards used by our district are based upon the Safety Orders for the State of California, which happen to be one of the most adequate in the United States. We are also fortunate in having a manual which the American Water Works Association devised for it* members. It may be necessary in certain utilities to have a separate, well written set of standards for operation* not eov ered by existing codes. These are all fine ideas about attitudes and responsibilities, but how are these things actually accomplished? As I said, the bat safety programs .are simple ones. We have developed over the years the use of three factors. They arc: teach, learn, and team. Each activity must serve one of these fac tors to be part of our safety program. If you lave a small, or a large, utility, these three words can mean the foundation of jour i-atctr program. Only the implementa tion is complex, depending upon the size of your utility, the personality of your manage ment, and the type of hazards you might face Now, how are these factor* implemented? What tools or organizational structure* do wc have that help us to locate our problems, to teach and educate our employees, and to develop an employee team that is trying to 6? it/61 Nattemai Safety Congrest nuke (heir working place safe. The first important tool is the committee set up. We have a general safety committee, consisting lit top management people, which develops l*.heies and devises ways to carry these to necessful conclusion. All policies must be cleared through this committee. There are nve sub-committees in the held to support the general safety committee. Policies ore routed through each of these, and they are expected to find ways to implement them. The some policies become directives to the tine organization. Investigation is one of the most important tools any utility has to reduce injuries. At > he district we investigate every accident that involved an injury requiring medical atten tion, \Ve also investigate every automobile urulcnt, regardless of extent of damage In ImIi iv|>es of investigation, the person who had thr aecidcnt meets with his foreman of immediate supervisor; two or three other employee* are al-o called in. These people (mumttr a Mud> group, wiiose purpose is !., determine the cau*e of the accident and rrv'iHiimctui a ww> to prevent similar acci dents in the future. All the persons present ,;yit liar report, which U transmitted through the division efianneii and then to the safety mill. Action is taken as required, by the various supervisors. Inp*vticm i* made !>v a field inspector for lie <afei> unit, by safety committee memit. ^nd by the torrmen and supervisors. Dm }utter are constantly being stimulated ir.f <atri> through staff meetings, written mh-fmatnm from the safety unit, and com- ntre-. Tl>e entire responsibility for safety *. * tunnion of the line organization. The ,,mi unit only assists them, by furnishing i|.r mntianies of investigation, statistics, v-umtuf vU-e, and forms of recognition, Rrvoqnitiofl i* accomplished in several ' ji. Whenever an individual invents a , ,:et `leviee, it i* displayed and discussed in committee and m ilie division that has a special interest m it. A board of direc tor's award is given to any sizable unit which achieves one year without a tost time accident. These awards arc presented at the general safety committee meeting by a mem ber of the board of directors. The award h then displayed in the section receiving it. Smaller units' achievements are recognized by use of the National Safety Council's Storm Flag. Whenever 1.000 days without a lost time accident are achieved, the unit receives a flag with their section name and 1,000 days stamped on it. Each time an additional 1.000 days is achieved, they re ceive another flag. Extensive use is made of the National Safety Council's Award oi Honor, Whenever we receive one of the*e, the entire district is notified, the newspapers are notified, and the award t* physically displayed m every section at the District on ;i scheduled basis. Finally, we have the American Water Works Association's award `vstem, which we use in tli same manner. Education is accomplished through regular discussions about safe practices on the job between the foremen with his men. Pipeline r'.nfcmwe* supply material for the foremen *o use. Classes are held for foremen and u(iervisors. New employees are contacted by the safety unit, which checks their driv ing habits, discusses safe driving, and points mu hazards particular to their own area oi operation. At the District, safety is considered an integral part of every job and is part of the planning for work operations and design. Accidents can be prevented; responsibility must be accepted by management, but alo by supervisors, foremen, and the men. People are the only way to control infuries. They do not want injuries, and they must be helped to learn the causes of accidents and the method* of preventing them. 69 OFFICERS OF THE PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL 1962-63 st'nera/ l hMnittin-- Etmm.i. I ivxrax, Safety Engine*r, I'wtomac Electric Power Co., Wash ington, D. I irtt I'iVv-iViairjMUM--Palx Windsor, Safety Director, Bureau of Safety, Chicago, III. V,viW f'ire-t hnrttbin--T, F- WickkhRD- S.iietv ifuKr'i^or, Commonwealth I dison Co, Maywood, III. 'terrtirry--R ft i'mu net. Safety Engineer, tlwpie:ie Light Co., Pittsburdi. I'a. ?`r,}ram Committee--Saw in. McKav, Ik. (Chairman), Safety Director, The Ltell Tele, phone G> nt Pennsylvania, Philadelphia, Pa.; W, W. Wfri.m.to (Vice Chairman - Communir.ition* j, Slant >tipervi ^or-S: i>ty,, Tiio l i.c-aj*rnkc * Potum.vc Telephone Co, Wadungton, D, C.; B. I. Ltxuxz (Vice Chairm.m-KlectricJ, Manager oi Safety, Northcm Indiana Public Service Co., Hammond, Jnd,; I. Wesley Sammi* (We Chairmanra$t, Safety Engineer, Philadelphia Electric Co., Philadelphia, P.%.; H. D. Harmon (Vice Chairman*Water I, Vice Pres. 4 Gen. Mgr., Gary-Hobart Water Corp, Clary, Ind.; C F S?-v?rt4cv, Safety Coordinator, General Telephone Co. of Florida, Tampa, Fla. TerhmeoJ Publications Committee-- M. CHASE tChairman), Safety Director, Central Vermont Public Service Ca. Rutland, Vt.; S. T. Robesox (Vice Chairman-Communica tion*). Safety Supervisor. Carolina Telephone & Telegraph Ca, Tarboro, X. C,j E. B. Hurst (Vice Chairman-Electric), Safety Director. Virginia Electric & Power Co., Richmond, Va.; W. ,1. Bvaox (Vice Chairman-Gas). Safety Engineer, Michigan-Wis consin Pipe Line Co., Detroit, Mich.; David B, Presto* (Vice Chairman-Water). Asst. Secretary- Engineering. -American Water Works Association, Inc., New York, N. Y.; W. 1*. Duuax, General Plant Supervisor-Personnel, Northwestern Sell Telephone Ca. Omaha, Nebr.; G. L. F_ Llsx, Manager, Duhemai Water System, Partin, N. J.; M. U. MeHetxr., Safety Supervisor, Consumers Public Power District, Columbus, Nebr.; W. W, Dtixsc, Safety Director, City of Springfield, Springfield, Mo.; M. H, iHGtAHAU, Safety Director, Central Maine Power Co, Augusta, Maine. . Trammg Committee--Warux Cliftok (Chairman), Safety 4 Fire Engineer, The Hydro Electric Power Commission of Ontario, Toronto, Ont.. Canada; Charles Schweicxajtt (Vice Chairman), Vice President, Hoosier Engineering Co., Columbus. Ohio; M. C. McCkesxcy, Senior Safety Representative, The Detroit Edison Co, Detroit. Mich.; M. H. Maxwell, Safety Supervisor, The L. - Myers Co, Lombard, 111.; Roaorr W awl Safety Director, Omaha Public Power District, Omaha, Xebr.; A. E. PnaoWAY, Safety Director. New Brunswick Electric Power Comm<*rem. Fredericton, X, B, Canada; L. C Meyer, Electric System Specialist, Employers Mutuals of Wausau, Wausau, Wis.; Alex Ftxasow. Safety Engineer, Philadelphia Gas Works, Philadelphia, Pa.: Harry Flack, Manager, Eleetrie Utilities Safety Association of Ontario. Toronto, Dot, Canada. Audie-Vintai Aid* Commtltee^H, C, Potthast (Chairman), Safety Officer, Rural Electri fication Administration. C. S. Department of Agriculture, Menomonie, Wis.; R. G. Claa*. Manager of Safety. The Ohio Fuel Gas Co, Columbus, Ohio; R. X. Parish, 6V l^afery Manager, American Association, Ntw *1urk, *>,; j.vuts M.M,v. .4afn Consultant, Ebaseo Services, inc,, New York, X. Y.; W. f. Hash, Supervisor oi Safety, Texas Power & Light Co, Dallas, Texas; M. B, Tiavis, Director of Safety, Northern Natural Gas Co., Omaha, Nebr.; T. L. Powas, Safety Engineer. Gas De partment, Public Service Electric & Gas Co., Newark, N. J. Membership Committer--WaMEX . CotUNS (Chairman), Executive Safety Director, Orange ft Rockland Utilities, Inc,, Boston, Mass.; Ge.e C Sopf, Assistant to General Manager, Department of Mater & Power, Los Angeles, Calif.; Rouejit M. O. skk. Safety Director. Atlantic City Electric Go., Atlantic City, X. /.; \V, ft- La Duz, Superintendent St Chief Engineer, Bureau of Water Supply, Akron, Ohio Xrarsletler Committee--Dox Buckley (Chairman), Safety Director, East Ohio Gas Co.. Cleveland. Ohio; .1. O. Parke*. Safety Supervisor. American Telephone Telegraph Co, New York, N, Y,; R. E. McElbowxey, Safety Director. United Fuel Gas Co, CliarlcMnn, W. Va. Ojf-thf-Job Safety Committee--R, F. Mills (Chairman). General Plant Safetv Supervisor, Mountain States Telephone & Telegraph Co, Denver, Colo,; W. I. Eastux, Director of Accident Prevention, The Cincinati Gas ft Electric Co., Cincinnati, Ohio; O. K. Bowexs. Safety Engineer. Central Illinois Ught Co., Peoria, 111.; Ralph P, T vjjwtt, Safety fripervitor. City of Phoenix, Phoenix, Aria, S'ublieity Commtittr--C, H. Cuss (Chairman), Safety Supervisor. Department of Electric A: Water Utilities, Jacksonville, Fla.; C A. Fischeack, Safety Supervisor, Ivoutheni California Edison Co, Los .Angeles, Calif.; A. B. Shkhks. Safety Engineer. Rural Electriheatiofl Administration, U, S. Department of Agriculture. Washington. D C Contest* v" Award* Committee--K. C OttCAt (Chairman), Safety Direrror. Metropolitan Edison Co.. Rending. Pa ; j. E. Arret. Safety Engineer. Common*eihh Edison Co., Chicago, III; V, L. Womxlxxjk/t, Safety Advisor, Illinois Power Co, Decatur, III. Xominattng Committee--V. L. Woxnjoarr (Chairman); R. E. McElocwney, /. F_ M. Chase. Sperm! ftepresentatives--Amertean Gas Association--W. J. Eastox. Director of Accident Prevention. The Cincinnati Gas ft Electric Co, Cincinnati. Ohio: American Water IFnrfcx Association--K. J. Faust, Executive Secretary, New York, N. Y. I'lltt Genera! Chairmen--*1916-17, J. B. Dowlas; *1919-20, Wills MacLachlax; 1923-26. 11. B. McCulloch; *1926-27, Gtuaci Orr; 1927-2*. C J. Rutlaxd; 1928-29, H, F. Wot: *1930-31, E. S, Beauuoxt; 1931-32, G, A, Doha**; 1932-33, C. B. B iuuct; 1934-35, E. J. Kuh ; 1935-36, R. M. Gcewtx; 1936-37. J. J. Baxada; 1937-38. W. P. Elstux; 1938-39, R. S, Mtrx>:nt; *1939-40, H, A, PtotlHY; 1940-41, Charles S BowdcS; *1941-42, P. L. G. Hasskaxl; 1942-43. D. C Duxcax; 1943-44. E, S. Mist*: *1944-46, j. T. O'Baicx: 1946-47. J, O. Leslie; 1947-48, }. B. Poica; 1948-49, E, L, Fitzjxalo; 1949-50, Johx MacLellax; 1950-51, E. S, HAXXAroao; 1951-52, W. H, Amu*; 1952-53, W. T. Kirns; 1953-54, P. M. Gcma; 1954-55, W. S. KrrcHEN; 1955-56, H. T, /ayttk; 1956-57, F. C Haiumax; 1957-5*. J, E Arm.; 1958-59. E M. Chase; 1959-6Q, R. S. Lowe; 1960-61, R. E McEuowxrY, j*.; 1961-62, V. L, WOHJXSOItFF. "Derru-ed 70 Other Volumes In this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here Is the list: Vol. No. i Title General Sessions and Index to all Volumes i to 9 Copies $ ,65 10 or more S .55 Stock No. 022.32--1 2 Aero-space; Air Transport .65 .55 022.32--2 3 Automotive and Machine Shop: Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates .40 .35 022.32--4 5 Chemical and Fertilizer .65 .55 022.32--5 & Civic Leadership: Church, Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining . .65 .55 022.32--7 s Construction; Public Employee ` ,65 .55 022.32--8 9 Electrical Equipment. , .40 .35 022.32--9 !0 Food and Beverage; Meat Packing, Tanning and Leather Products: Trades and Services .65 .55 022.32--10 1 1 Glass and Ceramics; Rubber 65 .55 022.32--1 1 12 Industrial Subjects Sessions (ASSE) ,90 .80 022.32--12 13 Labor ... .... . .65 .55 022.32--13 14 Marine ... ..... .65 .55 022.32--14 15 Metals .65 .55 022.32--15 16 Mining ,65 .55 022.32--16 17 Motor Transport: Transit .90 .80 022.32--17 18 Occupational Health Nursing .40 .35 022.32--18 19 Petroleum 20 Public Utilities .65 .55 022.32--19 .65 .55 022.32--20 21 Pulp end Paper; Printing and Publishing 22 Railroad .65 .55 022.32--21 .40 .35 022.32--22 23 School and College .90 .80 022.32--23 24 Traffic , .65 ,55 022.32--24 25 Wood Products; and Textile .65 .55 022.32--25 26 Early Morning Sessions--"Communication" .65 .55 022.32--26 27 Public Safety .65 .55 022.32--27 COMPLETE SETS (27 Vo'umes) $ 1 1.00 any quantify 022.12 All prices sho^n are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL, pPxKsiftflio in ii. .iit* X .1 9 6 2 Volume 21 National Safety Congress Transactions PULP and PAPER; PRINTING and PUBLISHING # Beginning the Golden Anniversary Year of the NATIONAL SAFETY COUNCIL CHICAGO 11, IIUNOIS j 50th NATIONAL SAFETY CONGRESS Papers delivered in the PULP & PAPER SECTION CONTENTS Safety Orientation Arthur pf. Christian 4 Safety -- My Personal Responsibility Remold Gamer 6 Si, Regis Roll Storage Eire. Pensacola Bruce J. Boerner 9 Maintenance Views on Paper Mill Safety Richard /. Lundgrtn 13 Safe Chemical Recovery Boiler Operations J, R. Chassell <5 L. H. CoykendaJl 15 Developing and Gaining Acceptance of Safe Practices Robert H. CorrufAers 2 I An Inspection Idea for the Supervisor Sherman T. Marker 23 JOINT SESSION WITH WOOD PRODUCTS SECTION Report on Chain Saws Sawing with Safety John Russo 28 Robert R. Elliott 29 PRINTING AND PUBLISHING SECTION Communications Through Section's Newsletter 0, H, Gtoihaui 32 Training Services of the National Safety Council Leonard C, Smith 33 Officers of the Pulp and Paper Section 1962-63 36 Officers of the Printing and Publishing Section 1962-63 38 Other Volumes tn 1962 National Safety Congress Transactions Beet Cover ,5 PULP AND PAPER SECTION SAFETY ORIENTATION By ARTHUR H. CHRISTIAN Corporate Safety Engineer, American Viscose Corp,, Philadelphia, Pa, ``Uecause j.uii*re new --Iktil! " care- How m'ti?n are thee tew word* the only >,fet* instruction that ;* tun wiplmce get*.1 Ur o|tiall> hrict, `atvti r.rimuttnn may be limited In an afterthought trnm the Imss-"Oh, and he safe at(mini here,'* This cummI introduction to stricty in of hltJe value, tf a lasting imt>rsion of the importance of arrt.lent prevention is to I* made, a more pom* nit, pl.iitnrd approach is required. The new employee t* especially receptive to instruction* and guides to help him per form his job satisfactorily, and the time is ripe for a thorough safety orientation. This i the tune to convince him that management considers safety a vital element of every h4i, A formalized approach to safety orienMimit assures optimum coverage of the most rismfieam accident prevention principles. The-e cardinal points can be dramatized and emphasized later on by the continuing safety program. The well.planned satety orientation pro* uram is not a substitute for on-the-job safety training. It is simply an introduction 10 vifety and serves as a springboard for oii-ihr-joh training. It is an effective aid u, the sujwrvtsor who is sincerely interested m accident prevention, and eager to carry 'm hi responsibilities for efficient depart ment operations. There is no one way to irimt new employee* to the importance of ..lie job performanee. Any program must 1e tailored lo the industry, size of plant. Turnover, and other pertinent factor! One -ucit plan is given in this paper. Ml new empto)ees should be introduced to accident prevention on their very first day. Thev thould be told of the general plant safety problems and the accident prevention program. l*r uniformity ami convenience, tin* v.ui Iw ilotHr by the Safety Engineer l>cl'<rr the* retort to their working aren, 'll (hi*, time, loo, appropriate literature, .iirli a* safety booklet*. can be distributed. Permanent exhibit* or displays of personal protective equipment, fire extinguishers, and other material vital tn accident or injury prevention can be practical and instructional. Appropriate visual aid* are htgltlv reconimended, and colored slides of actual plant situations, shtmn with an automatic pro jector, can be an invaluable tool. Nut only k* they help maintain interest, stmplifv ex planations and convey ideas, but they can be most flexible. readily lending tnemteives to rearrangement depending on the group. When plant situation* cannot be photo graphed, or, would not get the point across, art work is a logical alternative- Many safety posters and cartoon* are ideal: for example, those emphasizing, "No Horse play" The official company policy on safety slioutd be presented and explained. Whether simple or elaborate, this basically should cover the company's attitude on accident prevention. If it is included in the safety booklet, all the belter. It would be well to emphasize that the individual also ha* * perKnal responsibility for his own safety and the safety of his co-workers. Generally discuss the wide range of haz ard* that may tie encountered in any manu facturing plant, plus specific ones unique to >uur industry or the particular plant. Examples are: t, Public and plant traffic hazards. 2 "Garden Variety'' hazard*--such as ait* from broken glass, paper, knives, anil fibres; bums from hot surface*; foreign bodies (such as cinders) in the eye: falls on slippery floor* or from makeshift ladder*; hernias or back injuries from improper lifting. .1. Hazard* unique to your industry-- corrosive chemicals, such as acid and caustic that might cause serious body bum*; flam mable chemicals, such as process chemical*, or those used for cleaning that might cause t`utP <md Paper Section 4 are; toxic chemicals that might cause serious injury or even death in the absence .'t proper precautions. Emphasize that departmental supervision will explain to the employee later the pre use hazards of equipment he will have to operate, other hazards unique to hi* working area or his specific job, and how tn safe guard himself and his co-workers. In a well-run plant, just as in a wellordered society, some rule* and regulation* are necessary for mutual benefit. Discm* he pertinent one* and explain the penalties tor infractions. 1. No "Horseplay"--it i> nHetty pro hibited. Avoid pushing or poking fellow workers, urnicces-arv running, throwing ob jects, and ail similar acts Horseplay can be "murder." 2. Smoke only in approved arras--explain general system. 3. No operation of specialized equipment unless trained and authorized. 4 Good housekeeping i* vital. Explain general good housekeeping rules and stand ards. 5, Follow Departmental Safety Rules and Regulations. Discuss briefly and mention that these will be given out and explained by departmental supervision. bard hats, respirators, and air mask.*, should be mentioned. Training in their use, pro cedure for getting them, and when they are to be used t* a departmental function and responsibility. The highlights of the plant's safety pro gram should be presented- The examples (slides) selected should show the wide range of activities and effort expended by the Company with the welfare of the individual in mind. 1. To provide a safe working environ ment by layout, design, special equipment iW safety, and the sarety aspects of equip ment .Aisles Machine guards--as over gear* and nip points Machine interlocks, as to turn off elec tricity if protective door* are opened. Ventilation systems Explosion proof and vapor proof electrical equipment fhree-wire polarized 110-volt electrical system with instruments and equipment grounded >oivent **fetv *upply and disposal cans. 2. To provide training and instruction for safety: Observe and obey >aiety signs devices. Traffic lines, danger signs, tractor wgtiajs, flashing lights, etc., are provided -Yily after careful consideration, and must be obeyed- Certain formalized systems such as a Tank Entering procedure and welding asd burning permit system, must be established and main tained plantwide to insure the safety of per*.rmri and property. Brief detail* ~f these, with a suitable illustrative slide, *. ould be offered. Instruction and specific details will t> given later, at needed. .Although the prime objective U to prevent accident*, it is only sensible (o use personal protective equipment at times as a secon-i line oi de fense, to prevent injury, should an accident occur. In some cases, it is necessary be cause known hazard* cannot be eliminated. As personal protective equipment need* may vary widely, only plantwide programs such a* eye protection and safety hoe should be discussed in detail Other avail able equipment, such a* glove*, specs*, boot*. Industrial truck training program ReKue breathing training program Proper in* of nre extinguisher* Proper use of respiratory protective equip ment 3- To provide an organization for carry ing on certain type* of safety activities: Safety council or policy *atet> committee Departmental committee Safety Committeemen Impeetion systems 4.To provide for general promotion ni -afety: Safety slogan contest* Safety calendars Safety poster* Mailing of otf-the-job imterial All percccsael must be impressed with the need for reporting promptly all industrial injuries and sudden illnesses, no matter how minor, to insure proper treatment at the s /0O- Xnluntal .Si(/r/v l otiiyrtf'W plant dispensary, and tn permit the (ore* man to investigate. The accident investiga tion system should he explained briefly, Out line the organization and function of the tint aid crews or the system for getting qualified aid for seriously injured persons. For chemical splashes and clothing fires, emphasize the need for immediate flooding with much water. Preferably safety showers hould be used, also show pictures of eye is ash fountain and give usual locations- in case of chemicals in the eyes, particularly, speed is essential--flush eyes thoroughly with water from the nearest source, then report immediately to the dispensary for medical treatment Discus* *he theory of fire, dem. t'*!rate the use ni fire extinguishers, or have appropriate slide*, and review the procedure tor turning m a fire alarm, The detailed saietv training for a specific job is ultimately the responsibility of the immediate supervisor. Xo one else can. or should, do it for him. To wme supervisors this come* easily and naturally, to others, a reminder might be helpful. Here's one method, A control check sheet is made out for each employee and sent to the Depart ment Head, or other responsible supervisor This is done for each newly hired em ployee. and may well be applicable to re called employees, those who have been fur loughed over a specified length of time (say three months}, or those workers cither trans ferred to a new department or to certain different or new type jobs. It is advisable to follow-up safety-orientauon, rather than assuming that each new team member has put the nght loot forward safety wise. Set up a procedure for either .pot checking or IDO per cent checkin* to evaluate the effectiveness of the total orienta tion. This might be done one month after employment. For impartiality, objectivity not uniformity, one person, preferably the safety engineer, should do the job. One approach is to give the person both an oral and written quiz, for often an informal chat doesn't reveal the level of his "safety uwarene* " 1 lie rai part can be ued to demon* -irate, for example, the proper use of fire extinguishers or respiratory protective equip ment, or the proper method of lifting. A measure of safety stimulation for the "ole timer" co-workers can be achieved by having them either point out the errors or the Krirrectncss of the demonstration. The written part can vary between ques tions requiring detailed answers and "true ',r fake." True or False questions some times reveal the reason for the difference between "theory" and 'practice." For ex ample, it horseplay on company property u forbidden, imagine the answer "True" to the question. ' Horseplay is okay at lunchtime t" Investigation might show obvious misunder standing, where the message didn't get through. More probable, the newcomer mav have candidly accepted a departmental heri tage, where over the years company rules have been interpreted to suit individual deuce*. There are other important indirect bene fit* realized from creating a formalized safety orientation system. The safety pro gram must be reviewed in detail, and this in itself offers an opportunity tor evalua tion and improvement. .Also, in introducing the plan to supervisor*, health* safety stimu lation is Ixaund to result. SAFETY --MY PERSONAL RESPONSIBILITY By REINOLD GANZER Manager, Labor Relations Dept., Marathon Corp., Menaaha. Wla. As a basis for my talk, I would like to use an actual accident occurrence with which I am very thoroughly familiar and the results of which 1 have personally ex perienced. Let me, therefore, set the stage lor you to illustrate the circumstances under which a serious accident can and does occur. Sup pose you have a newly built paper machine which is at the point of being nsn-in, or Pulp and Paper Section ahich iv going through the trial period un til all the wrinkle* can be analyzed and the machine becomes a smooth-running, high production piece ot machinery. 1 am sure that all of you who have had anything to do with a paper machine realize the re sulting problems and nutation* which arise when the machine i? not operating properly; vhen the draw* are not finally adjusted and then the sheet break* frequently and paper machine hands are extremelv busy hiring the entire period of the shift. Every' machine hand, plus the superintendent, ts oi an excited mood. Everyone is concerned ami timlrr tension and pressure while try ing m soke the various problems of operatinf the machine S'-'W. this paper machine, built e many .ear* ago, had a belt drive all through the machine, and the particular drive with which l will be concerned i a drive cm the twodrum winder The winder tn this case is driven hv means of a slip-belt from a driven pulley and this dip-belt i* tightened by mean* ot an idler pullev which gradu ally lightens the belt resulting in a smooth startup. from a constant speed driver pul lev In the start of this winder, the me chanical principle i to lower this idler pulley by it< own weight against the belt by means of a cable which winds up cm ,v shaft attached to a ratchet wheel. Constant startup and slopping has the effect of smoothing the belt until finally it will not grip evenly To keep these belts operating properly, belt dressing has to be .ipplifd periodically. The work shift is seven m three. During the night shift, the machine erew ha* constant trouble *o that when the morning crew comes in. the machine t not only in a mcy rendition but broken paper i* strewn all over the floor, The windup reels are full to within an inch or two of each other, AH oi this points toward the making of a very bad *even to three shift. The reel of paper which U so be rewound ha* dozens of breaks in it which makes it necessary to start and stop the winder quite frequently. This, obviously, result* in the necessity of applying belt dressing to these belts to get them to operate smoothly again. In order to accomplish this, it is necessary for the fourth hand on the machine to walk to the machine basement and apply the dress ing above the driver pulley which is the -afe and recommended method ot apply ing this dressing. Because of the urgency and the need of the fourth hand being present at the machine, he decides to take the dressing Stick and apply the dressing to the belt on the back end of the winder. The procedure he uses is to lay the belt dress ing stick close to the belt at the opening in the floor through which the belt runs and roll It back and forth- This operates beautifully with the belt which i* running away from the driven pulley through the floor into the basement. Having accomplished tlii-0 he nevus to apply the dressing to the rich driving the other winder drum. Xow thi belt i run ning m the opposite direction, toward the driven pullev, Thi* provide* `pace of ap proximately I8-<if-24 inches from the floor tn the nip, at which the beit clones over the driven pulley. Hasmuch as the first experience has been sc successful, the fourth hand never thinks of thi* fact and turns to apply the belt dressing to the belt in a manner simitar to the one he used on the belt which went downward through the floor. There i tension and hurry. There is nervousness and anxiety and a rushing from here to there to do the work necessary to keep the machine in operation. The stage now is completely *et. The fourth hand applies the dressing to the belt moving upward from the floor. Something happen*--either a belt hook is wnm and grips the belt dressing stick or he applies the dressing suck too tightly, :`ut suddenly--an upward movement, a hand caught in the belt nip. a snap like the break of a broomstick and an arm t* severed from the body. The result i many das-* in a hopiial and hours and hour* of liv ing through the experience of the accident and thinking at jut the results of this acci dent Have you ever been in the hospital, flat mt your back, and experienced what goes <-[ during the long nights when you cannot deep? It it an Ideal period for contem plation, for toui-*earching and for self pity. "Why did it have to happen to me? Surely !-<rk was against me." "Why couldn't thev get this damn mi.lime Kt up so that it would run the way it hmild nin?" 1962 National Softly Congress `'Why didn't they shut the thing down in stead of making you run >our head oil trying to Weep up with the orders of the machine tender and the hack tender *" *Whv didn't the night shift do a better job of cleaning up the machine" or '*Why didn't they get it straightened out before the day shift came on*1* 'Why didn't thev Just tear the paper off the reel* so that there would be mow on ihe windup reel for the *heet a it came over ?" "Why did it hott In happen to mef* Another phase i* the suspicion of re* marks of hi* fellow workmen. "Why diil `e ever stick hi* hand in there?" "Didn't he have better sense?" "Wasn't the pullc> guarded ?" "Didn't he remember that the order wa* to dress the belt downstair* ?** "Didn't lie lave sense enough not to dress a belt *o near to the nip?" This brings on a new torture, a torture of self consciousness, a feeling that even though everyone is nice to him, they, never theless, think he is a brainless idiot. One salvation which comes from tin* type of contemplation is that eventually a light begins to shine and von begin *r> re alise that it wasn't the machine that eau-rd the accident and that it was not tad tuck. Here is a period of crisis because when that realization come*, rehabilitation bcI'rttnes possible and not until then. The realisation that the responsibility for the accident rests with yourself 3$ not a very pleasant one. Certainty the machine did not reach out and grab you and take itway your arm. There was no reason whv time could not have been taken out to do this job in the proper and <afe manner. Your thinking ability makes you realize that a belt going away from you is not 3 dangerous situation but a belt which trav els Into a nip within 18-nr-24 inches i a (fifthly dangerous situation. Finally, the accident did not occur be cause tt was someone rise's fault nr action. It occurred because of your own earrIpmhws, The aeddent is your own respon sibility and no one else'*. There is only ime person who could have prevented the occurrence of this accident and that is votirself. S am sure >uu will agree *iin me that in a high percentage of all accidents, human failure is the culprit; failure to stop and ihmk before we act, to stop and think what *:*suld happen. We expose ourselves vrilltully to an accident condition, Safety a personal responsibility. It is your responsd primarily to prevent injury to yourself, it is aI*o our respondbility to remind each other and our fellowworkmen of the dangers to which they thoughtlessly expose themselves. Personal safety or the prevention of an accident is a personal responsibility. We cannot overlook evcue our own per sonal relationship to the remit* ot an acci dent. I sincerely believe that if we could indoctrinate all of our fellow men in the theory that they have a personal responsi bility and must assume that responsibility, n-f could reduce our accident experience to where only a catastrophe could contribute to frequency and severity rating. l ast winter two accidents occurred in or neighborhood. In one case, a daughter was killed. The father was removing ire from the roof and was working directly over the side entrance to his home The laughter walked out through the door just as the father loosened a big chunk of ice and it feil upon her and killed her. Would you blame the cold weather? Would you blame the ice * Would you blame the fact that the daughter walked out the side door? Would >ou blame the father * Remember, no precaution had been taken to prevent this occurrence. Similarly, a friend of mine leaned a lad der up against his house, again to remove an accumulation of ice from the edge of his roof. The ladder slipped and he fell, injuring his ankle and several vertebrae in his back, kgam, would vou attribute this aceident to the ice; to the height of the house; to the ladder; to the slippery driveway; or to my friend who did not take the precautions he *hould have? 1 believe you will agree with me when t say that there is one shortcoming every human being has. That i*, we ace too inclined to blame something or *omeone else for 8 F'utp and Paper Stetwii slat happens to us. \t the old say mg goes, we are too inclined to cloc the ham door after the horse has been stolen l believe a greater effort must be put torth to make every human being realise that he, himself, must personally assume the responsibility for preventing accidents. Formal safety program* arc necessary, safetv I'-smniittees nut l< active, supervisory rcf-onsihility mint he revalued, management itut realize that student prevention i equal to anv other responsibility it has. All of these are efforts to prevent accident*. The most important thing of all is to make the Individual realize that he cannot `let George do it." He, himself, must make the effort to prevent accidents. Safetv mindedness must be an inseparable partnerdup with ourselves. Safely is our oan ,tiii,' * 'spontibtiiiy. ST. REGIS ROLL STORAGE FIRE. PENSACOLA St BRUCE J. BOERNER Personnel Manager, St. Regis Paper Co,, Pensacola, Fla, My <ii*>cug*si'>ti will be limited to the his tory and the circumstances of the fire which took place at the Kraft Center of St. Regia Paper Company, located in Can tonment, Florida, on March V, 1VHJ2, This ct ent is probably familiar to most, as it received nation-wide coverage to the newstapers. In reviewing this catastrophe, t hope von may gain something from our experi ence that might save vou from a similar tragedy and the toss of life, money, ma terials, amt effort* that this tire cost St. Kegi* Paper Oinipaitr. It was indeed a disastrous and tragic tire. Our tinancial !** i* cfUunatc.l at $3,000,000. The buildms: .md it* content* can be replaced with monev and effort. However, the loss of life of one of our young maintenance em ployees due to fatal burns, i* not recover able. It might be in order to furnish some geographical orientation tor these who do not know where Cantonment. Florida, is located. Cantonment is 15 miles north of Pensacola which is located in the north west portion of Florida, approximately eO miles east of Mobile, Alabama- The Kraft Center of St. Regis Paper Company emplnv* approximately 2,JO0 workers and i the third largest enter* (rise in the I'rncaoris area. At this Kraft Center, we province bleached and unbleached krait papers asd boards as an integrated mill with four paper ma chine* Mii'.ming the paper mill is the largest multmal! hag plant under one roof in the world, which converts an average of 700 tons ot paper a week, most of which is produced at this location. Everyone associated with the paper in dustry realizes tiiat paper storage for con verting or holding for future shipments can be a rather sizable operation, and ours is no different. Adjacent to the Bag Flam, ivc had a warehouse where some 3,000 tons of paper normally were stored for use m hag manufacturing, with a small portion stored for a counter roll atnl sheet cutting department. Sonic of if was received by rail and delivered by lift truck; some came directly from the paper machines, adjacent to this area, by conveyor. All of the paper handled in the ware house was transported by two overhead cranes equipped with roll grabs. These cranes were suspended frnrn the r-wi trusses of the warehouse, each with an operator who controlled hi* amt from a travelling cab. Is addition Haa*l`m the paper to *t>-rage. the** crane* a.`> delivered paper to bag masuractanng at four positions along * eeaame that ran fun length of rite storage budding Before coatwtnag. it wmwt4 be welt to give you s>xe hies of th use or th< warehouse tfeac saufed one SU*0 ton* ot paper. It was I2U t 435 a gS feet sigh. The budding was c'-mpieieiv tprmklcreH. /9(5i S'alionai Safely Congress and was isolated from (tie manufacturing are* by a reinforced concrete fire wall and fire doors. The building was con structed of structural steel with transite siding, reinforced concrete roof planks, and a reinforced floor slab. This ware house extended approximately 30 feet higher than the roof of the adjacent bag mill, and did not have the benefit of a fire wall at this point. Wind direction :-aved us here! Our pulp and paper mills operate on a normal three-shift, seven-day schedule! and the hag plant operates on a twoshift. five-day per week schedule, with Saturday nr Sunday shifts scheduled in (he bag mill when the need exists. Our plant is protected by watch and security service, with a punch clock routing. We have adequate tire fighting facilities, water supply and trained personnel. \* the day ended on March 9th. we felt reason ably secure that it would be another nor mal weekend at Kraft Center. Little did we know what was in store for ns when the first alarm was turned In, that a major fire had started on the propertv. A film, made up of a series of pictures taken by amateurs at the scene, and as sembled after the fire when their ex istence became known, was then shown. Our commentator mentioned future safety provisions and precautions and I will gel to these, but first let me say that when the warehouse is replaced, it will take an act of congress to permit welding iu that areal Seriously, we are realistic enough to know that repairs of this nature have to be made. However, we hope some of the design features will reduce this hazard and, coupled with proper safety precautions, will prevent a recurrence. The routine repair welding was being performed as part of the crane rail main tenance program, The cranes were sus pended from rails that were connected to the lower chords of the roof trusses. These cranes have been trouble makers for a long time, requiring frequent repair*. Most of this work was on the rails, re quiring the use of cutting torches and ;ire welders, so, on the day of the fire, this was just another repair job that required lormal permission to weld with the neees- jary precautionary measures of safe prac tice. The normal procedure was followed. Our crane operators had received instruc tions to give priority to the needs of the maintenance crew Otherwise, they were to carry out their normal functions of delivering rolt paper to a landing pmt on the metzamne door for use m the bag mill, S'o one actually saw the fire start or could state with certainty that this >ta* the result of the welding done m that area Hut in view oi all circumstances and evidence produced, we could not attribute this fire to any other cause. You mav be interested in knowing a little bit about our hrr suppression s*stem at St. Regis tn Cantonmem f'hir plant has two independent water supply systems for fire protection. This is a con ventional installation that I'm sure most v>i you have at your locations. We hare two because our mills are divided into two completely separated manufacturing units. Thus we have two water towers, two separate fire pump installations, and a separate underground system for each. However, these ran he lied together un der emergency conditions by the opening oi a valve. \ senior supervisor nf the Plant En gineering Department is designated a* fire marshal. He is charged with the re sensibility to ensure that our location has adequate fire protection. 'This cover* routine inspections, training of the fire brigade, maintenance of *he fire fighting equipment and liaison with our insurance carriers. As this man cannot be on the property 24 hours a day, seven days a week, his responsibility and authority is extended to the paper mill shift chemist, who acts as duel of the fire brigade dur ing his shift. Our alarm system is quite simple and fires are reported by telephone by die use of a predesignated number. This dialing sets off a continuous ringing of telephones in three locations: in the turbine rooms of .Vet 1 .tnd Vo. 2 power plants, and m the office of the security guard looted at our main entrance, fin preparing this paper, it oc curred to me that anyone using a teiepbeew for setting off the alarm could use the num ber "3473" which spells fire cr. the dial 10 i i .nr' SVr/i'fln a stem. This should be easy to remember: however, at our plant we ue 450.) The person turning m the alarm reports the lo cation of the fire. The turbine operator immediately responds by blowing the fire whistle which is coded so the fire brigade members will know where the emergency exists. This turbine operator also starts the fire pump to ensure an adequate sup ply of water io our fire system. The security guard, who also has received his alarm and who knows the fire loca tion. sounds the fire siren of the Volunteer Fire Department o Cantonment. Two fire lighting vehicles wnh auxiliary equipment are available from ti:i *-<urve and are torated within nne-lialf mile ot our gate. Upon arrival at the scene i-t a lire r our propi-rtv, the loitmteer fire 'Separtment act* un der the direction of the plant tire marshai. In the event that the fire cannot be han dled by the local mill brigade and the Can tonment volunteer*, we have a mutual aid system in the area that will come to our assistance. We believe our plant protection is adequate and. probably, better than many. To continue ith the story of the fire. The fire marshal had completed hi* work lay and bad returned to hi* home in Pen-acoln when the fire alarm sounded at 4:23 l m. The personnel on the property re sponded immediately, and the plant lire bri gade began to work. The volunteer fire department arrived on the scene with its equipment in a matter of minutes. The ware house was isolated from the bag mill by closing ail fire doors in the fire wall. This could only be done after we were assured that no one was trapped in the warehouse and everyone was safely outside. Electrical power was cut off to protect personnel fighting the fire tn the area, and to protect the electrical services outside the fire area. All of this was done in a matter of minutes, for the flame spread was very rapid People who were eye witnesses testi fied that this warehouse burned very rapidly, it was only a short while before the enormity of the fir* was apparent sod appeals were made by telephone and radio to other volun teer departments m the nunml aid network. Hrc fighting units from the navy and mu nicipalities within a radios of 60 miles came to our assistance. In all we had 15 fire fighting units combating the fire. The fire spread vet* tupidly until the "fxnplete building was ertgulled In the first Iwxir, the building had started to rolUfwc and the fire was still out of control It uv an hour and a half before the fire fight er* made sutfiaent progress to feel the fire `mild be contained and were slowly bring ing it under control The weatherman ui<kind to u< that day. for a strong wind from the west kept the flames away from the hag mill. If it had been blowing from "inw other direction, it is almost a certainty that the fire would have engulfed the bag manufacturing operation, and perhaps the entire mill! It Is often said that paper companies would rather shoot a vice president than hut down a paper machine During this tire, we did shut down two of eur paper machines adjacent to the area as a pre'.uitionary measure. However, as soon as e fire wa contained, paper production was ?eitmcd with a lot* of approximately two Fours production time. Alter (be many hours of long, hard, and liriv work through Saturday and Sunday -.ml into the following week, the fire finally was put out and salvage operations were 'tarted. We are extremely proud of the efforts put forth by our employee* at St. Regis, people who worked hard with the 'longer of imury until the situation was un der control. This fire was the greatest disa-icr m the history of our operations at Kraft Center, and was particularly tragic m that we suffered a fatality. After the fire, there was con*ulerable peculation and concern about a -mail blaze tiiat developed into a $3,000,000 fire, 3 Uaxe ilut could not be contained by .tprinklers, ,i blare that fatally burned one of our employee*. Investigation* were extensive. However, all of these confirmed tiiat the leople who were working in the roll storage ,im had taken all safety and fire precau tion*. Investigation* also indicated tiiat our prmkler system was -peratmtr: neverthe less, the building and its content* were de stroyed. MI observations and reports revealed that our people were well trained in handling -iteh emergencies, and tite trained employee responded welL Even with training, ue did have other accident* of varying degrees: nme of these was serious, and all received II iOtiJ National Safety i'wijrfi/ mtmrili.iic treatment irons mr iir-t aid de partment. The company was indeed grati fied with the behavior of it* employee*, and t am very proud to be 3**ociated with them. Shortly after the fire, we started to make >Hjf plan* for replacement The major bur den of planning the replacement project felt nn our engineers. It was their responsibility so engineer a replacement building that would meet the requirements of safety, would minimize or reduce the hazard of fire, and would tunti.di the functional utility of a v. areliome for roll paper storage, naturally, il die lowest possible cost. Our plant en gineering group at tlie location worked very closely with our central engineering stall and the engineering department of the bag plant. Hie remit represents the be-t think ing of these engineering groups, coupled with recommendations from our insurance underwriter*. At this moment, the detailed engineering is in progress and is sched uled to be completed shortly so that a contract ran be awarded for construction. Drte of the first problems we had to re solve before a building could be designed was site location. Xeedicss to say, we were ct bit gun shv of rebuilding on the same <ilc. Many favored a separate building, iso lated from any other buildings because the fire was still so fresh in our minds. After examining many arrangements and locations lor ifte replacement, it w;i decided to build 111 the original site. This was not an easy decision to make; however, when the haz ard was weighed and balanced against effi ciency and economic*, we had no other choice. Essentially, the replacement will be ap proximately the same size. The building wili be constructed of structural steel, the roof will be of non-combustible material*, .iid the wall* constructed of anodized alumi num panels. We do not intend to use transife 'or the wall*. This material exploded, with fragments going in all directions, creating a real and constant hazard during the fire, ;>* well as adding to the draft. The en tire structure will be erected with high tensile bolting connections to eliminate or minimize field welding, as lids building will be erected adjacent to and around combusti ble material*. The fire wall with the necessary hr* doers will be constructed to isolate this budding imm the adjacent building*. This wall will have an eight-hour fire rating and trill be constructed of reinforced concrete. 1 need not say that fire -rails are expensive, but the previous ftre watt demonstrated its worth in containing the fire and preventing it from spreading to the hag plant We also plan to extend the fire wall above the roof of the bag plant, a* the new building will He higher than the hag plant. We cannot depend on javontble wind conditions t! we have the misfortune to have another fire, Tlu* budding mil be ^prinktered and will meet the specifications 01 the underwriter*. We plan t<> make sure that the various valves controlling sections of the sprinklers ire relocated far enough fn.ni the building so they can be manned without difficulty. As mentioned earlier, we do not plan to repeal our mistake* by installing the sus pended cranes that were the indirect cause of the condition tint resulted in (hr fire. Our new warehouse will have top running bridge cranes and the operator* will be in air conditioned cabs. We still plan to store and stark our paper rolls on end. The grab units will be capable oi handling roll di ameters of JO-inch minimum to fill-inch minimum, an' weights up to 8.000 pounds. Catwalks w,, be provided to run the en tire length of the walls, thus enabling the operators to escape so as not to He trapped by flames. Escape hatches to the exterior if the building will be located at reasonable intervals. What is significantly different about this building from the standpoint of fire pro tection? Xotlung, really, except that we have made every effort to provide safety- for employees, to reduce situations that might cause fire, to furnish better fire wail pro tection dual we had previously, and to make sure that we have adequate control pro cedures where the possibility of fire might cxisl What would I recommend to any one concerned with roll paper storage1 I can only state iliis: Don't for one minute think tiiat stored roll paper will not bum just because it lias never happened at your location. I would suggest that you careful!* review the activities that take place in any building or any storage area where the prod uct stored is paper, to assure yourselves that lamiliarity ha* not bred content. Make sure *<`ur supervisors understand that (here is an unbreakable procedure that mitM he compiled with when welding nr Pntp and Pa?tr Se<Uon using any open flame m these areas. Smok ing rules must be enforced! Make sure thxt your housekeeping is good, as far as loose paper in concerned. Encourage the training of your people in industrial fire fighting techniques, tor they are on the job and usually at the scene, and by proper re sponse can save your company thousands of dollars and perhaps somebody's life or livelihood. MAINTENANCE VIEWS ON PAPER MILL SAFETY By RICHARD J. LUNDGREN Assistant Master Mechanic, Crossctt Paper Mills, Crossed, Ark. \lmost a year .*, >-f Personnel te ^aietv Supervisor, lint Pinkitnr. asked me to talk to this group We of the maintenance group become quite a-eurtomed to being talked at and about I realty welcome almost any opportunity to talk back As vow know, trouble .,ur business However, when people re in trouble, when things are not running right, everybody is unhappy, and we get talked at. When equip ment is running right, we are just in the ivay when we try to keep it coing that way again, we get talked at. Also, when things are not running right, we are too busy m talk, and when they are running right, everybody else is normally to? busy to Iriten. Organization charts vary. Function* as signed the maintenance dejrtmit te one mill may be assigned a deferent department in another null. Clean up services and stor age facilities are prime examples. However, in a mill engaged in the manufacture of pulp and paper, approximately 5 per cent of the total mill personnel will report regularly to maintenance. This represent* a targe sectioa of the overall mill safety record and pro gram. It t*. of course, the section 1 am very self ishly interested in. I feel our problem* are unique in that our exposure to danger is 'omewhat greater than the exposure of the operating personnel. However, we of main tenance have one advantage the operanag department superintendent* do ax have, in that when safety devices and so forth are needed, we can handle the problem directly without reliance on sccneece rise. But. we are. of course, "our brother*' keepers.* without that attitude. *e ourselves have no safety program. We need all the help ** i an get, and to get it, we murt also give it 1 reel ui pangs of rnnseimec m saying tHai I have a -elfii.il interest in the maimelanrc profile. TJiev are the ones 1 know their* arc the injuries that lav heaviest *n mv conscience. But, in order to further iiic*c rifih interests, to help the -atety of `he maintenance crews, we mur help the ..titer department* wherever p^s-iMe Amlefwrtment that trie* to stand Tt it* own in egard to safetv will quickly (all Our safety, the safety of tho*e of u* in maintenance, can be little nr no better than the safety of the entire milt In the final ,analysis, no arte group can maintitin an ap preciably better prograzr * higher standard safety than that sustained by the mill as a whole. The high level group will either -park the rose to rise to its level or it wilt imp back to the general level. The attitude r each group is a reflection of the attitude it the sarrosaadtng groups. So, we are as interdependent for safety as we are for the pcodococ the mill is ex pected to tuns out. The obvious thing to do is try 1 maintain our standards at a high level to set an example. That we need to do, but we must do more. 1 beftere attitude is 40 per cent uf safety. Il'tt. what about the ocher 10 per cent? The physical features of safety--guards - ade quate walkways handrails - safe platforms kd so forth? This is the field where we of iviirtcsance really help the others. When -praise probtasu* of safety within an operat ing department are considered, they almost iiways ad op u job* to be done by mainejaaau;sa A sign to be put up a guard to *<e hai2t - a hoax to erect - and a multitude ucherL If we os get these jobs done quickly and etiecavriy, we foster the attitude that safety 196? A'atianal Safety Cungrrrs- hra matter, an altitude that will reflect back f*n our own crew*. If we let these jobs lag indefinitely, perhaps forgetting them, we are destroying the desired attitude, creating in its place a futile "what's the use?" mood, Now we come to my real pitch. If we are to help on these problems, we must know first that a problem exist*, and second we must know the degree or importance at tached to the problem. The operating de partments are the only ones able to furnish this information with any tea! degree of arrttraev. I would like to interpose here the tact that in talking of departments, I am really talking of the supervisors in that department. Jobs are ifcme by workmen, hut it ts the foremen, the tour bn<s, the super intendents, that get things done. At least, that ts the way it should be flay and do what we will almut safety, production is the final goal. Even safety must be weighed with this in mind. Obvi ously, if the actions of the operating depart ments indicate a problem, whether production <>r safety, to be of minor importance, that n>b will be tow on our priority list. We all have a pretty direct channel for originating work, getting it done; or follow ing up on it. But. how often is it used properly for items of safety? Time after tune we have been handed two work request* by one supervisor. One for an item ot safety and one for an item of convenience. We might get great tip semre on how important the safety item was, because he knows that Crossett stresses `airty, and it was the proper thing to do, But he would ask then and several times a day thereafter, when we would get to the convenience item, but no further mention would be made of the safety item. Which fob hat he indicated to be the most im portant? Which job gets the highest pri ority? Obviously, the one he keep* pushing --the one he shows the most interet in--the convenience item. Maintenance is a service, and we try to keep our customers happy. The squeaking wheel will get greased first No matter what tip service he has rendered, his actions have proven to us which job is most important to him. Although perhaps misled as to importance, we have in this instance at least been intermed that a problem exists, and we can ,,ud do investigate and form our own opinion urgency---an opinion which may, or may not, be correct. The problem is much worse vs ben there is a hazard of which we have not even been made aware. "Jnce an operator becomes aware of a haz ard, he should feel free to talk to his im mediate supervisor with a certainty that the problem will be considered and corrective action taken where possible. This is a mu; ii workers are to feel that safety is worth while, that it does mean something. Other wise, a teal "what's the use?" attitude de velops. But. it is so casv for a supervisor to turn it aside, to tell the man to take it up with the safety supervisor, or have it reported to the safety committee, in other words, give the man the old run-around, pa*s the buck After alt, it is so much easier to let someone We do it. There is a direct channel for getting other types of wdrk done. U*e it for safety work also, instead nf letting ideas be batted around, passed back and forth, lost, dropped or avoided by all the roundabout evasive tactics that sheer laziness and unwillinsne-to assume responsibility can bring up. We have a safety committee composed tit representative* of the hourly men from each major department and a salaried -ej-- resentative of each department. The cc-r-mine# meets once a month to discus* difficult problems, and problems on which there <rcm to be no action, it's a good commit* tee, and does quite a bit for morale I re cently locked over the notes of last year's meetings--7t items had beer, brought up dur* ing the year--72 had been corrected, two were being worked on, and the other four were too recent to have been started. Statistically, that appeared excellent, but m reviewing the jobs themselves, another picture appeared. On at least two occasionwhen a committee member had been asked if he'd discussed it with his supervisor, he'd shrugged his shoulders and muttered he hadn't thought it would do any good. In several instances, the supervisor had told him to bring the job up at the next safety committee meeting. In one way or another, about 60 of the 78 items represented super visory failures Unfortunately, maintenance had its share ..f failures, too. Even so, there were ap t'ulp and Paper \ectt<>H proximately 55 iota involving us, but which if had never hard ot until brought up by (he committee- f'asstng a job tu the -aiety committee is tmt one way to *ide.*tep u. There are other wavs to avoid responsibility, but however it u done, it damages the satety efiort of the milt, it is damaging to my selfish interests, the safety of the maintenance crews. Safety is considered -o important that we have safety supervisors -atety committees, departmental meetings and what-have-you. A lot of people get involved, and properly so. Hut it does make it so easy to pus the l-uck, to slide out from under, to let John do it, unless a great deal of care is taken. The men on the job, the immediate super visor and lus superintendent arc the ones mud familiar with the area and its prob lems. Theirs is the responsibility for origi nating action and follow-up on matters attcctmg production. And theirs must tie the responsibility for originating action on the normal safety items- An< usually they should go through the same direct pro cedures and actions that they would to ob tain routine repairs. The *J0 per cent ot saiery I mentioned as being represented by attitude ts fostered only by creating an atmosphere of safety'. At al most any null with a *wd safety record, safety can be almost felt by a stranger com ing into the mill. It -ccms to be part of the atmosphere. One denniuen Webster gives tor atmos phere ts, "A surrounding or pervading intluenrt." This definition describes our de- -ire* very ueth To keep a high level in our .afety attitude, we must surround our people with the knowledge that we arc interested in safety. We want thoughts nf -afeiy to pervade, to spread throughout ail tlieir thoughts and habits. If we c*.t create this atmosphere of safety, we will have a sate plant. By lack of proper attention to the tea p.-r cent of safety represented by the physical features, we can destroy this at mosphere and the other 60 per cent ot safety. Now, if I Have created the impre-sion that I think maintenance departments are good, above the avenge departments, it was be cause I wanted to create that impression If you check thoroughly, you will probabiv find that it ts true in your own mill. Nor mally, ours the job having the greatest exposure to hazard. Vet, in our mill, in terms of frequency rate, the maintenance department ranks with the best. SVc have accumulated as much as li00,009 ma.hours between disabling injuries. As iar as I know-, no other single department within our mill has approached that. That our milt U not unique in this matter is witnessed by the comments t have heard more than one safety director make to the eriect that maintenance muq lead the way to any effective safety program. We of maintenance are not only witling In help, but selfishly eager to do vx But to do so efficiently, we must know first that -vrfncene ha* a problem, and second we must know how important that problem is con sidered to be, so that it can be given its richttui place in nnr work schedules. SAFE CHEMICAL RECOVERY BOILER OPERATIONS By J. R. CHASSELL ind L. H. COVKENDALL Development Design Engineer and Engineering Coordinator, The Babcock ft Wilcox Co, Boiler Div, Barberton, Ohio The chemical recovery boiler has become un indispensable pan of modem Kraft pulp mills. The recovery unit reclaims over 90 per cent of the chemicals used for cooking wood chips so that the reprocessed chemicals -/an be returned to the d gesters and used over again. The heat . '.claimed in hitch pressure steam trom burning the waste black Uquor can be used to generate approximately ,M) per cent ot the power requirements ot the mill. The low* pressure steam discharged from the back pressure turbines will supply approximately 50 per cent of the proce** tram re-uiiremem* inr tin'* mill. 15 V'Jt.f Safely Congress The incineration of tliese waste black ln|M(ii* make* it* imnefftary to discharge them ami pollute the streams. Modem pre* i ipitatnrv and Mjrnhber* dean most conlaminating material from Ihe Sue gases before they are discharged lo the atmos phere, thereby minimising air pollution. Be cause chemical recovery reduces the net cost of pulp, paper, ami other related products, it is attractive economically. The aim of today's modem recovery units is to operate ss economically and as safely as possible. We cannot expect an installation to have all these rewards without encountering prob lems and hazards. The history ot the de velopment of modem dav chemical recovery toilers, from the first refractory smelters <ed with char formed in a rotary kiln, docu ments the hazardous problems which have been encountered and overcome. Recovery of chemical* in the early use ot the Kraft process consisted of drving ami roasting the wate liquor in a rotary kiln until a char wa* obtained. Thi* char, nr so-called black ash, contained the non volatile portion of the constituents dissolved from the wood in addition to the inorganic chemicals of the original cooking liquor, and when discharged from the rotary kiln, was used as the fuel In a refractory smelter. The dot gases from the smelter were directed kick through the rotary kiln where they dried and roasted the incoming waste liquor, making the process selt-susiammg. reducing condition was maintained in the fuel or char bed of the vmciter, and as die organic constituents burned away, the inorganic a*h was chemically -melted, re duced, and tapped from the smeller in a molten state. The only heal utilized by this equipment was that which wj* needed to evaporate the moisture from the weak black liquor fed to the kiln and convert it into vhar. Several pieces of equipment have been ulded to perform additional functions and Contribute to the economy, efficiency, or afety of the process. A waotc-hcat boiler was added to the smelter furnace-rotary kiln combination, permuting recovery of a part oi the heat from the gases discharged from the kiln. The development and use of multiple effect evaporator* to deliver the waste- liquor at higher solid* content to the notary kiln reduced the heat loss m evaporat ing the liquor. The disc or cascade evapo rator wa developed and installed after the waste-heat inalcr and utilized the heat in the ipises leaving the waste-heat finder In fur ther concentrate the black liquor before in troduction to the rotary kilo. The Murray Waerit unit, introduced about 19JO, substituted a water-cooled smelter in the place of the refractory smelter previously used in order to overcome the refractorv maintenance ditHculties Elimination of the rotary drier or kitn in the Ross-Wagner unit, at about the same time, was ihe hr*t step leading to the development of the mod ern recovery unit with its stationary turnace The principal component ot the Ross-Wagner unit was a vertical, cylindrical, stationary, refractory' furnace. The liquor, at about 5! per cent solids content, atomized with compressed air, was introduced through the roof of the furnace and directed downward toward the furnace door or hearth. This unit was significant since it demon strated the principle that all the step* Ot the recovery incineration process cuuld be accomplished in a single stationary furnace. However, refractory maintenance wa* high .ind combustion conditions on the hearth were unstable and subject to frequent black out* requiring excessive amounts of auxil iary fuel to maintain the process which re-uhed in low chemical recovery efficiency. In the Babcock & Wilcox-Tomlinson unit introduced in 1936, the advantages of the Rocs-Wagner unit were retained, but there were several important changes designed to eliminate the difficulties noted, Refractory maintenance was eliminated by the use of a water-cooled stationary furnace and a watercooled flue connection from the furnace to the waste-heat boiler. To overcome live unviable furnace condition, the Itquor was prayed onto the walls of the furnace, where it was essentially dehydrated and remained until its thickness and weight were sufficient to cause it to break off and fall to the char lied below. The spray nozzle directed at the furnace walls was oscillated, continuously depositing a relatively thin layer of liquor on a given area of the walls which dried before the spray was redirected to the same area to deposit additional liquor. Furthermore, and rq considerable importance, the angle of oscillation of the spray was adjustable v. 16 Pulp and Paper Section >(`c jqerator could use more or less wall area fnr drving the liquor, depending upon us water content. This spraying method stabilized combustion condition* un the hearth, reducing the frequency ot black-outs, and increased the efficiency of chemical re covery. By thus providing a separate adjustable means of evaporation within the furnace it self, it was possible to use the cooler watercooled furnace, eliminating the high mainte nance of retractor), and to establish stable furnace conditions with the relatively weak liquor available from the multiple effect evaporators ot that <Jav The introduction of tins type unit led tu rapid developments in die efficiency ot chemical and heat re covery from the furnace. There have many additional refine ments to improve Kraft recovery unit*. fu.urtomired, steam coil air heater*, ga* air heaters, electro*taue precipitators, venturi evaporator-scrubbers, cyclone evaporator*, low level heat savers, demisters for vent tacks on smelt dissolving tank.-, and varioti.- other pieces of equipment have been added to do the required job m a better manner. One particular type oi hazard that i* found only iu recovery boiler operation, the reaction between molten smelt and water or char and water, can create an explosion hazard in the d?*tolving tank and in the furnace, fn the dissolving tank the reaction between smelt and water must he controlled bv dissipating the energies in a harmless manner. M other points in the vtn proper, design and operation must be estab lished to prevent smelt and water or char and water from coming m contact with each other. The smelt dissolving tank area is one where controlled smelt water reaction must he attained to prevent injuries to personnel and damage to equipment. Thermal and chemical energies are released suddenly when the molten *rr,eit comes in contact with the weak green liquor. In the early development stages, lack of shatter jets, inadequate vent ing, and insufficient agitation resulted tit many violent smelt dissolving tank explo sions which resulted not only in serious damage in be equipment but. in many vases, injury to operating personnel. Explosion* c-i tin* kind can be prevented it the smelt stream is broken up into *malt particles before penetrating the liquid sur face in the smelt dissolving lank and if the green liquor in the dissolving tank is kept iliuroughly agitated. On present day relOvcry units, steam shatter jets and green liquor recirculating sprays break up the melt stream before it is submerged m the liquid and a propeller type agitator keeps the fluid in the dissolving tank moving. The tank is vented to atmosphere to eliminate ..tty explosive gases. As a safety feature in this area, the smell -flattering equipment is designed with con siderable excess capacity over that normally required. Steam jets and liquor sprays tu t-uver a wide flow area are backed up with auxiliary nozzles and reserve Meant pres-ure This reserve shattering capacity is re quire! when upset operating conditions of ihe recovery boiler cause the smelt flow to It* irregular, for smelt flow- rates several times the normal quantity can be experi enced. While the shattering equipment is dcigncd for abnormal conditions, (he most cRestive way to provide safety i* in proper >l>eratiun by eliminating smelt spout plug-.-age and the heavy nasties of smelt which follow. Recovery boiler burning techniques, htack liquor fuel preparation system, unit controls and instruments have been unproved to that operating conditions can be expected to be quite steady and the smelt discharge to flow at an even rate. These improvement* have practically eliminated the incidence of dissolving tank explosions which were formerly quite numerous. in spite of these improvements in equip ment and operation, there may be times wnen, a* a result of poor operating pro cedures, the smelt spout will begin to close nlf, Preventative action to be taken a* follows; i. Allow sufficient time to bum the bed down properly during routine shutdown periods. The bed near the smelt spouts should be burned down below the smelt spout openings and accumulations of smelt and ash that fall from the upper screen tubes or furnace should be melted also- If this condition cannot be achieved during an emergency shutdown, the accumulation of ash in the vicinity of the smeit spouts in tlie furnace should be raked or sheveied away tram the spouts before restarting tlw unit. 17 i962 A'a/seuo/ Safety Pongrei 2. Operating a recovery hoilcr with black liquor concentration* which ate loo low can reduce oed temperature and cause the smelt '-pout 10 freeze over The proper per cent solids in the black liquor to the menace can be maintained by correct operation oi the evaporators and other auxiliary equipment. ,1 The amount "i combustible material remaining in the char when it tails to the bed can be controlled by proper black liquor spray adjustments and primary and second ary air and tertiary air distribution. Proper adjustment of primary air How in the vicinity 01 the smelt spouts will promote steady smelt How. 4. Periodic cleaning ot chilled smelt from tlie smelt spout is required to maintain >ieadv smelt flow. Proper design and operation of the watercooled smelt spout must be established to prevent smelt water reaction. Frequent re placements may be required if the cooling water supply is contaminated or scale formmi;. This is one cause of smelt spout fail ures, corrosion, and cracking. A leak m Ibe melt spout allows the cooling water to mix with stream oi 'melt and the splattering caused by the reaction can injure nearby people. The chilling effect can also cause pluggage ot the spout, resulting in abnormal Hows from the other spout. This problem ran be entirely eliminated by installing a re circulating condensate system a-, the cooling water supply. Excellent results have been achieved in this manner. The failure of a furnace tube of a Kraft chemical recovery unit m>- t be avoided as it may become a serious i. n, If the water from the leaking tube >.>.. m contact in timately with the smelt, an explosion can occur. It if comes in contact with the hot char bed, explosive gas can fie generated. All furnace wall tube failures do not result in explosions, but nevertheless, it is of major concern when a tube leak U noted in this area. The common cause of furnace tube fail ures it scale formation on the inside of the tube. The importance of maintaining good boiler water conditions cannot be stressed >oo much. This importance increases as the chemical recovery units are designed for higher temperatures and pressures. Another cause of tube failure is indiscreet use of air lances in air ports. An air lance directed across burning char and molten melt at n iub can cause ex'-emely high heat input rates which can elevate tube temperatures so that wastage of metal will occur. This blowtorch action ii continued for some time at a given point may cause tube wastage to the point of failure There fore, if the rule, "Never fix the lance in position; always hold it by hand and keep it moving, "' is observed, there should be no danger ot tube damage when air lances arc used to clear ports which have been blacked out. Pluggage of the smelt spouts or the for mation ot smett ledges on furnace walls vomelimes require manual probing with rods to opes the smelt spout or knock down tlie ledge. When this procedure is required, ex treme care should be u>esl so that the fur nace wall tubes are not damaged. Molten smelt is formed m the furnace during the process ot incinerating the or ganic substances tn the black liquor. This -melt consult of approximately 25 per cent vudiioa sulfide and 75 per cent sodium car bonate, We have discussed the hazard of water spraying on smelt in the foregoing. Itowevcr, keeping the accumulation ot liquid -melt us the furnace to a minimum is also a safety feature of design- A recovery furnace designed with a slop ing floor su that the `melt is discharged to the dissolving tank from the recovery boiler at souq as it is formed minimizes this haz ard. Fluid hot smell leaks from the furnace form a hazard to equipment and personnel, Red hot flowing smelt can cut through pressure parts and enclosures. The turnace bottom and lower sick wall must be tightly scaled in order to prevent smelt trnm leak ing out between the tubes. Early model water-cooled furnaces, rely ing upon a very thic.. layer of refractory lining inside the furnace to form the seal against smelt flow, used the tubes mainly a* reinforcement and as a form. Pin studs welded to the pressure parts of the furnace were added la hold the refractory material more securely in place and to extend the life of the refractory by lowering its tem perature. Chill plates were later built on the i.utside tangent of tubes in an attempt to freeze molten smelt which might leak through the refractory- The trend has been steadily toward more metal usage as a positive seat against smelt !S Pttlf> and Paper Settion leakage. The furnace wall tubes and floor robes were moved to closer spacing. Pin -Had* and chrome ore refractory are retaard m the furnace side to protea the tubes from wastage in tlie sulfur reducing anacephere of the tower furnace, Hat studs ere added at the centerline of the tube and zht cads oi studs welded together In addiine, a steel plate membrane is welded be`ren rates, mating a solid light welded emMr_ctiaa all the way tn the primary air fort level. Thu eonsiructton is a positive metal eai -against the flow of -melt The joints of the walls to the floor are *lv> welded right and this construction has eliminated leakage from the floor. The transition to a com pletely sealed metal bottom has now been 'ompJeted and the only path for the smelt ' follow is out the spout. Smelt leakage, hich was once a coounim occurrence in Kraft recovery units, has now been made f^aetieafly nonexistent on the modern re`'very units. In addition, when extensive re tear* are made to units 10 to 15 years old, of these more modem features may ta applied to the hearth zone so that the imquency nf smelt teaks ran be greatly reduced. Prior to 1940, soot blower? were generally ineffective m recovery units, Multiple jet Mowing did not dislodge hard deposits and ''e furnaces were often operated under i -'essure as a result ot plugging of the gas pa-sages. Steam cutting due to mrialigniient was prevalent Consequently, hand 'Juicing was a necessary part of recovery win operation. Hand lancing was not an ex tremely hazardous part of the operation but there was always a chance of personal in jury either by being burned by the hot -team lances, or by having hot gases and ash blown from the lance ports and furnace doors which were used ior lancing. As the recovery unit* became larger, they became more difficult to lance by hand. This, plus iocreastRf labor cost*, forced the de velopment of automatic retractable lance cleaning devices to cope with the tenaceous 'kpouts that form is the hot gas regions of tlx recovery unit Tlie design of the rect.i. ery mute ha- bees changed to arrange -unices so that the ash which was cleaned from ii* rate? falls into the furnace or into die boiler hoppers. Eves with the most effec tive known cleaning equipment, the surfaces must be arranged with due respect to gas temperatures, gas velocities, and tube spac ing in order to achieve a eieanable recovery .tnit. The combination of proper arrangement ot heat absorbing surfaces and the applica tion ot improved type soot blowers have virtually eliminated lancing on modem re covery units, thus increasing safety during operation. \uxthary oil and gar burner? are used when starling up to bring the boiler up to pressure, put it on the line, to ignite the black liquor, and sustain turnace tempera ture until the black liquor burner has been stabilized. These burners are also used to melt down the char when the unit is to be `hut down and to stabilize the furnace dur ing upset operational condition! or Mark liquor fuel interruptions. The recovery mf fired with a high mois ture Mark liquor fuel may lose ignition if the air flow or fuel moisture content ihonges. Smelting over of air ports will effect the air flow distribution and erratic operation of multiple effect evaporators wiil affect the fuel solids content causing a black-out or loss of ignition in one area ot the furnace, which w-ill become accumula tive unless corrected. Auxiliary oil ot gas burners are placed m service to compensate for the lose of heat release due to the black out. The operator must vl-o rod the air ports to re-establish proper combustion con ditions. Operation oi auxiliary* burners is a manual function because of the problems mentioned above. However, safety devices arc being installed o help the operator with ibe auxiliary burner*. The problem of burning oil or gas in a recovery turnace is much the same as in nofmal power boilers. However, the primary purpose of the recovery* boiler is to bum black liqu'** and recover the chemical effiaewjv, and as a fCrttlt, the arrangement of air ports and air distribution is designed to .ucomplish this purpose. A typieai oil or gas burner cannot be used in the hearth because oi smelt conditions. The auxiliary burners .ire mutinied around the unit on ail sides to dUtrihutr the heat and are not as easily uhwrrvcd by the operators. Several Kraft recovery unit turnace explosions have been vaused bv improper use or improper func tioning oi auxiliary burners. Improved steam 19 1942 National Safely Congress atomizing type oil burners and gas burners that give better stability are now used. The greatest contribution to the safety of auxiliary burners in recovery units has been the recent application of monitoring equip ment to oi! and gas burners. Monitored oil and gas burners are offered on new units and are recommended for ail existing Kraft recovery units. Automatic monitoring sys tems will include: (I) flame failure de tectors, (2) air flow permissive*, U> maxi mum air windbox pressure cut-out, <4) maximum and minimum gas pressure cut outs, (5) minimum oi! temperature cut-outs, :md (6) fan failure interlocks. Controls and instrumentation can contrib ute greatly to safe recovery unit operation. Temperature recorders, flow recorders, level indicators, density indicators, draft lots gauges, and other present day instrument* can show the operator what is happening m the recovery unit without hi* having t" leave his operating station. These very valu able guides can be used to detect the devel opment of unsafe conditions long before it could be determined from other source?-. Automatic controls can perform many func tions of the operator so that he may be free to attend to other duties necessary to effici ency and safety of operation. Of course, alt instruments and controls mug be properly calibrated and checked to make sure that readings are true and they must be carefully maintained so that the operator can have confidence in them. A good training program for operating personnel and supervisors is necessary for safe operation. L Knowledge of Equipment -- When a new recovery unit is started up, time and effort spent to explain the features and ob jectives of the new equipment ran prevent future accidents or operating mistakes. 2. Experience -- Operating problems en countered during the initial starting up period may be a good school of hard knocks for the crews on duty at the time; but al though straightening out upset operating conditions is good training, it is poor for production records. Shutdown and change over drills should be incorporated in a smooth running mill to give operators proper training in handling emergencies. These drills may well point out weakness in the established operating procedures and result A) in the prevention of accidents or improve ments of operation. 3 Training Replacements -- The turnover in operating personnel is greater than one would normally realize. Some operators are advanced to more responsible positions and mm over their duties to Jess experienced men. -Men move on to other pulp and paper mill* or into other industries. These changes reduce the number of experienced operators available to operate the chemical recovery Hoilcr, Retraining of operators and supervi^rs is required to keep operation op to high standards of economy and safety. \ thorough and aggressive maintenance protrram ran make valuable contributions to -afe recovery unit operation. Many haz ardous conditions are caused by mechanical *r electrical failures. The chances of having accidents are much greater when abnormal onditions arise. Motor tnp-out on an auxil iary pump, fan. or agitator, or other types i equipment failure? can take the operator iwav from his primarv responsibilities, therebv making the total recovery boiler operation le** safe. A good maintenance and inspection program can do a great deal toward elimination of hazards caused bv these failures. Maintenance crew* are alwav* verworked during mill outages, but in the tong run. complete maintenance during a scheduled outage pays off. Continued mamtenance ' * spare equipment can he accomplished during normal operating periods to allow the mm u> do a better job during scheduled curare- During the scheduled outage, particular mention should be paid to the inspection zs the tumaee hearth area for anv stgn* of pressure part deterioration. Blisters, wasted tube metal, excessive stud burning, and tube* bowed out of position will indicate, gtner.iliv, water treatment problem*. The water ide of the unit should be inspected for mtitrations of scale and, if found, the unit vhould be acid cleaned to insure safety dur ing the next operating period. A chemical recovery room in which im portance is placed upon neatness, freedom from debris, and dirt accumulations provides mare safety for the operator. It is touch easier for him to recognize developing troubles or hazards Recognizing the exist ence of a dangerous condition is the first step toward eliminating it. S'tJp and Paper Section The old type chemical recovery units were difficult to keep clean. The ptuggage condi tions of the boiler passe* caused a bade pressure operation, resulting in fumes and sparklers being belched into the recovery- boiler room. Ash hoppers which collected ash and smelt were dumped to the boiler room floor? and then -`hoveled back into the furnace through the access door. The mod em unit is designed to keep the boiler passes open and all heating surfaces that arc sub- jeet to hard smelt deposits are located above the furnace that these deposits fall to the smell bed, The ash from the boiler hop per* tv returned to the fuel system through the black liquor sluice system. Tbi* is a closed system and keeps the ash inside of Itie recovery unit. Combined efforts in the fields of opera tion, maintenance, and design have done much to reduce hazards ot the Knit rewerv process. Safety feature* that arc built into the new units can be adapted to existing units. Ample reserve shattering ca pacity hat improved smelt handling, Auxil iary burner* are mote stable and monitoring equipment is now provided. Automatic re tractable soot blowers have improved boiler rieaning, thus improving boiler availability istd minimizing hand lancing. Uniformly f.incentrated black liquor fuel and improved burning techniques maintain steady furnace renditions. Operators have belter training and more instrumentation is provided to help them keep aware of operating conditions at all limes. The complex fuel, Mnelting, and cleaning problems of chemical recovery units make remote automated controls more complicated so apply than on power boilers, The paper industry and equipment suppliers, however, ivii! continue to improve the safety of' -hcmicat recovery holler- DEVELOPING AND GAINING ACCEPTANCE OF SAFE PRACTICES Br ROBERT H. CARRUTHERS District Safety Director, Lumbermens Mutual Casualty Con Summit. N. J. We are all aware that industrial accident ;--evention is a complex and many sided problem for which there ts no short cut station, no automatic panacea. We know 'hat success in preventing personnel injuries and protecting plant facilities depends on a balanced program which recognizes and then stabilizes the problem of the policy if management and the philosophy of labor. Please note l did not include the word rationalize between recognize and stabilize, as I am convinced there is no room for rationalizing or compromising, if you and I arc to continue as important integral parts of private enterprise. Somewhere along the line we must strike a happy medium, or perhaps I should say create an atmosphere in which we can fuse management (the manager) and labor (the worker) into an effective accident prevention team, Probably the most important aspect in developing and gaining acceptance of sale practices is a safety atmosphere in which you warm the cool spots and cool the hoi spots, keeping in mind that the person who is against accidents is not necessarily far *afe!v. In a given situation, regardless of management policy or of labor philosophy, you must let the manager know what i* expected from him and you must inform the worker what is expected of him. Sometime* this area of cooperation, which you attempt >o establish, becomes an arena of conflict-- hence, the term, "creating an atmosphere." For a moment let us think of a vacuum atmospheric vessel into which you draw everyone's ideas, thoughts and experiences --pro and con. Next, to develop and gain acceptance of safe practices, you warm up, coot down, add, subtract, smooth out, and round off the ingredients. As the solution begins to jell in this favorable atmosphere, you reverse the flow and expand outwards the resulting safe practices. 21 IQ6? National Safely Congress Your success at this point depends. I dunk, on three little words, ".suspect." "de tect.'* Vorrcct." Warn everyone at all level* to suspect exposures, educate everyone to detect hazards and encourage everyone to correct practice*- In other words urge ail concerned to anticipate an accident before it happen*, rather than to investigate after it happen*. fn this progression, suspect, detect, cor* crt, 1 consider suspect the most important m creating an atmosphere. To make this point more effective l have asked some 30 different people this question. "The hunting of what animal cause* the most deaths by accidental shooting*'* Invariably the aruwrr a* deer hunting. However, authorities suspect that almost twice a* many fatal shooting* arise from the hunting of wood* chucks. The reasons are clear when ana lyzed - ft) So licenses rewired fi) So training needed f.5) Nc restricted *et*on. (4) So age land--for the hunted. (5) Any kind of gun okay. hunter and fd| More woodchuck*. {?> More woodchuck hunter*. (kl More hunting in populated areas. When f asked the san,e people, "What cause* the most deaths of children in the age bracket 1 to 4 year* ?" the answer* were more varied. II) Automobile. Suffocation. <1) Drowning. Tins time instead of being surprised, they were as stunned as I was, and you may be, to hear that a great many medical men M.isjxrcl that more tittle tots are beaten to death by irrational parents than ate killed by automobile* an the highway. The point is that too many of you tn the accident prevention field are *o prone to sus pect only the obvious that vsu fail to recog nize the insidious exposure* <hat can cause accidents. t am purposely not giving you any single, -pccific technique to use in "developing and gaining acceptance of safe practices." How* ever, I do have a proven idea to use when -'ou are trying to convince a cost conscious executive to accept a safe practice which you developed, but for which you failed to create an atmsophere. %Vc call this unique plan quality control. The system develop* a formula which accurately measure* safety performance and translate* it into term* of profit and toss. It works as follows: separate control limits are established for each insured. The limit* are based on the number of com pensable injuries expected for each million ffoltars of payroll for each clarification r*i work. When an insured's compensable injury rate exceeds the allowable limits, it i an indication that there are assignable cause* Earlier. I suggested that you warn man agers and worker* to expect accidents. I have learned in industry to expect the worst m order to prepare the best. There U no room for optimism in Safety, it follow* then that pessimism is the word of the dav. We all endeavor to erase the "It can't happen to me" philosophy or the gambling instinct of "Let's try it and *ee what hap pens." This type of optimism simply must be supplanted by the pessimistic awareness that "It Can Happen to Me." The successful `afety engineer or the foreman who is suc cessful in safety supervision t* not only a pessimist but it additionally a defensive minded individual. As far a* I am con cerned. using pessimism and curiosity m creating your atmosphere is the key to acci dent prevention. Pulp and Paper Section AN INSPECTION IDEA FOR THE SUPERVISOR By SHERMAN T, MARKER Safety Consultant, Safety Engineering Dept., Marsh St McLennan, Inc. New York, N. Y. Before diKU*mg my specific subject mat- ?r, I would like to make a few comments Tgardcvg the general subject of inspection, in-pectscn. a* uch, i* one of the procedures ,i a:t* ell established and properly func- titiiTnf program of accident to** control. Tor -..me -'cased, it has been my experience to :iiid Use ftsnctniuna or (hi* procedure limited to-- Ci.'-ei, ..i-.d dependent upon the tisgraow eorrjanv, the itate or other agency's engineer!.-g representative, and the safety ad- nimwrif The education of others r ta*s ar-, prexipalit the supervisor, has -i vr- antiereri s many instances. i: i* Kt> n-jcn in established fact that .nsfest** e the W*s method to carry out ),u? ;ixvli.r>rruil principle of ica- ier.r "determine the accident *rt* " T`, *n. '^revennem of accidents." tViefsa-nsg acoicn: causes is, of course, nr .*? -he Sew- w -xir instruction of Ju- pmeeneL Making inspections is -.< sowrttsc peculiar to accident preven- v-n, C^ara*' ut accepted procedure tn ifnkr-trs, i* -re pr>e-s oi making iztspec- . ioe defer?*. :u- substandard conditions, ;*>f devutwc* r'r-m established standard pro- nlare- Th--'*fsih *uch means, established .*-<ji4ard ,-sr- V raahstaiBed. S\e sexepe ih* tact that good preventative -^Miitnsax drpends upon faithful adherence , a^jequatc inspection* and planned servicing che-hUex. Bat in such work, we are not with ni''fcq-.im single observations. We take enough sampling to get a good cross section ci the conditions. It it only reasonable, therefore, that if we want to determme with any degree of certainty that right methods are being followed, single 06servariees at infrequent intervals will not be reliable. There are several kind* of inspections. One very effective type ts known as multiple random observations la this type, we would concentrate on certain selected items. They would be worthy of preferred attention be cause they represented situations that in event of an accident would produce very serious results. This would be done by mak ing a number of repeated quick checks in the course ot a day and continuing the prac tice until v.e were satisfied that the filia tion* were under control. Single observa tion* for unsafe practices are of tiuic value. Employees are guilty of deviating from standard practices only once m a while. Fre quent checks are necessary to know the true work patterns. This is a practical applica tion of the theory that a serious accident -et'curs only after several exposures. A second type of Inspection * a periodical check of equipment. This include* such item* as: 1. Established standard for automotive equipment. 2 Guards on machines. .1, Conditions of portable tool*. 4. Fire-fighting equipment. 3 Elevator safeguard*. \ third type of inspection would be a check <-n physical or property conditions--included would be: l- Stairways: good repair, clear, lighted. 2. Walkways; no tripping hazard?, rail ings. Platforms: good repair, not slippery. 4, Housekeeping: clear work areas, good storage. The heart of accident prevention he* m our ability to recognize accident causes and to take corrective measures that will prevent the accident from occurring. We cannot ig nore the practical interpretation oi the axiom that an accident is always preceded and di rectly caused by either a performance that is unsafe or a condition--mechanical or phys ical--that is liazardou*. Ordinary inspec tions are usually associated with unsafe physical conditions. When check inspections are nude, it has been long standing practice to look for such things i* poor walkways, loose steps, missing hand rails, tripping haz ards due to holes or splintered floors, un guarded equipment, or exposed electrical I.-imtacts. These are conditions that are not ordinarily subject to sudden change. S'olional Safety Congress However, ne know that the great maittriiv uf accident axe. the result of employ- re* deviating from the right wav of doing i lob They do nr>t take chances continu* i/ustv, but repeatedly ai \,i<>ihg intervals. Our problem, therefore, is two fold: First, to periodically check on the physical condi tions. The frequency at checking would be governed by our judgment as to what is a reasonable time to anticipate any appreciable change due to wear and tear, deterioration or an occurrence that might have caused damage. The second pan ot the problem is tn plan our observations ot employee per formance vo as to yet a reasonable sampling nt work methods, which will permit us to detect an* violations ot safe working prac tices. A lourUt type ot inspection i one that is not usually as>ociated with inspection work, This i a mure general check on the e>pe of items referred to in the random obscrvations. We should check tor any evi dence oi past accident causes, especially those recognized as having a high probability rating as respects costly result* in event of an accident This would include items that might result in excessive vapors or sources ,i ignition, for example: Causes oi spills Cause* of overflows Leaks Kmptv comamers Ventilation Open lights Smoking Bonding Sparking tool* Spontaneous combustion Inspections need not necessarily cover an entire operation at one time. In fact, there is an advantage of dividing the areas and giving more attention where need indicate*. For example; the analysis of past accidents may indicate an unfavorable trend as re spects the warehousing: aisles, stacking, lift truck operations, manual handling of drums, or cases, and the use of pallets ; die loading rack operations: static grounds, walk sur faces, filling procedure, railings, and tire extinguishers; or the automotive and main tenance shops: floors, ventilation, waste ac cumulation, hand tools, jacks and hoists, and use of eye protection. In the same way, consider other areas, such as storage tanks, pump house or out side pumps, elevators or drum lifts, side tracks, or docking wharf*. Plan your inspec tion* in the *ame way y.>u pim an approach tu any operating problem. Identify the acci dent cau`e* that nre -dated with your operation*, 'me a weight factor to each one h:*ed upon *uur judgment rf its relative importance Thai u, grade them in respect* o the probable degree of severitv m case an accident does occur. Select those having the highest probability rating for preferred at tention. Make cheek inspections 10 deter mine the extent of violations of selected Aork practices or conditions and then deter mine the reasons for these violations. Initiate corrective measures that wilt eliminate the reasons for noncompliance. Follow them promptly to be sure that tne action taken u e fleetive. If inspections are to be of value, there must be a follow up as respects the effective ness of the corrective action taken. The inspection may be the means by which we leant of the need for more instructions, for a change in methods, for a change m main tenance schedule. Subsequent cheridng will be essential lo ensure that proper action has been taken tn improve the weaknesses de tected. In making such inspection*, it must be kept tn rmnd that there are four different kinds of inspections; we might say that the ,irt of inspection can lie divided into four different phases- 1. The detection of what might be called jfa-totu ha.:<trdx The actual unsafe condi tions which have been created either by the action of people or physical deterioration. These are the conditions, such as a wet floor or a hose on * floor, which by their very existence cause accidents. 2. The detection of conditions which of themselves might not be direct cause of an accident but which would be contributory factors. For example, cleaning skylights or *uapy water spilled on floor and not mopped up, which would create an unsafe condition mi the floor. .5, The detection of employee perform ances which are deviations from standard practices or established policy and therefore, in themselves wrong and unsafe. 4. The detection of employee performantes which of themselves are not hazardous but which create hazards either directly or m a contributory manner. Our past aictdcm history will give u* in formation on what to look for, but wc do Pulp and Paper Section not neces'anly have to rely yn such a lustory at a plant or department before doing a good job of inspection. Accident types are helpful tn anticipating causes. All accidents involving people esa be clarified by type into a relatively *mail number, There are ten such classifications and by considering each one veparaiciv, we can do a very ef fective job ot anticipating probable accident causes. As you review each area of activity or tht performance of individuals, consider each tvpe of accident and a*k vourself. "is there anything about the building, machinery, equipment, tools, or other things that would cause a person to fall, or is there anything i person might do, unless properly warned, that would cause him to faff." If each type of accident t* considered in this fashion, the majority of probnhle accident cause* can be readily amteipaftd. The ten accident type* and typical examples for each are as foll-sw - : f flits of 4 person i tame level)--covers all case* where a person actually slips or tails on floor, ramp or ground. Probable, causes slipped and fell on wet floor. Tripped over hose to spray tank. Stepped on broken floor hoard in truck and fdL Cleaning skylights, stepped on soapy wa fer and tell, hitting mouth against waff. Rope broke while lowering overhead dnor. Employer Jo balance and fell. Walking along railn-nd track and tripped on a railroad tie. 2. Fails- of a person (different levti)-- covers all cases where a person falls to a lower level. Probable causes : Fell from step Udder. H*! caught on a backless step which sva* well covered with snow Fell off dock when he stepped back after closing box car door. Standing on 42-inch platform ladder, over-reached and ladder overturned. Fell into an open trench. Working on a scaffold 10 feet high. Plank tn (fold hrokc and employee fell. H Struck by--covers impact caves where the motion is primarily that of the object rather than that of the (xrsnn. Probable Bundle tell oil end of conveyor and struck him on right knee. Was placing an empty pallet into posi tion. ft slipped from his grasp and tell on hi* foot. Replacing rope and weights on fire door. Weight fell on right foot. Hit on top of head by bucket which dipped from co-worker'* hand*. 'lax* from safety award frame came Ion** and fell, hitting hack of neck. I.'smg skil -aw ami it struck him on left leg. t ving rope block and tackle tn move car. Rope broke and block struck him on right leg. 4 Struck against -- covers impact envev when the motion is primarily that of the pefson rather than the object. Probable cause*: While cleaning machine, -track head on vacuum line. Struck elbow against door frame. Hurried nut ot oilier and collided with another employee Reached into tucker nod mick head againn a new axe. Using a 12-inch length oi pipe as a lever. Pipe slipped and right hand struck slitter knife. Head hit again-t an asphalt stalactite while denning asphalt reduction ket tle. A Caught in or between--rovers non-im pact cases as squeezing, pinching or crushing Iwiween a moving ami ;< -talinnory object. Probable causes; Placing steady rest in the lathe and t it on his fingers. Thumb was pinched between trip ham mer And frame of bundling machine when thumb slipped. Operator attempted to take a shingle off V belts on cutter. Thumb w-as caught between V belt and pulley. Lft hand caught tn inking roil nip. Removing scrap from doctor blade and IViti Xotieual Safety Cfftpres-t iliumb jtot cauxlu between convenor and Made Hand caught between fuller and looper bar while guiding sheet into looper. <i Bodily reaction of f-er ton--covers only nonimpact cine* where prain, `trains, and ruptures result from overexertion, unsafe posture, sudden noise, (right and efforts to recover from slips ami ln*< f balance Probable causes: Bending cartons on the scored line, a strained muscle in side. Stepped on a pipe lying on the door and sprained knee. Ufting a IQQ-potmd bag n< fibre and strained side. (Hernia), Wrenched back cleaning fire boxes, attempted to lift a heavy sump pump alone and strained back. Helping push a tow motor which wu stuck in soft area and strained back, 7, Rubbed, abraded and Penetrated--cov ers nun-impact cases from handling materi als, stepping or kneeling on sharp objects, foreign matter in eyes, over a period of time. Probable causes: Stepped on a roofing nail that had been dropped on the floor. While moving u pallet, a splinter en tered palm of hand. Scraped arm against cm edge of brac ing strap in box ear. While walking down stairway with hand on wood rail, received a large splinter under thumbnail. Bitten by blister bug while sleeping m car. Blister broke and became infected. Feeding rags from bale and a needle stuck in finger. 8, Contact with tieetnc current--covers non-impact cases where shock or burn re sults Irons contact with live wires or con ductors. Probable causes: Unplugging cable to electric welder. Plug shorted out, bums on both hands. Welding with wiring type goggles, re ceived fla*h burn of eyes. Helping welders and did not wear weld ing goggles; dash bum of eyes, U. Contact with iirlretn* temperatures-- ma*!* non-impact cases where Injun1 is due m contact with tint or cold surfaces, or liquids. Probable causes: Took a plug out of screw conveyor to check for presence of asphalt Asphalt which was m conveyor splashed out on hand. Threading felt through crater and arm. came in contact with coating pan. Mixing of bucket paste with steam. ho<e came loose causing bum. Helping unstrip No. 2 defibrator, `team hacked up and blew out of No. 1 deAbrator, *ewldmg left lower leg and foot, Wat cutting a piece of angle iron with a torch and a piece of hot metal went into his glove. 10. Contact with catutici or toxic sub stance:--coverf non-impact cates where in jury is due to inhalation, ingestion or absorp tion of substances. Probable causes; Mixing boiler compound, solution boiled up inio hi< face and eyes when steam was turned on, Filling tank with boiler water com pound and a drop of caustic soda, splashed into eye. Pulling paper through soda roll, paper tore, causing soda to splash into eyes. In addition to using accident types as a guide, we have the invaluable data that has been assembled from the investigation of I cm accidnit* in our plants. In this case there is no question of probability, these have been the causes of many past accidents ni varying degrees of severity and will con tinue to produce accidents unless a more eeneerteil effort is made to prevent their oc currence. In such cases therefore, when a jntemiaily serious situation is involved, we must cheek sufficiently to satisfy ourselveiliat the instructions are being lived up to. In all of mtr inspection work, there are certain causes that we consider more im portant than others. The liability potential is greater and therefore they deserve pre ferred attention, Such cases should get the benefit of many random observations. When -peciftc items are selected, it requires very little effort during the course of a visit to do I'utp and Paper Section 't plant to make numerous spontaneous hecks on these *peciai items, A considera tion of the past experience of your depart ment or the experience of an individual op eration w.'l tell you which items are meat important. If they can be controlled, the effect on the over-all picture will be sub stantial Making inspections and observations is im portant but unless we follow through on the results of inspections, we have gamed very little- Our objective is to prevent accident* and to do this we must correct the condi tions or elimmatc the performance that are accidents in the making. It t$ not sufficient to correct the individual when a deviation from standard practice is observed We want to prevent others from doing the same things. Observation* and inspections at the best can be made only periodically and we must therefore try to cultivate safe working habits for even- one. Why do they do thing* wrong An answer to tiiat question may very often give a clue as to vrhat must he done from other angles. Insufficient instruction, failure to correct the individual on many other oc casions or to appreciate the seriousness of what is being done are some of the mot common reasons given for taking unneces sary chances, This we know is practical because of the truth in the axiom that acci dent came*, unsafe conditions and unsafe performance* can be observed many times on the average before an accident actually oc curs. It 1* practical, therefore, to integrate inspections for accident causes into our nor mal work of checking our operations. This is not an unreasonable or impractical suggestion because the causes of accidents or the reasons for their existence are the tame as the reasons for our operation diffi culties, Primarily, it is failure to control employee performance. Accident* mean w aste, inefficiency and interference with planned op- oration They breed compijunt*. dissatisfac tion. poor morale and generally poor em ployer-employee relation* In the process of considering each area of our plant, from the gate to our yard* and back again, wc have the opportunity of checking tor the e ttstrnce of these unwanted condition*. A single observation ts not necc*artU ittlicient in all cases to assure that unsafe prac tices have not developed. Evidence 01 deteri oration, physical defects and manv unsafe conditions can be determined each time an in*pection i made. But as respects the pertnrmanec of people, single observations are usually not sufficient- It is not safe to * `time that instructions are being followed or tlut an established policy is being adhered t<> unless we actually witness the perform ance involved. In many cases, individual* deviate from standard practices only occaMnnally. Most of the time their performance * satisfactory-, but every once m a while they take chance* and do thing* that cau-c ifoubic. If physical hirards are observed, there should be no difficulty involved in getting the condition corrected. But why was the condition allowed to exist? Would not such rases be a due to the effectiveness of the tab being done by the plant superintendent and/'.r the department head? In fact, if the plant superintendent, department head, tore;ran and employees arc doing the job antici pated in the procedure*, the inspection* made ly outside engineers should not disclose very many violations, Check inspections and the follow through rn correct the unsatisfactory situations con -unite the heart ot effective accident preven tion. The plant superintendent, department heads and foremen are in the best position to achieve success because the most valuable method* of accident prevention are analo gous with, the method* required for the con trol of all other phases of plant operation. 1962 Sationai Safely Cangrtst JOINT SESSION WITH WOOD PRODUCTS SECTION REPORT ON CHAIN SAWS Bt JOHN RUSSO Chief Engineer, Lombard Governor Corp., Ashland, Mass,; Chairman, Safety Committee. Power Saw Manufacturer's Assn, I like to give a brief background <* *l* Power Saw Manufacturer* Association Thi* association was organised and incorStorated in the State of Illinois in July 1959. and is now comprised of eight companies in the United States and four Canadian sub* Mdtanes, representing the majority nf pro ducers of power saws used tn thr indutrv. hath in Canada and the United State*. In order to qualify as a member, the company must manufacture chain saws. The principal activities of the organization have been concerned with safety and tech* meal matters. Important progress has been made in both of these areas. The Power Saw Manufacturers Association Is organized with a Board of Directors and the follow ing committees: statistical, membership, pub licity. technical planning, safety. The Technical Planning Committee ha* published the first part of its Technical Manual covering such subjects a Mandard* inr measurement of guide bar capacity, plunge bow capacity and ill-purpose bow capacity. It is hoped that the entire in dustry wilt use these standards, mi that a customer purchasing a chain saw of a par ticular advertised rapacity from any cotnjany will know what he u buying and not lie misled as to it* capacity There are many' other item* which the Teehical Planning Committee now has tinder advisement One of the most critical projects presently in process is the establishing of specification* on muffler* concerning noise level; spark arresting, muffler surface temperature, and exhaust gas temperature. The Safety Committee has published the "Seven Basic Rules for Chain Saw Safety.1' This was released in the early part of 1961. It has appeared m various industry magitines and safety publications. In September ui 1962, we published the first section of a '`Safety Manual." This safety manual has lour parts: I. A General Guide to Training Method* 2. Safety Rule* .* Preventive Maintenance of Power Chain Saws 4, Fire Precaution* The information in tin* manual'I* di rected more to the supervisor than the oper ator- In the first part we have emphasized * a nous aspect* of training--how to train, type of training, group or class, discussion ar seminar, on the job training, planning tor training, who should train, training aids, importance of safety, and a wood cutting safety program. We know* that training methods in different section* of the country are not the same due to varied cutting con dition*. However, it i our opinion that if the chain saw operator i well-trained, the end reult will be more gratifying. The *econd part concern* safely- rules Here, <? point ottr that the re*pnn*ihililv for safe operation of a power saw in the wsoodi rest* entirely with the operator, Proper safety helmet, pant*, and shoe* are imgiortant. We have ten specific safety intraction* to be followed in the operation of ,i chain saw Preventive maintenance of chain saws compri*e the third part Break down time i* k>t time, and most of thi* run be prevented by proper maintenance of the saw. A malfunctioning saw could be dangerous and cause .in accident to the oper ator or HU fellow workmen. Preventive maintenance means periodic inspection and '`rfrection prior to u*e in the wood* The last part considers lire precautions -md it is divided into two section*, namely lire prevention and fire fighting toots. There are 18 important basic fire prevention rules which must be observed by the operator to insure against loss of valuable timber through fire. Every company has it* own regulations regarding the use of the power saw in the woods, also the availability and use of fire fighting equipment. We found it quite a task, while compiling thi* manual, to cover condition* tn all area* 13 Pulp and Paper Section Jr must be understood that we have general- uni wherever it was not posable to enter into detail more thoroughly. Everyone knows that tn different ections of the country cutting habits vary; therefore this was taken into consideration when the accumulated mlormation was analysed. The Power Saw Manufacturers Associa tion Safety Committee wa* recently divided into two sub-committees to carry on the work of writing the remaining two section* of out safety manual. Section II will he "Safe Cutting Procedures in the Woods" This information will be tor the Hiam saw operator. It will contain sketches and instructions showing how to notch, fall a tree, what to loots for when planning the fall of the tree, md proper method* for limbing, We will also have instructions and sketches on how to make bucking cuts under different conditions. Again, one must keep in mind that cutting methods vary according to the section of the country; therefore our information will have to cover conditions m general. Section III will be "Safety Maintenance oi Chain Saws." In this section, we will have instructions, sketches, pictures, and in formation on the maintenance of chain saw s from a safety viewpoint. We will try to im press upon the operator the fact that if he takes good care of hts chain saw, it will be raster for him to cut, he will get more production and reduce the chance of accident The safer a chain saw can be made and u*ed in the woods, the better the result* will be. Accidents cause discomfort to the ojierator. sometimes to athen, and ur4y ait caue losses m production. Willie accidents may not be deUbemici' piinned, they don't just happen ior they ,tre almost always caused by carelessness iweryone concerned must take every pre caution in preventing accidents. A g<**l -afelv record is maintained only through the observance and daily practice of salet) rule* and regulations, proper training m the ikc and proper maintenance of chain saw*. The operator is responsible tn the way he ucw his saw; however it he is not properiv trained, he may find him*elf in serious diffi culty due to lack of knowledge of proper cutting methods In some areas, Satety Su pervisors patrol cutting crews, observing chain saw operators a* they are cutting, and adv>* them of ways to improve or cor rect poor cutting technique*. These Super visor* also inspect the saws, insisting tli.it necessary repairs be made to a *ub-standanl *aw before allowing continued cutting SAWING WITH SAFETY By ROBERT R. ELLIOTT Safety Director, Weyerhaeuser Co., Klamath Falla. Ore. Before <ft*cu*-ing the rules and regula tion* that must be observed to "saw with -ofety" let us cover some items that will be important in the next fifty years in the fight ior injury-free operations. First of all, the early training of pros pective employees should begin before they ire placed oo the labor market, during the formative school year. Three years ago at the "President's Conference on Occupational Safety," a Chicago safety director brought out this fact: "If we hire kids out of the technical schools here, we have a lot of trouble training them to work safely. They learn the mechanics of the jobs they want, hut ihev're dangerous to have around. So--- ir.r now, at least---we've just quit hiring tech school graduate*," Suggestions have been made on how to rombat this situation. There should be some .rganization to encourage safety as a part >>f the school curriculum, ThU organisation dtould have material on how schools can prepare students to work safely in industry, and on how industry can help schools do it. It is especially important that schools in clude ample safety training m their shop courses in view of industry * citangmg tech nology, However, teacher training schoolshould put more *tre** on safety education in all grades. IVftt -Witu'intl "infcty i nftfftt Soother area ior improvement would be ,1 *tre*< on unsale practices rather than uniate condition* as m the pa** Industrv -hnuld take a long look at replacing the unsafe worker. This is more important than guarding the present guards. A man* atti tude as well as his physical condition should he a consideration in employment and Job placement, no amount ot guarding wilt make an unsafe worker sate. Continued employ ment in industry should be contingent on the safe working habits and the correct men tal attitude of the employee. Training on the job does help, but early wriety training in grade and high school* i* tdl * must. Training n the jab in our com pany i* "simply making dear what is ex pected.'' As we apply it. training can be de fined as the clarification and development ni thinking and putting that thinking to use. \ty first contact with power saw operators usually comes several days after they are hired during our discussion of "sawing with safety." The following points are stressed: "I do not care how safely you ran operate a power saw. I do core and am vitally in terested in how safely you da operate the power saw or any other equipment. 1 am also interested in vour mental attitude to ward your job. your fellow workers, and the Company-'* "Saw with safety" begins on our opera tions with good maintenance, tor without a reliable saw to operate, 3 power saw opera tor is in constant danger of dual attention. His first duty is to saiety, but with an un reliable aw lie must think of how to keep the saw- operating ami also get out the pro duction. Thus, a reliable saw is the basis of mechanical safety. So we provide the necessary man power and <hop facilities t<* guarantee the reliability of the basic saw. Our next concern is the saw chain itself. How i it filed? It the filing correct for the type of limber to be worked? Does the mh chain chew or cut cleanly? Does it grab? Docs it run hot* Should the kerf be set more? Are the pins loose? Is the saw filer inspecting the saw chain thoroughly? How iloes the man using the saw chain accept it? Are the saw chains being changed after be ing rocked and in changing saw chains, arc they plnctd on the blade correctly? Is the Made tnkm off the saw or is the blade Inocetwl v*l hetit to accept the saw chain? If `0. is it tlnne safely? There ate man* pinch, letup, and cutting surfaces to be watched when the blade is Kent. The key figure in "Sawing with Safe ty"--the saw operator--enters here How arc his attitude and lit* ph>`tral condition? Has he been thoroughly instructed in the safe procedures regarding his power saw, for ex.rnple if motor trouble starts, have it fixed promptly, or it the saw chain is dull, rocked, or if it cut* too much, have it changed im mediately ? Does he know and practice the correct procedure in escape patn*. in looking tor widow makers, and loose bark? Is he cut ting correctly? is his partner posted to help watch characteristics of tree* and to warn him of impending danger? Is the cut clean (no "Dutchman") ? How about cutting root wad*? This cutting i* very dangerous on steep ground--even on fairlv level ground if the correct practice* arc not used. What about bucking on the down hilt vide of a log or bucked logs rolling, when cut is com plete? Docs he make unnecessary Russian coupling? Were the right person* told about the Russian coupling and wa couplin'? dearly marked* fn bucking and falling the timber, an? both hands on the saw or $ he a "Look, Mont, one hand" type* This Is a very unafe practice and something should be done .sbotit it. Here it a suggestion: a switch on the hand bar so that the left hand must he on the bar for the saw to operate. Is he .tiding oft togs instead of jumping? Does he practice the correct method of carrying the saw and of loading tt into the crew fau> lines he know thr correct place and method of refueling a power taw? The place should be as clear ax possible and the saw should he cooled oft for several minutes. Is the fuel stored in a safety-type can? Here are some of the safety rules prac ticed in the Pacific Northwest pertaining to "sawing with safety**: 1. Filler- clothes, calks, hard hat and --lag pants fa* required by the state SafetyCode) . 2. Saw mechanically okay--ready to op erate. 3. Checking leac of tree. 4 Clear.t out around tree. * K-tabli>hcs escape route. 6 Checks for widow maker*, loose bark, etc ; partner as lookout. .to 8 Yells warning before tree falls. 0, Consults bullbuck on rough situation. 10 Shuts oft motor when moving trom cut to cut. 11- Slides oft large logs rather than jump to lessen the danger of injury. Pttlp end k'aptr >t(hon Checks nm aid equipment. 53, Fire extinguisher 14, Buck irom up hill side, If. Refueling in open, oooi saw. 16 Dogs against tree trunk, IT Check State Safety* Code. PRINTING AND PUBLISHING SECTION COMMUNICATIONS THROUGH SECTION'S NEWSLETTER By D. H. GROTHAUS Safety Director, McCall Corp., Dayton. Ohio (Hie ut the important parts of the Na tional Safely Council Industrial Sections is the matter of communication* through the fection newsletter*. One of the speakers last Spring at the all Ohio Safety Congress said Ite had re* cently gleaned from the Serial Stwnee Re- foritr a University o Minnesota ot 100 companies regarding the iTommuniratinn pattern. It was shown: Vice president* understand <7 per cent what tier hear from the board of director* and top management; at the reaeral supemaor level. SS per cent M the same information survive*: by the time It reaches the plant manager the lerel Is down to 44 per cent: among foremen. It dips to 34 per cent end among individual workers, the level ot understanding arnica to 30 per rent. In other words, one out of 0e messages from the top. g*ts thmo*n to the men on the line. When I accepted the job la*t fall as your newsletter editor, this wa* a new challenge to me. Regardless of being m the publkhtng business for 3S years, 1 had never at tempted writing or editing. In accepting the editorship, I vowed that I would do a good job. ! immediately wrote to *11 the members of the Executive Committee--Printing and Publishing Section. I told them if they ex pected their newsletter to be miorrnattve, it would be necessary to get their contrituition?. The results received from this re- iucm were vertamlv much l-ettcr than f itad anticipated. I received feature articles for rill of the eleven newsletters and to date, y tji i have received copies of most of them. Ihese feature articles contained layouts of various safety programs in their respective plants. tf you take these eleven newsletters, it t possible' for any of us who do not have .. very- elaborate or extensive safety pro gram m our plants to really set up a good accident prevention program from these con tributions. Since this method of communi cation through newsletter worked for me, I believe, it is also pn*ible tor future editors to set a plan for a year and do a stood communication job. it is possible to have feature article* in uitiire newsletters that deal with our sub nmmittce alignments, such as training en gineering, material handling, chemicals, inluMrial safe guarding and controls, and Are prevention. Certainly our entire year of newsletters could be devoted to such sub jects. This would really make those com mittees live. It was a real pleasure for me to have had this job this year as newsletter editor. It has been beneficial to me to receive the various feature articles and l am sure they have also been an aid to you in conduct ing safety programs in y our respective plant* Printing and Publishing Station TRAINING SERVICES OF THE NATIONAL SAFETY COUNCIL Br LEONARD C, SMITH Director, Industrial Training, National Safety Council. Chicago, 111. Over the years, the National Safety Council has produced various types of ma terials for safety training. These materials, for the most part, were in the category of framing aids and training supplements, rather than complete training programs, and '-insisted of films, jafetygraphs. and book lets It was not until 1956. when the first edition of the "Supervisor's Safety Manual" and the "Instructor s Guide" were publihed, that we started producing complete training programs. Before describing nur exiting training materials, we should spend wme time discussing how to develop and build a sound training program. Actually, a sound training program enn'i.t? u( three elements or parts and may be compared to the familiar fire triangle. As vou recall the fire triangle consists <f three components or parts: air, fuel and heat When any one of these elements is missing, you cannot produce a fire. Like wise, to have a *ound training program yu must have three elements--a training tri angle--to produce effective training. The first of these elements, which form the base of your training triangle, are your objectives. These objectives should spell out what you want to accomplish in your train ing program. When developing these objec tives, you start out with genera! or broad aims and then work toward specific me* These specific objectives should spell out in detail exactly what you want your people to know and be able to do when they com plete the training program. These objectives diould be in writing. They should become the guide for selecting your material* and developing your program. Many training programs sputter along or tad completely because no one took the time or effort to develop any real objectives. In iuly, 1961, the National Safety Council vmr out a postcard <(tie*!iuniiairc to 1,057 individual safety men. The object of this "urvey was to survey the method* and extent of safety training given to supervisors. From the results of this survey, it was quite dear ilia* a nnmlier *u rnmpatie were wasting ihoutamj* of dollar* m "hit nr mi**' train ing programs. If these programs had been properly planned. Marling out with written nbtectives, many t these "mi****" could have been turned into 'hits" and thouands >l dollar? mufd have been *aved. Once you have written out the objective* id vottr training program, the next dement nr *idc of vour training Inincte to develop' k the course outline. Here vmi have a choice oi selecting mateml*. such a* books, prepared courses, and so forth, that will help you reach vour objective*, or mu can de velop your own course outline. In making our 'election yon must keep m mind your objectives. Will the material*, property used, meet the objectives you have etab!i*hed? Ha* the material been widetv u*ed * If no*. h< it been produced by an etabti*lied and recognized company? Has it been tested? Huch items are important when 'electing your materials. Also, does the material have .toy flexibility? In other word*, will it meet vour objective* with a fern minor change* <*r additions. In some cases vou may not be able lo find material? that will fit your need* perfectly. In such case* you can supplement existing materials. For example, a text book may contain ail of the information you need, with the exception of your own enrnpompolicy on safety, ft then become? a simple matter to supplement the outline witu tiii? intormation. Having selected the materials or cour-c outline, you complete your training triangle by the preparation of lesson plans. You ob tain the best result? if the instructor or in structors prepare their own lesson plan?. The preparation of lesson plans is extremely important Regardless of how good the ma terials are, your program can completely fall to meet your objectives if the lesson plans are not prepared to meet these criteria. In other words, good instruction can make <>r break your traiuing program. One of the reasons programmed untruettonai materials, with or vvitltom teaching \9(>l .Volionai Safety Caugress machine*, are becoming so popular as a train ing tool is because such program* contain a built-in training triangle "Hies- contain very carefully worked out objectives, follow a definite outline and. of course, each program i in itself a lesson plan. \Tott let'* take a look at some of the ma terial* wc Have developed specifically to help nit down on accidents and get safety aero** to employees m all tvpes of indus tries. Since we adhere to the philosophy iImt the supervisor is the key man in acci dent prevention, much of our material has been designed toward the training of super visors- The "Supervisor's Safety Manual" and the '`Instructor * Guide," that 1 men tioned previously, make a complete training program for your supervisors, not only as to dieir safety responsibilities, hut in such areas .is human relations, materials handling, Hmitekeeping, instructing, and first aid. With very little effort the instructor can develop his own lesson plans, since most of tire work is already done for Him iti the guide. In fact, a sample lesson plan is inritiiled in the guide, and for each of the suggested 12 sessions a skeleton plan is al ready prepared, containing introductions, topics for discussion and summaries. Training aids and reference aids are alto suggested. The guide ts flexible and suggests to the instructor specific places where the ma terials may be supplemented by company policy or company information. The text, along with the guide, makes a complete training program for m-ptant training. Ac tually, all you have t<> do ts to select the instructor. If you so desire, wc al* have developed it safety exam for supervisors that you may give to all your supervisor* when they hare completed a course of training based on the text "Supervisor's Safety Manual." A wallet `ire card is also available to present to those students successfully completing the exam. This is an added incentive to help stimulate interest. When it is not possible or feasible to have formal in-plant training, or where you have operations that are scattered, we have in plant training, or where vnu have opera tion* tluit are scattered, wc have the "Home "tudy Course." This was introduced in March, I960 xs one of our regular serv ices, Ssuice that time over 1,000 students, from five different continents, have success fully completed the cour*e and received their certificates. Since last Congress, over 10,000 Home Study examinations have geen graded and returned to the student*. Since March nf this year, wc have had an average of 1,000 active students taking advantage of flit* fpe of training. This rour** i* now ap proved by the Accrediting Division of the National Home Studv Council, which means ill* ctr*c ha* been caretuiiy examined and meets ail of their requirement*. This is also .( complete training program, In the area of human relations, we have ; -cries of six booklet*. "Men ami Motives m Safety Supervision." A leader's guide 4ues along with these booklets to help the discussion leader obtain maximum results. This makes an ideal training program of approximately six hours to help supervisor* m dealing with people. Thi* it al> in the category or a complete training program m -hurt course in human relation* In the area of training aid* or supple menu, we of course have a number of items, -ic/me of which 1 will mention briefly. ''Talk Topic Books" are actually aids to the super visor m the never ending job of making all employees more conscious of safety. In the vne area we have saiefygraph*, films, slides and booklets. .Ml of these are designed to -dpplemcnt a training program and should not be considered a* a complete training program. Too often the showing of a film f the conducting of a monthly safely meet ing is regarded a* a complete training pro gram. By no stretch of the imagination is ihi* true. In other areas of training, not designed tor supervisors, we have a series oi one week courses operated by the Safety Training In stitute, These courses are designed for per sons having major responsibilities in safety work. Each year we conduct 10 such courses--five on the fundamentals of safety, two on safety management techniques and one each on radiation and hygiene. Wc also run a special fundamentals course ior public utilities personnel This covers our major items in the field <it training. S'ext year we are planning to come out with programmed instruction ma terials for supervisors, designed to be used without a teaching machine. This perhaps will be just the start of a series of new pro .J4 Printing and Publishing dechon grams, We feel it is important in any progiam to keep the materials up-dated and to us* new approaches tn meet the basic prob lems, Consequently, we try and keep our own material' lated and new In this way we hope can help you keep ytsur people from becoming statistic* in your frequency and severity rates. ,55 OFFICERS OF THE PULP AND PAPER SECTION NATIONAL SAFETY COUNCIL 1962-63 Central Chairman--Robot J, Grt-L, Staff Asl., Paper Mills Div- Kastman Kodak Co., Kodak Park Works, Rochester, N. Y. I iee Chairman 6- Program Chairman--Robot M. Ciii.Munr, Gen. Safety Supv-, Rayomer incorporated, Hoquiam. Wash. J'we Chairman & ScwsUtter Fdilor-- Merlin C Race, Dir. of Safety, St. Regis Paper Co, New York, N, Y, secretary-- Forrest E. Nihmeu., Safety-Medical Dir- KY'P Sutherland Paper Co- Suther land Paper Co, Sutherland Div., Kalamazoo, Mkh. Regional Rrpresentattvts--CAairwan--`Francis H. Wac-xo, Dir. of Safety, The Mead Carp., dullieothe, Ohio Lake Stales--`Arthur Carle, Safely Dir., The Northwest Paper Co., Cloquet. Minn. Middle Atlantic--*Vincent P. Cqulon, Safetv Dir., Sealright-Ovwcgo FaJU Corp, Fulton, N. Y. Southern--`Dallas E_ Hexrv, Safety Supv- Continental Can Co, Inc- Paperboard 8e Kraft Div., Hodge, La. Pacific Coast--Dam Adair, Safety Coordinator, Pacific Coast Assn, of Pulp & Paper Mfgrs- Portland, Ore. CaMadaTM*A. E, Minor, Safety Supv., The Onlario-Minnesota Pulp & Paper Co., Ltd., Kenan, Ontario, Canada Midtrest--*Earl F. Rifstra, Personnel Mgr., Container Corp. of America, Chicago, fit. Central--H. E. Newbury, Safety Supv., Eeusta Paper Div.. OHn Mathieson Chemical Corp., Ptsgah Fore<t, N\ C. .Veto England--Or*bic K, Webber, Personnel Mgr- St. Regis Paper Co., East Peppered. .Mas?, Contest c"ot*imi'ffrr--Chairman--A. Soott Dows, Pres.. Friti Publications, Inc, Chicago, III.; Richakb Dvee, Corporate Mgr- of Safety. Scott Paper Ox, Philadelphia, Pa.; J. Fhli Berry, Gen. Ins. Mgr., Alton Box Board Co., Alton, III.; *D, V. Hill. Safety Dir., The Mead Corp., Kingsport, Tenn. Special Protects Committee--CAoiVmwx---Gordon B. Leukx, Dir. Tech. Specialties, Em ployers Mutuals of Wausau, Wausau, Wts.; Lambert ,1, Louy, Indust. Relations Mgr., Container Corp. of America, Chicago, HI.; Russell E. Bell, Safety Dir., Crossed Div., Georgia Pacific Corp., Crowed, Ark.; Ross E. Scott, Mgr- The Ontario Pulp 4: Paper Makers* Safety Assn., Toronto, Oni., Can.; D. L. Eisenach, Safety Dir.. Minnesota & Ontario Paper Co., International Falls, Minn.; C, C MacPike. Safety Dir-, Kraft Div.. St. Regis Paper Co., Pensacola, Fla. Off-The-fob Safety Committee- <. hatnmn--Richard H. Waw-felo, Safety Coordinator, . Betms ftro. Bag Co., Minneapolis. Minn ; Mrs. Marian Irvtni., As*t to Induct Rela tions Dir- Stone Container Corp., Chicago, ill.; Oeture R, Merkiman, Coordinator of Safety. International Paper Co.. Southern Kraft Div., Mobile. Ala. Pulfneood Lagging Committee--Chairman--E- C Cordon, Safety Dir- Louisiana ForcMry Commit-ion, Baion Rouge. La., E. ?*. Dennison, Mgr., The Quebec Pulp ft t'j>cr Safety Assn., Inc.. Quebec, P Q.. Canaria; A. R. Bentley, Safely Supv., Land Co- Calhoun. Tenn.; Kenneth S, Rolston, Forest Engr., American I'utpwnod Atm- New York, ;\\ Y,; f. Omeb La no. Chief, Woods Employment L`ntt, Brown Co- Berlin, N\ H. Pul(> Monufaeturing Committee--I'hairman--H \nxis K. WILLIAMS, Asst. Coordinator r*t Safety, Southern Kraft Div-., International Paper Ca, Mobile, Ala.; Robert C, L**on, Mgr. of Safely Services; Kimberly-Clark Corp, N'cenah, Wis.; Tack F. Robertson, Gen Safety bupv- Crown Zcllerhach Corp. Portland, Ore,: H. G. Barrett, Safety Dir., Ontario Paper Co- Lid- Thorold. Ontario. Canada; John S. Turner, Safety Coordinator, Bowaters Southern Paper Corp., Calhoun, Tenn.; Allen H. Watts, Safety Dir., Union Bag-Camp Paper Corp., Savannah. Ga. Paper Manufacturing Committer--Chairman--J VUES M. PlNJCSTON, I*., Personnel & Safety Supv., Crossed Div, Georgia Pacific Corp., Crossett, Ark.; R. H. Bluxdc.v, Safety Mgr- Scott Paper Co., Marinette, Wis.; Frank C. Harmon, Employment Mgr- Hollingsworth and Vote Co- West Groton. Mass.; Tames E, Jones, Dir.. Indutt. Relations Div- .American Paper ft Pulp Attn-, New York, N. Y.; Chester \V. Mat*enler. Safety Dir., International Paper Co., Mobile, Ala. Hag Committee--Cftotrwjw--Harold Hewitt, Asst. Personnel Mgr., Bemis Bra Bag Co Peon*. III.; John T. Warren, Dir. of Training, St. Regis Paper Co- Pensacola, Fla.; Dubwooo Alfobo, Safety Dir- Gaylord Container Div- Crown Zelterbaeh Cerp- BogaJusa. La.; James A. Green, Safety Dtr., St Mary's Kraft Corp- St. Mary's Ga. Raafxmt Committee--Chainmin--Hvkry R. McsLER, Jr., Dir. of Safety, The Ruberoid Co, >auh Bound Brook, N. I.; Matt F. Fink. Supv. of Safely, Certain-Teed Products Corp., Paoli, Pa.; Rooeett C Smith, Supv. of Safety, Industrial Health and Plant Protection, Johns-Manville and Ca, Waukegan. III. Insulation Committee--Chairman--C. Hoctel, fa. Dir. of Safety, The Ceiotex Corp,. Morrero, La.; M. F. Mattson. Safety Supv, Minnesota & Ontario Paper Co- inter national Falls, Minn,; William Bicham, Personnel .Mgr., Abflibi Corp.. A(|iena, Mich.; Buowin j. Lee, Safety Dir., Wood Conversion Co- Coquet, Minn. i fertilities Committer--Chairman--Alfred B. Barnes, Safety Engr- Fibreboard Paper Products Corp- San Francisco, Calif.; Eowtx f. Lewis. Personnel Mgr- Container Corp. of America, Philadelphia. Pa.; B. E. McGareaman, Safety Engr- The Mead Corp- ChilUcothe, Ohio shipping Container & Folding Carton Committee--CfatneKM*--Jack Dunman, Asst. Mgrlndutrui Relations, Container Corp. of America, Louisville; Ky.; Glenn Butte*. Safety Dir., Packaging Corp. of America, Ritman, Ohio; William B. Grmss, DtrIndustrial Relations, Fibre Box Assn- Washington, D. C; Henry Kvtntus, Personnel Mgr- Weyerhaeuser Co- Boxboard & Folding Carton Div- Chicago, HI.; Dan Zaich, Safety 3c Training Supvr., Continental Can Co., Inc., New York, N. Y. staff Representative--Rokrt Cuwie, National Safety Council, Chicago, III. l'M General Chairman 37 OFFICERS OF THE PRINTING & PUBLISHING SECTION NATIONAL SAFETY COUNCIL 1962-63 * - ncrjt l teria~f.v;K R. irihuUHt, t.if Dtr, H, K, Donnelley & $om C*. ChicugM. ill, I'u't Chairman & Membership Chairman--b'ttaskls.s T, William*. Corp. tirwicTwtle, Ind. Coord, i.H.M. S'rmstetlee fidUttr--Ein.fcNL Zawmc, Dir. of Plan* Pro!. S Safety, Men- 'tork Tmtc*. New York, A\ Y. Vtvr,*/rv & .Vi-it,-Her l o-EdtUtr--iVisaijj ItilNkl. Safety Dir.. Mercilitli 1'nmtng L *<. IXm M'liners iuwa Membership Committee--GKom* Macui.nalh, V.|\ ami Gen. Myr, SdMnnircr Service Inc, Ciikago, Jtl-; Walt** R, Smith, Per. Dir, R, R. Donnelley & Sum Co, OM Saybrook, Conn.; Goroon H, Rusbejh;, Saf. Dir, Richter McCall & Co, Qticago, III. , I uoeiattMU--Chairman-- Hernaxs J. Tav'maxs, Gen. Mgr, Priming Industry of America. Inc, X.W, Washington, D. C Industry Lioif>^,"Aaimuui--G. Siuajtt MAXsnm, Sat. & Empi. Ben. Dir, Western Printing 9t Litho, Co., North Rd, Poughkeepsie, N. Y. Sewtpaptr Liaison--Chairman--Eugene Zaccoa. Dir, Plant Prot 8t Saf, New 'York Time*. Sew York, N. Y.; Grant Shibley, Dir, Safety, Chicago Tribune, Chicago, III. Program Cttmmiffre--Prank Nkohakt, Personnel -Myr, Miehle Printing Press k Mfg, Co., Chicago, III,; Paul O'Neill, Pers. & Sat. Dir, Rand McNally & Co, Hammond. !nd. Trainimt--Chairman--Chaiixi Shaiuko, Mar. EjIiic. Dcfil, Lithographic Tech. Foundation. Sue,' New York, N. Y. Engineering--Chairman--AtntEO A. Jasser, President, Anchor Chemical Co, fnc. Brook lyn, !*. Y. Sub-Committees (Engineering)--Material Handling--Gmwc* W. Hawkins, Coord, Safety. Kingsport Press Inc, Kingsport, Tom. Chemicals--H. Burr Wallace, Safety Dir, Montreal Star, Montreal, Que, Canada; John Braoiv, Asst, to Mgr, Magarine Press Division, The Curtis Publishing Co, Flttln- delpliia. Pa Guarding & Controls--F\ N. Burt, Mgr, Trip Control Division, Minneapolis Honeywell Regulator Co, Freeport, It!.; G. ThxcMOU. Safety Dtr,, McCall Corp, Dayton, Ditto; K, P, Morse, Jr., Safety Dir, Reynolds & Reynolds Co, Dayton, Ohio Firr--Howard K, Cooling, Safety Officer, U. S. Government Printing Office; Washington, D, C; Wilbert R. May, Safety Officer, Treasury Dept, Bureau of Engraving & Printing. Washington. D. C. Advisory ComtmUe*--D. H, Geothaus; Cordon Rosam.; P. L, O'Neill; Walter K, Smith; Frank Nejbhart; B. J. Tavmans; G. S. Mansmel*; Phil Pickett Staff Representative--E. E, Koch. National Safety Council. Chicago, 111. PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Half-Century of Safety OCTOBER 2*-31, 1963 CONRAD HILTON HOTEL, CHICAGO You will want to attend the 1963 Congress which starts the second fifty years of the organized safety move ment, The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you will meet other safety people, with the same problems and responsibilities as your self. You will exchange views and ideas on accident prevention, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your most thought-provoking, most worthwhile experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the '63 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes, which offer the compiete record of the 50th National Safety Congress! Here is the list: Vol. No. Title f to 9 10 or Copies more Stock No. t General Sessions and Index to all Volumes , 5 .65 $ .55 022.32--1 2 Aero-space; Air Transport .65 .55 022.32--2 3 Automotive and Machine Shop; Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates,. .40 .35 022.32--4 5 Chemical Fertilizer. . ... . , . .65 .55 022.32--5 6 Civic Leadership; Church. Home, Women, Youth, Farm. . .90 .80 022.32--6 7 2oal Mining .65 .55 022.32--7 8 Construction; Public Employee .65 .55 022.32--8 9 Electrical Equipment . .40 .35 022.32--9 10 Food and Severage; Meat Packing, Tanning and Leather Products; Trades and Services......... ........................65 .55 022.32--10 i 1 Glass and Ceramics; Rubber, . . .65 .55 022.32--11 12 Industrial Subjects Sessions (ASSE) . . , .90 .80 022.32--12 13 Labor , .......................... . . .65 .55 022.32--13 14 Marine . .. , , .65 .S5 022.32--14 15 Metals . ................................. .65 .55 022.32--15 16 Mining . . .65 .55 022.32--16 17 Motor Transport; Transit. , . . , .90 .80 022.32--17 18 Occupational Health Nursing........... .40 .35 022.32--18 19 Petroleum . . . .. .. , .65 .55 022.32--19 20 Public Utilities ... .. .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing.. , .65 .55 022.32--21 22 Railroad ........... ........................ ............... . . . .40 .35 022.32--22 23 School and College. . . . .... . .. . ...... . .90 .80 022.32--23 24 Traffic . . ... ... .. .. , . .65 .55 022.32--24 25 Wood Products; and Textile. . ., . , .65 .55 022.32--25 26 Early Morning Sessions--"Communication". . .65 .55 022.32--26 27 Public Safety .. . , .65 .55 022.32--27 COMPLETE SETS (27 Volumes)., $11.00 any quantity 022.12 All f. shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AYE. CHICAGO 11. ILL. 360056302 (HMNTKO I* It * A 022.32---21 1 9 6 2 Volume 22 National Safety Congress Transactions RAILROAD INDUSTRY Beginning th Golden Anniversary Year of Hi* NATIONAL 5AFETY COUNCIL 42$ NORTH MICHIGAN AVXNUS CHICAOO 11, 1U1N01S 50th NATIONAL SAFETY CONGRESS Papers delivered in the RAILROAD SECTION CONTENTS Annual Message--. Review of /ear's Activities H. C. Daulton 4 Address . - J. C, Grissom 5 Underlying Principles of Training as They Affect Safety W. Watvorth 7 Supervisory Training as Applied to Safety M. A. Nuqtot 9 New Frontiers in Grade Crossing Safety G, M. Dtmptty 12 Employee Training as Applied to Safety F. S, Huikcy [4 Officers of the Railroad Section 1962-63 18 Other Volumes in (962 National Safety Congress Transactions Sack Covci i ANNUAL MESSAGE--REVIEW OF YEAR'S ACTIVITIES By H. C. DAULTON General Supervisor, Safety, Loss A Damage Prevention. The Louisville & Nashville Railroad Co., Louisville, Ky. it i# customary tor >our chiurmun to ri.-(w>rt to yAi at this time an jour mincer-' stewardship during the year non coming to ,t close. On Sunday before the 1961 annual meet ing?- ycur officers, along with representative* of the National Safety Council, met to ex amine the accomplishment* of 1960-196) and to lay plans tor this year. At the Executive Committee meeting during the Congress mu were informed ot the decisions made and .;ave >our whole-hearted approval. At the January meeting of the Executive Commu ter, the firt at winch I *er'Cil formally a* jour chairman. I told vou I was going to be a iiard taskmaster. \'em graciouslv ac cepted m> challenge and have responded during the year as I knew >nu would. We did not meet alt the goal* we set here a year ago but we made progress. The program these three day* i* built en tirely around >our wishes. 1 want to express to Dan Russell and his program committee ir,v gratitude and appreciation for a fob well done. Cliff Laraway and the contest and statistical committee have done a splendid tob revising our ''Green Book." Interest in our own sectional content remains at a high level. Vou were promised a new catalog of afety him* this year but it w.- not possible to fulfil! that promise. However, Mtckev Nugent and the film and sound committee have done the spade work for vour new committee and they should be able to pro duce the catalog shortly, Not enough praise cun be given your railroad highway frame -afetv committee and George I)etnpse> its chairman. This is a work ->i inM-n-c in terest to al! of us and these gentlemen Jiave served beyond the call of duty. Unfortunately the home and off-tlie-job safety committee lost its chairman in June through the untimely death of Jack Wil liams. There Has, however, been no lessen ing of the member roads' activities m this field of safety. Paul Britt and the member- -mp t'-i: mtttec had a thankless job, but litey . aPantlv carried out their duties Unfor tunately some os the smaller roads did not renew their membership, but more than ninety per cent of all railroad employees in the United States and Canada Mil) are covered by Council membership. Joe Lloyd, as chairman of the manning ,ind publications committee, had a job and all of us owe him and his vice chair man, Lew Wall, Al Diltan. and Rrm Ban- nerman, a debt of gratitude. Mr. Wall and the poster sub-committee met their goal be fore the year was half over and have con tinued to function actively Mr Diltan and the publications sub-committee have done much work on data sheets. And Mr. Ban ner-man and the planning sub-comminee have jvcumulated a vast amount nj material on training program*. To Les Dutton, our own staff representa tive, I owe as especial debt of gratitude. Manv times he anticipated nv needs and he was always ready and eager to help me. To each and everyone of you f am grateful tor your support and for the honor >ou bestowed upon me in electing me * your chairman. A* we enter this Golden Anniversary Year ot the National Safety Council, it is essen tial that we broaden our position as the world's most respected source of accident prevention knowledge. Our productive and rewarding past is little more than prologue to a future made worthy of every life that is yet to be saved. As one of the oldest iections of the Council, I know' that we railread men will concentrate on the tasks with which we are faced in our swiftly moving society and will provide effective leadership in the conservation of the nation's human and economic resources. To y mmd, the most important project now going on in our railroad section is the study of training methods. This is attested *o by the tact that training occupies the pre dominant place in our meetings these three Railroad Section days. Ross Bannertnan has been conducting a survey of training method* for train, en gine and yard service employees. In the no* too distant future, f hope that we will be able to develop a comprehensive picture ot employee safety training, and particularly of supervisor training in the railroad indus try, and that we then can proceed to develop a CTimprehrnvive training manual tor the industry ADDRESS By J. C. GRISSOM Vice President. The Louisville A Nashville Railroad Co., Louisville, Ky. In the not too diMant past I a m direct charge of safety activities on ihe l-omwille and Nashville Railroad, and in my later official capacities safety has atwaw been first and foremost m any consideration 1 do not presume to talk about a >ub|ect which is foreign to me- The emnotme waste to society through accidents and injuries is distressing to me, first from a humane -und- point and, second, from a dollar* and cent* approach. Each of us is conversant with the change* in Interstate Commerce Commission report ing rules which make comparison* with former years difficult. But l shall endeavor to make one comparison to show what the railroads have accomplished in reducing ac cidents over the year*. Forty years ago, in 1922, 1,657 railroad employees were killed and 117,197 injured. A pretty gruesome picture. While it is true total railroad employment has decreased since that year, there are today opportuni ties for injury which did not exist in 1922. In 1961, the latest year for which complete figures are available, 137 railroad employees were fatally injured and 19,682 were in jured. A targe number of those injured toft not more than two or three days from their work. Total casualties to railroad em ployees ui 1961 were 83 per cent less than in 1922, Even though this represents admirable progress, we still have a job to do. What we have done before is only the preface to what we must do now. We know that hy far the greater percent of our accidents to day are caused by human failure. We have improved our equipment and our properties. We know a great deal about safe methods and procedures. We have perfected operat ing and safety rules. All of these, if applied. would practical 11 eliminate accidents on our railroad*. Yet we aili have men killed .nd injured. Our hiK*t "h i* i'i set mir people to make habit* of ihe*e rules and safe prac tices tor iheir own good, for the good of their families, and of their railroads. If we can develop m our people--employees .uni supervisors alike--a full utvjersrwding ol what we mean hy the first rule in any operating or safely rule book, then and only then can we get the job done. "Safety is of the fir*l importance in the discharge of duty." Whv should wc have to put m hours ->t time and spend countless dollars to per.u*dc men they -houid be careful so they will not hurt themselves, thus depriving themselves, iheir families, and society of the comforts and oleasures they expect? We do not have to spend effort or money con vincing people they should eat or sleep. The enjoyment of health should be any person's greatest pleasure, with full and free use of their faculties ti they are free from injury. Yet vou spend your time trying to con vince someone he should be safety-eceiscious ..t he can enjoy life more! Management must assume re*ponsibi!ity tor the protection of workers because the fF*ponsibihty of management extends to everything that happens on the property. There is no practical reason for treating safety as a by-product of business. It is just as reasonable to insist upon safe prac tices as it is to insist upon any particular production method If we have rules on safety, they should be enforced. If ex perience shows they are not reasonable or :.re impracticable, they should be changed or cancelled. They should not be used merely for defense after something happens. S Satunai Safety Conrjrr't One valuable lesson we have learned is that a fully effective safety program works in reserve of the commonly accepted for mula for success: It start# at the top and work* down The individual supervisor u the responsible head for safety in hi* own department, and the cooperation of everyone mu he obtained constantly fo achieve picress, A common error i* to assume that the deleenltnn of authority to a subordinate means that respco*ibt1ity ha* also been passed No one saddled with responsibility can w!i His hand* of a problem by delegating it to someone el* and that eem to he what some upervior* are doing with safety 5atetv-mindednes* has to be developed, often very lowly, by persuasion, appeal, leadership and. sometime*, a* a l.vt resort, duxiptine Like good morale, it am not esi*t without adequate communication to implant afe practice* in the hearts and minds of every' employee. The success of any safety program can he measured by the willingness and ability of supervision to carry it down to the rank and file employee l :n fortunately, in some case* this 1* the weakest link in our safety effort. Supervision generally t* the hardest group to sell on safety because there is al ways pressure on them to get things done with greater efficiency and less cost, fn mo*t cases they think they are overworked and, in some cases, they actually do have too much to do. These two factors are a *tron* inducement to cut comers even though they may have good .mentions. Preoccupation with pressing matters re duces the likelihood of supervision's spend ing any great amount of tune on safety activities. Thus it is the duty of the safety department to keep safety in proper perspec tive. Supervision must be kept on the safety team despite demands for results from other source*. At time* we may feel that safety gets only hp service from top management. This is not deliberate for we all get busy and some times safety seems to get lost in the shuffle. The transportation department is busy with it* diverse problems. The engineering de partment i trying to make the most of what to them is never enough money. The mechani cal department is trying to reduce diesel failures- In this process, safety at the top level can be relegated to the back shelf. the safety department must be the watch dog and be ever alert to eliminate the <rayes before the accident Happens, To do this take# the courage to sometime* upset the apple carl Most of us do not want to in that became we naturally do not want to place some department on the spot by pushing too hard for changes in operating methods or correction of physical hazards. We go along hoping that nothing will hap pen, That is the e*y way: it increases our popularity, but it doc* not advance the cause of safety. Tt i* vour responsibility 'o bring to the Mention of management esti-ting condi tions which could contribute to an accident or ;ui injury. To promote the cause of safety we mu*t be persistent and consistent. 1 think one of our weaknesses is that we are not consistent enough. We post the excellent National Safety Council and As sociation of American Railroads Safety Section posters one month and then leave them up too |rmg. We *l*rt an elaborate program, run it for a while and. when we don't see any magic change, let it drop. Every company engaged in selling a prod uct knows that advertising must be costsivtent and regular to he effective. The same thing applies to a safety program. We must keep up the pressure sear in and year out, Onlv when we understand that there is no end to a safety program will we make consistent progress in reducing acci dents and injuries. And we must take the minor injury just a* seriously as we do the fatality. We must do this because there is only the breadth of a hair between a minor iniury and a major one. Unless we can avoid the minor ones, we obviously will experience our share of the major ones. A railroad safety program ha* only one legitimate object--to keep *11 employee* ever lastingly safety conscious. Such a program is successful only to the extent tt reaches into the mind and heart of each and every individual who works for a railroad. This is the Golden Anniversary Year of the National Safety Council and the forty, seventh annual meeting of the Railroad Sec tion. Three year* from now you will cele brate the golden anniversary of your own section. In the intervening years, I chal lenge you to reduce accidents and injuries ua the nation's railroads fifty per cent! 6 Kaifrotui 'ieetwu UNDERLYING PRINCIPLES OP TRAINING AS THEY AFFECT SAFETY By W. WALWORTH Supervisor of Training. New York Central System. New York, N. Y. Mr. Grissom has provided us with an excellent keynote for this week. The three key points that he made are the ones that I would like to develop in my talk: l. Safety starts at the to of an organiza tion and works down. 2 There can be no conflict between safety and production. 3. The job of the safety specialist is to keep safety and production in proper per spective for everyone in his organization Where any of us find a safety problem in our company, we usually find a conflict be tween safety and production. A boss sees production first and safety last. A safety supervisor sees safety first and production last. Actually, safety and production are like love and marriage--you cannot have one without the other. Safety U mot an accident f You don't succeed in safety' without trying! But trying isn't enough. If it were, workers and super visors, and yes. even some high officials, would not be laughing at the platitudes we vs skillfully grind out on mimeograph ma chines, hand out with paychecks, plaster all over bulletin boards and preach from the pulpits at monthly "safety" meetings. No, it trying were enough they would not be Laughing and going on having accidents. Mr, Nash, cur rice president of opera tion*, recognized this when he said "Safety U the responsibility of every man on this railroad: year job Bill fBill Hayes, director of safety), is to teach them how to success fully carry out their responsibility." When he was talking about teaching, he was really talking about training; he put it this way "Teach--don't preach." When we talk about training we are really talking about a basic responsibility of management, and these re sponsibilities are based on objectives, imple mented by result producing safety programs. Wc are not talking about fancy or slick slogans or platitudes. Let's pinpoint this managerial responsi bility as it relates to training: f. Training and development is a line responsibility V Training oi people is * vital part of every manager'* ib. B. Every manager i* appraised on how well he trams his people C, Training is atcompii*hed m many ways. II. Training and development i* eontihIIOM* A, Training is continuous because: 1. Many improvement* ui operations and procedures 2 High rate of retirement 2, People continuously moving into new jobs. 4- Ever present need for improve ment at all levels. 5. To insure that everyone is fully aware of his responsibilities and those reporting to him. The fun damental requirements of the job. the best way to carry it out, and (he results for which he is held accountable. From this we can see that all training should be tn response to a need. It is based mi sound objectives. As the operation of a railroad is a dynamic, ever-changing affair, training needs are constantly changing. Thus training is continuous, a process rather than a program. Our problem now becomes one of determining the scope of these needs and their importance in terms of priority. lit. Certain training needs scope broad in A. Scope of training will determine or ganizational level responsibility. B, Kind of training needed will deter mine departments and individuals respon sible for developing and carrying out the training program. C Priority will be determined by the Individual responsible in connection with those affected i'vft.? Variuiuh vi After we have determined the scope and the kind of training needed, we next ptnpoint the responsibility tor the developing oi a training program (and do it in such a way that it ties in with the concept that training tr a iwr responsibility.) IV. Defining responsibility tor program development: A, If training need is within one divi sion. responsibility rests with that division. 8- If training cuts across divisional lines within a district, responsibilitv rest* with that district C If training cuts across district lines, responsibility rests with proper system headquarters department. The framework within which we carry on training is summed up into the seven steps oi training. t. Determine the training need, 2, Classify the training need in terms of scope, priority and level of responsibility. .5, Assign personnel to develop training program- 4, Review the training program. 3, Train the trainers (the bosses) in the techniques of presentation and instruction. 6 Train th* employees. ? Evaluate result* and follow-up, Step Five--Tram the trainers (the bosses) in the techniques of presentation and instruc tion--is one of the most important steps in terms of the overall success of any training program. This phase ot training is based on how to apply a few simple psychological facts of learning. The first fact is that the teacher learns the most Let me suggest that if you wish to teach a supervisor safety, the best way would be to get him to teach safety to some body else. While he is teaching them, he is really learning safety for the first time. What is the psychology tn back of this? These are the results of a recent psycho logical study of human behavior; We retain: Ten per cent of what we read Twenty per cent of what we hear tlecluring) Thirty per cent of what we see and hear (lecturing and visual aids) Fifty per cent of what we sec, hear and do (lecturing, visual aids and discussion) Seventy to 90 per cent of what we teach `'jmebody else This explains why giving an emptojee a book to read on safety isn't enough. Even it he will take the time to read it, he will retain only about 10 per cent of the infor mation in it. It also shows why preaching to employee* at safety meetings isn't enoughEven if they give 100 per cent undivided at tention to what is being said, they will re tain only about 20 per cent ft further shows that a lecturer who usues visual aids misses the boat about /0 per cent of the ume; far even though we combine seeing with hearing, our audience will re tain only about 30 per cent of what was covered. It exptams the value of the con ference method of teaching, which com bines seeing, hearing and discussion. (Yes, v isuai aids are needed in conference sessions.) But even the best conference guarantees but , 50 per cent retention on the part of the participants. Today, wc cannot afford to be satisfied with a 10 per cent, 20 per cent, 30 per cent or even 50 per cent effectiveness in our *?iety training. This is why it is so im portant to make the learner the teacher! This is whs it t* important for the line supervisor to teach his subordinates, instead of having a staff safety man do it for him For as the results of teaching others, the line supervisor will retain "0 to 90 per cent of what we want him to learn. With this approach to carrying out our safety respon sibility, we can be certain that line super visors will not be slowed down by a conflict between safety and production. 1 he second fact is that in order to team, a person has to want to ham. In other words, motivation plays an important part m training. With it training succeeds; lack of it can doom an otherwise good program to failure. What is motivation? How can we build it into our programs so that they will be successful? Here again some simple psychology is helpfuL A psychologist will tell us: 1. If a person wants something and he gets it, he is satisfied. 2. If a person wants something and he doesn't get it. he is dissatisfied. 3. If % person doesn't want something and he has it forced on him, he is dis satisfied. S Railroad 2>ectten What does this suggest in connection with <.rtir safety programs? t. Are we designing them to satisfy the wants and needs oi the employees to whom they are directed? 2. Are they presented in terms of the understanding of these employees? (In the language of the employee.) 3. Have they been related to the em ployee's job as he sees it and as he under stands it? 1 Have we built safety into all pluses of job flail training--beginning uitli baric orientation? Does this suggest the importance of hav ing line supervisors involved in planning and developing safety programs, as well as tn teaching them? If a supervisor is involved in planning, developing and teaching a pro gram, yon can be assured that it mil meet his needs and that it will be tn terms of his understanding. Furthermore, if he it in volved m it, he is committed to it and you can he sure that lie will guarantee its success. tn conclusion: iou cant succeed in satety without trying. Safety success starts with top management's fundamental belief in safety and their determination tu have it. Line managers will move it down (he urganiiational ladder in accordance with a plan if that plan is based on their guilts and ub;cuve*. Many coordinated programs arc required to make up a continuous training plan, and each program must be tailored to meet the specific needs ot those involved, huch program must be designed in terms of their understanding. Effective training lias to !>e continuous and will always be so as long as we are working for a dvnanuc in dustry in a dynamic connirv. SUPERVISORY TRAINING AS APPLIED TO SAFETY By M. A. NUGENT Superintendent of Safety, The Southern Pacific Co* San Francisco, Calif, Our >ubjcct might be approached in sev eral wavs. There are many good books on the subject and as many approaches to train ing programs. I have in mind discussing only what 1 know about it from personal etpenenc*--namely, what we have done in this field on the Southern Pacific. W hether or not we have done the best possible, i Jo not know: but we do feel we are stowly getting results. At any rate, I won't give you theory; i will discuss practice as a lias developed on my own railroad. Every program starts with a need, with ; approach ,o meeting that need, and some fundamental principles to work with. Before discussing in detail some of the practices we have employed in supervisory training on P, ! would like to make three brief statements which express our fundamental principles and which I will expand upon later. (I) Any training of supervisors in the techniques of effective supervision is training as it applies to safety; (2) A nucexsjut operation is a safe operation; and (3) One of the keys to successful super vision U delegation to subordinates. Now a regard- the first of my three statements. Some year* aqo on Sl\ we in the safety' department felt that there were two significant gap* m the safety program as it applied to the training ot super visors. First, we tclt there was a general lack of knowledge of the structure of the company itself, of the functions of the sev eral departments and the hierarchy of supervLiors from the top level down to the lowest ranking supervisor. Second, we felt that supervisors were not fully cognizant of management's sincere interest in, and sup port of, the safety program. As a result, our vice president of system operations agreed to holding what we called the Southern Pacific Officers' Council meet ings, All appointive SP orticers were brought into San Francisco for two-day meetings. One-third of the staff attended each meet ing. These meetings were divided essentially into two parts: (!) communication! trom management as exemplified by the president, vice presidents and the heads of the several major departments, and (2) discussions by supervisors of their own problems and needs 9 Xalionol Suffix Canun'ts in the vanoui area* of supervisor*1 ramidg, erffumunieatJoni, safety programs, etc. Besides ihe benefit* of the very dear state ments by the management group, there were many invaluable *ujfgestions made to u* in the safety department and to the manage ment on way* in which officer* could l>e helped to perform more effectively, not only in safety, but a* fully rounded supervisors. At each of fite officers* council meetings we Iwd ulks given tov eminent psychologies >41 the subject* of how to talk lo people, how to get along with people, and how to effectively influence people's behavior. Thus while not directed primarily to safety, v, ? Aro<npli*!ied an important initial step in our supervisory training program. Sow, let us eon*ider my second state ment--that a successful operation i* synony mous with a safe operation. A* .< direct out growth irotn Mipgetion* and di*cussions of officer* at the officers' council meetings and persona! discussion with safety supervisors atn4 myself, we inaugurated a series of supervisor's accident prevention bulletins, the first twelve of which constituted a basic course in railroad safety as it applies to railroad supervisors. 5ome time later we started a >crus that tve named interdepartmental meetings. These interdepartmental meetings are held twice a vear at each major terminal on our rail load and are participated in hy groups of about 20 officers at a time. Vbotit 860 appointive officer* participate- `Mihjccty on (toI to >S.ite have included the Southern Pacific accident prevention pro gram, a document which spell* out irt some detail the aim* of the accident prevention program of the company, the function of the safety department as a staff organization as sisting management and supervisors in the safety program, and the functions of su pervisor and line officer--discussing the line .fficer's responsibilities in carrying out the safety program. Borne other subject* have been proper in vestigation and reporting of fnjuries, ways and means of correcting unsafe acts or prac tices. discussion of the ICC accident re porting rule*, how to hold an effective safety meeting, job analysis for safety and ef ficiency and so on. In general they follow the plan of the supervisor's accident pre mention bulletins--namely, to cover a <nm* plete, haMe saietv program. If vra* our feeling (and it ha* lrm suit:<nbed to hv mot of our line officers) that if we are to calf an operation successful, it must be safe and that to have a safe opera tion, we need an informed, alert and trained rapervisor. At one time on our railroad, and `till on occasion, on* will hear officers say they haven't lime ter safety. The need to get the work done precludes giving atten tion to safety. It ha* been our endeavor, and 1 believe it has been generally success ful, to point out that tafetv is port and parcel of the supervisor's daily function, that no job can be done well unless it is done afely. We fully realize that the middle man agement group--officer* such as trainmasters, general foremen, etc --i* a busy one and that it is not always possible to get them to read everything we put out in the wav of good auvice. It was with this thought in mind that the interdepartmental meetings, which have employed the techniques of discassiee. role playing, buzz session*, and brainstorm ing were inaugurated. We feel that our ultimate aim in train ing supervisors is to train employees. Uanr attempts are made to approach employees directly, we use poster*, films, our safety paper, Safety Top-Pir, and believe they all help in generating a healthy attitude iaward safety, Proper!* ucd. these direct" spproach devices donecitrate aaa&agaaesK'* sincere interest in the prugrajs, serve the supervisor as discuspon poans with has petpie and serve as /request icumder* to :kr employee himself. But when it come* to frown; anpioyee-. we tee! the best results are obeuaed by tnstntd supervisors handling the job the- selves, and doing it right as the job, emig the tools and equipment with which the maa will work and the anriraenuart is which he will work. Visual and audio-visa*! *i<?will help if used in conjuncffoe with practi cal work-situation training. A few years ago, we look a long took at our transportation department's employment and training procedures. For the first few weeks ot his career the new employee was called a "student" switchman, brakemaa or engtneman. This meant that the young man made trips with various crews and ID Railroad after ot) or 90 days became a full-fledged employee. At a series ot terminal officers" meetings, we received many suggestions for an improved student program. Certain of ficers of the transportation department were selected to work with us to dcvi*e a "Guide for induction and Training of Student Switchmen, Training aurf Engincmcn." This guide outline* a trie-dav on-the-job cour* to be conducted hy the trainmaster or terminal officer* The program has paid off in securing a better grade of employee and a better trained employee. It has paid off, too, in training supervisors to be ef fective teachers. It has been a pleasure to how some of our transportation of ficers have taken hold and qualified them selves a* first-class instructors. Those who have done this training report five-feM bene fits : !, They screen out many "mitfii*." 2. They become well acquainted with each <tiident. 3, Older employees are favorably im pressed and nr* eager to assist in training. 4. After the five-day naming, each stu dent knows the basic safety and operating rules and the fundamental skill* t>t hi* job. 5, With the rapport established between student and officers, morale is improving. TH* program i helping it* t<> realize that we ran only properly take pride in on-time performance if we do il without accident f f injury. Koar let as consider the third of mv Mate* *nent--"One of the keys to <ucee**ful *upcrvssk** is delegation to subordinates." Al though to our interdepartmental meeting*, in the dicer*5 cotmd! meetings, in the supert*war's accident prevention bulletins and other material issued by us through the years we have <$rj$sed the need for deleftauua. rt is one of the most difficult arts for a upnrrisor to learn. This is true espearnHy in oar organization where the vast majority of sepemtors, right up to the top raniucg group, have come up through the miik* aad know the work thoroughly. It i very difficult, for instance, for a division engineer to look at a job, see an employee doing something unsafely or in efficiently aad not step right in and make immediate correction, by-passing while *0 doing the roadmastcr, perhaps a general ton*, man, and certainly n foreman, if the prin ciple of tlv.egation is learned properly. such things would happen only in cases of dire necessity where a man was about to be killed or seriously injured, never with (he correction of simply poor practice. Very recently we hud a meeting with menffiers of the *>aicty department ami a*-i-tant divirion engineers to discus* ways of improving the safely program m the mainte nance ot wav department. One nf the principle points made bv this group wa< that we muft reach tiie foreman who is the last man on the line of supervision. It t only through the foreman that we can work successfully. With this same thought in mind, we have in the mechanical depart ment organized a ene .f follow-up meetimr* to the interdepnrtmental meetings spe cifically for general foremen, who in turn hold meeting* with their foremen. The foremen hold meeting* with their men. We feel through this means we are adding to the immediate foreman's stature. We are educating our general foremen and higher ranking supervisor* to the need for thorough delegation. A somewhat similar plan is being worked out with our mainte nance of way department We have also made considerable effort and some progress in the transportation deportment in reaching our yarrfmastcr* to build them up as effec tive supervisor*. So much for the three statements. I would like to make one or two further point* ns regards (he training of supervisors. For tome years now, whosever we revise a rule book or plan a modification of the safety pro gram * it applies to a certain department, we have arranged for a meeting of line of ficers with safety department personnel to discuss the program and, la the cose of rule bocks, to actually sit down and carry through to the point of putting It into a form for printing. Through this means we have, 1 believe, done much to educate super visors in the safety program and given them a personal feeling of participation. Super visor* who have participated in formulating a program or in the aetsai creation of a rule bock are far more apt to understand it and to make il effective. Let me now briefly describe our most recent training effort, II I'"*' \niutuil .'uifcly Lun/jrrsi 'A<r iircfentlv operate about 2300 highway mr*i- r vehicles approximately 40 million null* per year, While our accident and injury rate is not high considering the itnU* travelled, it is nevertheless a factor in Mir total program. As a result some ot nir -,.ictv supervisors studied various sate driving programs. The Smith System and c'p tally the Pacific Teleplione and l'eleyrayii program seemed most practical to us. \ "inal run"' was nude with Use supervr-ra ot one department, who stem through a .,nr*e we devised. The plan was to train *tij<rvisor* as instructors who could in turn tram employees. Alter tnai. supervisor iaMinders met with the safety department and drew up the Southern Pacific Safe Driving I'r* tram. Kiy supervisors were chosen on each di- vi*h n of the railroad; these men were trained by the safety department in groups ot six in a senes of six-hour sessions. There were JS initial instructors trained during February and March of thi* year. Since that time, thee supervisors have trained about 180 other supervisor*, who have in turn put over 2,000 employees through an intensive two-hour sate driving course. Meanwhile we had revised our rules for the safe operation and care of auto motive equipment with the lielp ot tine Mip.rvi,>r-. Flii* hook is personally Riven by the supervisors to each employee driver going through the course. Presently we have a total of over 20Q supervisors trained at driver trainers, and hope by vears end to have reached 5,000 employee drivers with the safe driving course. Here again, we started by getting a urmrp ot supervisors "in on the act" in de vising the program, our rule book, and that tn qualifying miter supervisors as instructors. Thus, the safe driving program has become fart of the line supervisors* concern. Being trained themselves, supervisors are willing and able lo train (heir people, and also iv see and correct any unsafe acts they commit. I believe l\e said enough to illustrate our general approach to supervisor training. There are many other specific area* l have not touched upon. We have made con siderable progress in getting supervisors to understand and enforce aur personal pro tective equipment rules, proper guarding of tool* and machines, recognition and cor recting ot health hazard*, especially dermamji. ami *a on. Each of the*c programs is currently being progressed; the job ot training supervisors is a task that is never complete. But i like to think our biggest hurdle has been leaped --namely, to gain acceptance by supervisor* at all levels of the fact that they need trainini!, and with their help, to give them the training tiicv need. NEW FRONTIERS IN GRADE CROSSING SAFETY By O, M. DEMPSEY Assistant Superintendent of Safety. Chicago. Milwaukee, St. Paul & Pacific Railroad Co., Chicago, III. Chairman, Committee on Motor Vehicle Traffic Safety at Railroad Grade Crossings Traffic Conference. National Safety Council, Chicago, 111. \cur program mihrare* t-at we are to talk aiout new imuticr* m trmde crowing gaiety. Are there any new in-ntiersr We believe there are. Were it not so, i doubt there would l*c a Committer on Motor Ve hicle Traffic Safetv at Railroad Grade Cross ing* in the Traffic Conference ot the Na tional Safety Council. tn addition to the five railroad safety Mincers on the committee, there is a eorre- spending number from the petroleum in- du-try, !-; ravh from motor tnin*t*'rt and .he traffic conference, and the balance which makes up the total of forty members is di vided equally between several conferences *.f tie t ^uncil--namely. School and College, Fann. Religion; and the Women's yVmrfmce; there are also eight members at Mf.e. The make-up ot (he commute* itself is fVai/rjutf Aeetion evidence of the new frontiers in grade cross ing safety. Vnttl this committee was formed, membership in similar committees was con fined to a *mall croup of railroad safety r**fieer. Now railroad safety officer# are welcomed where they had not been previ ously; by the same token they have extended a warm welcome to wme verv fine people *f other Industrie*. We helieve this feeling of mutuil under standing has been engendered to a consider able extent by the activity of our committee .ind by individual members of the committee. Now we arc able to step out into broader field* and develop heretofore unexplored areas ni activity. The Congress theme, '*The Past Is Prologue." certainly applies to the grade crossing accident prevention program. We hall profit by the dearly bought experi ence of the past but w-c shall consider it >mly as an introduction to the vast frontier which lies ahead. While trant of our projects can be and are txing handled currently, there are others of a long range nature which may he delayed --awaiting the outcome of the Interstate Commerce Commission Docket number 33+40. T would like to tell vou a little bit about Docket 33440. On May 8, i6l a pre-hear ing conference was held In Washington. n. c. The first hearing began on November 28. t'&Sl in Washington. The second hearing began on January 23, 1062 in Washington. The third hearing began on March 27, 1962 in San Francisco. The fourth hearing began on Tune 12, 1962 in Washington. These hearings consumed twenty-one days during a fourteen month period. There are 21 volumes of testimony comprising 3,007 pages and 170 exhibits. There were nine members of our committee who testified: TL E. Gocke. E. W. Hobbs. G. ft Huntoon, Walter H. Johnson. J. P. Koloc, Graham Mitchell, Gofey Sortfheimer, Warren Taylor, and myself. In addition, there were nine other railroad safety officers who testified: R. S*. Hamilton, William V. Hayes, Charles K. Hock, W. C Laraway, F, B, Lewis, M. A. Nugent H. E Siuughnessy, .1. W. Thompson, and James Vandiing. Many well known persona testified or prHtnted exhibits--LA 3. Senator Huber: Hum- pnrey of Minnesota and Paul HilL Assistant General Manager of the National Safety Council, to name a tew. In addition, there were officials tram the Interstate Commerce Commission, the American Petrotcum Instimtc, the American Trucking Association, the Association of American Railroads; stale -cnator* and representatives; legislative reprccntatives and members of railroad labor organizations, the Railway Labor Executives Association, state public utilities or railroad commissions, state commerce commissions, state highway departments; state police otfirials, etc. Generally speaking the testimony covered *uch items as: ! Enforcement of present laws I Public assumption of cost of automatic protection devices and grade separations. .1 Floodlighting and davlighting of inter sections. 4. Special driver licensing. 5 Special markings on certain vehicles and cars. <> Theoretical and actual time study re sults. 7, Specific recommendation* by the Motor Carriers Bureau of the Commission and by the American Trucking Association and man* more. The respondents attorneys have until No vember IS, 1962 to file their briefs in the case. When the results will be made avail able is not known. Your guess is as good as mine. Our activity must of necessity be of a cooperative nature Our fervent desire to save lives and limbs through the prevention or highway grade crossing collisions will he intensified as we progress toward the new frontiers. Our committee is primarily concerned with 3,4 per cent of the total traffic fatalities; yet we realize that the 1,291 deaths at highway railroad grade cross ings last year represented 60 per cent of the total railroad fatalities from all causes, as reported by all line haul, switching and ter minal railroads; injuries represented almost 13 per cent. All operators of motor vehicles must real ize that an intersection is an intersection, whether It is one street with another, one highway with another or a street or bigh- 13 1961 AWionai Safety L engrcti way with a railroad right-of-way. Where two street* of highway* intersect, there is no mechanic*! device to "'am the driver who is operating a motor vehicle m one direction <it the approach of a motor vehicle from either right or left. Depending on the density of traffic, there may be traffic signal lights or stop signs but these do not actually stop a motor vehicle. It still remains the respon sibility of the motor vehicle operator to stop when the signals or signs so indicate. Throughout the length and breadth of this continent, there are many millions of street or highway intersections where there are no signal* or signs whatsoever. At such utterMicHocis the cautious motor vehicle operator looks to the right and left when approaching and passing through. Actually no similar situation e*ms at any intersection of a railrod with a public street or highway because there are either signs or mechanical protec tion of one form or another. There have been instances where a motor vehicle oper ator will look carefully to the right and left at an unmarked highway intersection, pro ceed a short distance and cross over railroad track* looking only straight ahead, ignoring the advance naming and crossbuck signs. One of our responsibilities as a traffic *afety committee is to make a supreme effort to correct this utter disregard of signs and signals at railroad grade crossings. The means of accomplishing this depend to a considerable extent upon the origination of ideas, new approaches, new thoughts as to the best and most effective avenues of ap proach. It is m this field that we would welcome the assistance of all safety minded individuals--your assistance, if sou please. If you have something you feel would help, never hesitate to let us know. The value of a suggestion frequently I* appraised by its sincerity. If you are convinced that it Anil do some good, tell others about it Never be selfish enough to keep it to yourself- The experience represented by the member? of the Committee is broad enough to adequately assess the amount of public interest which any idea might stimulate, so I appeal to each of you to let us have the benefit of your thinking. You can be a part of the new frontiers in grade crossing safety. EMPLOYEE TRAINING AS APPLIED TO SAFETY By F, S. HARKEY Safety Supervisor, St, Louis-San Francisco Railroad Co.. St. Louis, Mo. The following is an account of the orienta tion of new employees a* it is practiced on <rur railroad. Mr we arc happy to have you join the Frisco family. We hope you will like us and remain with us for many years. We also want to congratulate you on passing the physical examination as only about twothirds of the men examined pass it As you become more acquainted with your work and the men you work with, you will see the reason for this thorough physical ex amination; in the future you wilt appreciate the railroad's giving such examinations to the new men you will be training and work ing with. It is possible that a man who is not physically fit might cause you, or someone on your crew, to be injured The company has about 25 to 40 thousand dollars invested is each employee is this service; so throughout this day, and after you start on your student trips and are work ing on the job, when you have a question, ask your supervisor so we can be of help to you. In turn, this will be helpful to all of us, as what we tell you today, or thev tell you later may help prevent an accident, in jury, or save a life. In joining the Frisco, you are starting to work for an organization which is engaged in a service vital to this nation, and we are sure you will be proud of your job as a railroad man. We want you to feet that you are a part of the Frisco family of ap proximately 10,000 employees. The Frisco serves nine states with 5,000 mitef of main track; Cwe also tell the student about the QA&P Railroad in Texas and the AT&N Railroad in Alabama, and give them othe information about the railroad and the taxes paid.) 14 kmlnuxi Section I would like to outline some of the bene fits to which you are entitled because you work for a railroad: l, A pension tor you and your wife after you have thirty years of service and are or over, or less in case of total dis ability*. You and the company both con tribute cquallv to the pension fund. You ire also entitled to certain sickness and un employment benefits under the Railroad Un employment Insurance Act after you have orbed sufficient time to have earned a minimum ot 5400 in a base year. The comlony pays into this fund but you do not. S, XX e have a fine hospital association to which you can belong. Our own Frisco Em ployees' Hospital is in St, Louis. Missouri. We also use other hn-pitals on (me in emer gencies, and we have an association doctor in a number of smaller cities on line, as you will note on your time table. 3 We have employee clubs at practically everv terminal and division point, which you nd your wife may join. The clubs are very active, not only b> providing entertainment $ucn as dinners, piaues, etc. hut also in community affairs. 4. The railroad provides modern locker? ,uid rest room facilities at practically every terminal and division point, i will show vou your locker room when ym and I start out this afternoon. 5 Th* longer you work for the rail road, the more security you will have, be cause your first paid day in the yard or trip ,<n the road begins your seniority, the more *eniori?v >oa acquire, the better job you ran hold and the more security you will have. After you have been here ior a short time, ;-uu wilt be required to join the union which represents your craft {switchmen and brakemen). Thu is the result of a contract be tween the company and the union which will represent vou. After you have started mak ing trips for pay. you will receive your pay check twice per month, after the first two erics; the payroll is made up in St. Louis and it takes about two weeks to make up same. All deductions made will be shown on the stub end of the cheek, giving you a receipt We have tried to call to your attention a few things that will be beneficial to you. and things that you should know. To assist you in making good on vour new job, wc are going to show you how to perform some of your duties m the proper manner Wc are confident it will help you when you start your training with your assigned crews. We want to introduce you to the men you aill meet on v.iur new iob and o itnpre** you w ith the importance of pas mg strict .mention to uh.it is told you by the men who will ;t*?m in vt.ur training. The men with whom you will tram are experienced: thev will do everything thev ran to heip vmi if you show them you realh want to team how to do the job in a afc manner The first rule in your safety rule book is "Safctv is of the first importance in th<* discharge of duty." Note thi* does not va> the second importance. We have ma--. men a!fo base worked on the Frisco for more than forty years and who have never been injured or caused injury to anyone el*e Railroading is a safe occupation if you will comply with the rules and keep your mind on what >ou are doing at all times. tf at any time there is a doubt ui your mind concerning a certain operating rule, consult your operating officer and ask him to clear up the misunderstanding. We are .tower to show sou how to rive <nt of the proper hand signals: how to properly oper ate hand brake? and switches; how to get on and off cars and engine'; how to couple and uncouple air and steam hoses; how* to understand lime cards; how to properly ride on tiie sides or tops or cars: what a tell tale i and why it is used; why tt is irai*>riant that you watch out for dose side clearance* white riding on ears; and other information we feel you should know before starting your training. We would like to call to your attention the general notice? in the afety rules book you will be using. We like to repeat the first rule I mentioned often. 1. Safety ts of the first importance in the discharge of duty. 2, Obedience to the rules is essential to safety. X To enter or remain in the service an assurance of willingness to obey* the rules. 4, The service demands the faithful, in telligent and courteous discharge of duty. 5. To obtain promotion, ability must be shows for greater responsibility. 15 106? National Safely Congress We then show the student tome picture of different railroad equipment and explain its use. We give the student a pamphlet published b\ the Association of ^mertcan Railroads, which contains questions and an* livers about the railroad and it* equipment. The student also receives our Form 691, "Time-Tested Work Practices," each prac tice is read and explained. Riding Moving Equipment, X. Sides of cars: 1. A secure hand hold is essentia). 2, Feet must be firmly placed. Z Face the direction ot movement and stand reasonably erect to avoid contact with possible obstruction. B. Top ot Covered Cars: 1, Stand near the middle of the car. 2, Face the direction of movement, 5, Place feet to insure proper balance, C Loaded Open-top Cars; I. Do not place hands, feet or any part of bedy between inside end of car and lumber, pipe or other lading liable to shift. J, Keep clear m unsecured drop end doors. .5, Do not use gate of g'-nd'-la for hand hold. D. Engines and Caboose-' 1, Do not ride '-n fn*m footboard or pilot step of engine in the direction of move ment. 2. A secure hand-hold is essential. 4. Keep Arm hand-hold on door handle when opening or closing doors. Keep hand And fingers in clear. 4. For safetv, engmemm and trainmen must keep a vigilant look-out ahead and must frequently look back to observe con ditions of their train. Getting on or off Zfeting Equipment: 1. Look for trains, engines or equipment Approaching on adjacent tracks. 2. Observe footing and clearance and see that there are no obstructions or openings in the ground and that you are not alighting on bridge or culvert. i When practical, get on or off from side of equipment away from main track or close clearance. k Ride bevond switch when possible hesore getting off to line a switch for re verse movement to avoid stepping on or running into switch stand. 5. Keep firm grip on hand-hold unttl foot rs firmly on ground when equipment is Handing. Climbing Sides and End Ladders' 1. Keep a firm grip on Udder rungs. 2. Turn the fret at an angle to improve footing. 3. Avoid stepping and reaching up, if possible, when going from side ladder to end ladder to reach the brake platform. Make the move on the same general level in order to maintain a firmer hand hold and iier footing, Operating Hand Brakes' I. Hands and feet should he properly placed for eaiier and safer operation. 2 Keep arms, hands and fingers in clear when releasing spinning type brakes. Hand Signals: l. Be ready for the move before giving Mjrnals. Z Give signals tliat can he seen and un derstood 1. Before acting upon signals, be positive -tgnais are understood and that signals are intended for you. Crossing Tracks: L Look In both directions before cross ing tracks. Z Watch footing and do not step on rail or edge of cross-ties. 3. Keep safe distance, not less than ten feet, from end* of cars, engines, or equip ment. 4. Use authorised paths or routes, where provided, when going to or from work. Throwing Switches: t. Take proper stance and have feet firmly placed. 2. Keep feet, hand and fingers in clear of the throw. Opening .-ingle Cock: 1. Da not open angle cock to stop car when switching. 2. When equipment is standing and it U necessary to open angle cock to bleed off 16 Railroad Section brakes, get a firm grip on the air hose, then open angle cock slowly. ;Vow we will go tn the safety instruction car, and discuss and handle the different !>pes of hand brakes, coupling and un coupling of rar and hose, operation of switches and other equipment. Then we will go out into the vard and team the proper way of getting on and ml the equipment, the operation of the various tvpes of hand brakes on the cars, and the proper use ot blue nags. We will ,\l*o go over the proper me of radio equipment and observe the me of lire extinguishers and their location rei the equipment, the operation ot hand throw switches and derails, and close clear ances and warnings on same. While In the sards and around the faeilites, we wilt go to the caller's office and meet as tnan> nf the Frisco personnel as possible. We will then return to the office for a question and answer peried- t now present you with a ropy of a cer tificate which will go in your personal record. It is my hope that this certificate will never be covered by a personal injury report. I want you to feel free to a*k any* supervisor of this company, as well a* myself, any question that come* to your mind in connection with safety or the oper ation of the railroad. It has been a pleasure working with you today and 1 hope to see >ou quite often while you are m our training or employ. You will now see the assistant superintendent or trainmaster to discuss the book of rules and other subjects. OFFICERS OF THE RAILROAD SECTION NATIONAL SAFETY COUNCIL 1962-63 Central Chairman--U. P. treal, Que, Canada. Canadian Pacific Railway Co., Windsor Station. Mon t'ite Chairman--\V. V Haves New York Central Sjstem. New York. N, Y. JVr Chairman--<j- R. Huktoon, Chicago, Rock island & Pacific R. R. Co- La Salle St, Station, Chicago, III. Secretary and Newsletter Editor--T. L. HilderraXD, Soo Line Railroad Co.. Sue Lme Bid*., Minneapolis, Mum. Associate Newsletter Editors--Southeast--G. W. Meredith, Norfolk & Western Ry. Co., Roanoke, Va. West--M. A. NtkacM, The Southern Pacific Co. San Franeiseo, Calif. Central--A. W, Shea, Chicago. Milwaukee, St. Paul St Pacific Railroad Co- Chicago. Ill Eastern--VY. C. Laraway, The Delaware & Hudson Railroad Co, Albany. X. Y. 5,uthu'est--G. R. Knight, St. Louis Southwestern Ry. Lines, Pine Bluff. Ark. Canada__ J, R. BannesmaX, Canadian National Railway*, Montreal, Que., Canada. Contest and Statistical Committee--W. C. Labaway (Chair.), The Delaware & Hudson Railroad Co., Albany, N. Y.; G, W. Moledith (i'ice Chair.), Norfolk & Western Ry. Co., Roanoke, Va; E, G. Husk, The Pullman Co- Chicago. ItLi G. . Gcstt, Bureau of Ry. Economic*. Assn, of American Railroads, Washington, D C,; L. C. Me Dowtll, Chicago & North Western Rv- Chicago. Ill; *R. P. Hamilton, St. Louis-San Fran cisco Ry, Co- Sl Louis, Mo. film and Sound Committee--A. W Shea (Chair), Chicago, Milwaukee, Sl Paul & Pa-Stic Railroad Co, Chicago, III; E. H. Btxwx* (Vies Chair.), Mew York Central System. Cleveland, Ohio; M, A. Nuocnt. The Southern Pacific Co, San Francisco, Calif.; G. R. Knu.ht, St. Louis Southwestern Ry. Lines, Pine Bluff, Ark.; *L. C. Hahkey, Elgin, Joliet k Eastern Railway Co., Joliet, III; E. L. Cawhxl, Southern Pacific Co, San Francisco. Calif.; L. . King, Soutliern Ry. System, Washington, D, C. Railroad Highway Tragic Safety Committee--G. M. Dempsey, (Chair,), Chicago, Mil waukee, St Paul & Pacific Railroad Co.. Chicago, III.; J. P. Kotoc (Pice CkairJ. Illinois Central Railroad, Chicago, III; E. W. Hobbs, Missouri Pacific Lines, St. Louis, Mo.; H. E. Shaughxcssey, Erie-Lackawanna Railroad Co., Cleveland, Ohio; G. R. Huntoon, Chicago, Rock Island 5c Pacific R. R. Co., Chicago, IU.; O, R. Ham mitt, Atchison, fopoca k Santa re Ry., Chicago, III; R. W Cassidy. The Chesapeake and Ohio Ry. Co, Huntington, W Va. 18 Homt and Off-the-Job Safely Committee--J, L. Rohwedei (CfuurJ. Duluth, Missabe & , Iron Range Ry. Co, Duluth. Minn.; Virgil Smith (Vice Chairj, Terminal Railroad Assn, of St, Louis, St. Louis, Mo.; *R. P,, Hamilton, St, Louis-San Francisco Ry. Co., Mai F* w- Ackermanm, Denver & Rio Grande Railroad Co., Denver, Colo.; ,|. W. Thompson, Seaboard Air Line Railroad Co., Richmond, Va btembenhip Committee--O W. Sum* (Chair ), Grand Trunk Western R. R, Co., Detroit. Mich.; P. M. Butt (Vice Chair ), Clinchfield Railroad, Erwtn, Term.; R. W. Bowman Bessemer & Lake Erie Railroad, Greenville, Pa.; W. O, Cottinchau, Western Mary land Rv. (a, Hagerstown, Md.; P H. Jinner, Western Pacific Railroad Co, San Franciseo. Calif.; / H, Williams, Texas & Pacific Ry. Co., Dallas, Tex.: F. C. Hyxn. Wabash Ry. Co., St, Louis, Mo. X animations md Elections Committee-- *H. C Davltox (Chair.), The Louisville & Nash ville Railroad Co- Louisville, Ky.; *G. C. Stbomsos (Vice Chair.}, Atlantic Coast Line Railroad Co- Jacksonville; Fla.; -L. C Hamxey, Elgin, Joliet & Eastern Railway Co. Johet, lit. Program Committee--W. V. Have* (Chairj. New York Central System, New York, N. Y.; G, R. Huntoon (Pice Chair.), Chicago Rock Island * Pacific R. R. Co- Chiago. 111.; J. bcwrn, Chicago, Burlington & Quincy R. R. Co., Chicago. 111.; . W. Horn, Missouri Pacific Lines. St. Louis, Mo.; *J. Lloyd. Jersey Central Lines, Jersey City, N\ J.; D- F, Gifford, Chicago. Great Western Railroad Co, Oelwein. Iowa; Raymond Davis, New York City Transit Authoruv, Brooklyn, N. Y. Planning and Pubiieations Committee--J, R. Bax Herman (Chair), Canadian National Railways, Montreal, Quebec, Canada. Porters--L. E. Wall (Pice Chair.j, Illinois Central Railroad. Chicago, HI.; C E Thoeney, Chicago. North Shore & Milwaukee Railway Co., Highwood, III; G. M. Dvi*. Kentucky tk Indiana Terminal Railroad Co., Louisville, Ky.; E. G. Husk, The* Pullman Co., Chicago, 111; T. G. Wiglxy, Akron, Canton & Youngstown Railway Co Akron, Ohio; Ross S, Van Nsss, Chicago, Burlington, & Quincy R, R. Co,, Ottumwa. Iowa. Publications--I. A. Dillax (rice Chair.). Duluth, Missabe & Iron Range Rv. Co, Duluth. Mum.; J. T. Andrew, Great Northern Railway. St. Paul. Minn.; F. B. Lewis, Union Pacific Railroad. Omaha. Nebr.; 1. G. Eeloham. Toronto. Hamilton & Buffalo Ry. Co Hamilton. Ont- Canada; C A. Bfar.r. Mi5*ouri-Kansas-Texas Lines, Denison, Texas: F. R, Ellis, Reading Co.. Reading, Pa. Plannnniwngy---<.amee Smith (Vice Chair). McKeesport Connecting Railroad Co.. Pittsburgh. Pa,; *C. T. Oe Witt, Northern Pacific Ry. Co., St. Paul. Minn.; R. A. Newton Chi cago 4: Western Indiana RR-Belt Railway Co, Chicago, III; R. F. DuV.vu. New York. Susquehanna and Western Railroad Co, Paterson. N. J.; H. A. HlLL. Richmond, Fredericksburg & Potomac Railroad Co- Richmond, Va.; j, A. Bonclu, The Pennsyl vania Railroad. Philadelphia, Pa.; I. P, Bond, Sr.. The Baltimore & Ohio R. R. Ov, Baltimore. Md 'staff Representative--L. W. Dutton*, National Safety Council, Chicago. Ill Past General Clialrman 19 Other Volumes in this {1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. i 2 Title General Sessions and Index to all Volumes Aero-space; Air Transport , , 1 to 9 Copies . , $ .65 , .65 (0 or more $ .55 .55 Stock No. 022.32--1 022.32--2 3 Automotive and Machine Shop; Power Press and Forging .65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates .40 .35 022.32--4 5 Chemical and Fertilizer .65 .55 022.32--5 6 Civic Leadership; Church, Home, Women, Youth, Farm .90 .80 022.32--6 7 Coal Mining ,,. . .65 .55 022.32--7 8 Construction; Public Employee 9 Electrical Equipment. . . , ,. .65 .55 022.32--8 ................... 40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leather Products; Trades and Services ........... . .65 .55 022.32--10 ' 1 1 Glass and Ceramics; Rubber. , . , ... , . .65 .55 022.32--11 ! 2 Industrial Subjects Sessions (ASSE)......... , , ......... .90 .30 022.32--12 13 Labor ..................................................... .. .............. .... .65 .55 022.32--13 14 Marine ................................................................ .. . , ............. .65 .55 022.32--14 15 Metals...................... . . ........................... ..................... 65 .55 022.32--15 16 Mining............. .. . . ............ , . .65 .55 022.32--16 17 Motor Transport; Transit ............... . . ,. .90 .80 022.32--17 18 Occupational Health Nursing......................... . .40 .35 022.32--18 19 Petroleum ........ ................................. .. . .65 .55 022.32--19 20 Public Utilities................. ................................... . .. . .65 .55 022.32--20 21 Pulp and Paper; Printing and Publishing.. ... .65 .55 022.32--21 22 Railroad .............................................. ..................... 40 .35 022.32--22 23 School and College................................. ......... ..................... 90 .80 022.32--23 24 Traffic ....................................................................... ..................... 65 .55 022.32--24 25 Wood Products; and Textile ............................. 26 Early Morning Sessions---"Communication".. 27 Public Safety . . , , , COMPLETE SETS (27 Volumes)............. ..................... 65 .55 ....... .65 .55 . . .65 .55 .........$11.00 any quantity 022.32--25 022.32--26 022.32--27 022.12 All prices shown are subject to a SO per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. 250046302 FfttMTCO IN U S.A. 022.52--22 National Safety Congress Transactions SCHOOL AMD COLLEGE SAFETY Beginning the Golden Anniwerwry Veer of tft# NATIONAL SAFETY COUNCIL 42$ NORTH MICHIGAN AVENUE CHICAGO U. ILLINOIS 50th NATIONAL SAFETY CONGRESS CONTENTS--continued Paprs delivered in the SCHOOL. AND COLLEGE SESSIONS Fallout Shelters Pro and Con Pro .. Con .............. Anton W. Feme 41 ......................................... Robert Cleland 45 Discussion , ..... .. - - , ............ .. ............ .... Zenos Clork 48 CONTENTS An Elementary Look at Secondary Safety Education. . . . David K, Stewart 48 Discussion . ,... .... . ....................... .Mary May Wyman 52 Safety Education Supervisors Session--"Special Areas Athletic Injury Transportation , Employee Accidents George F. Fotkat 5 VPalter Garden 6 . , Frederick Shaw 7 Teacher Preparation Programs in Driver Education in Colleges and Universities . . Chattel H, Hartman 53 State Certification Requirements for Teachers of Driver Education ............ ............ . - Lillian C, Sehwenk 58 School Liability .... . ................. .......... Hetty N. RetenFeld Discussion . Ruth Jubb College Safety Centers Identifying Problems That Can 6c Attacked by College and University Safety Centers Jam** S. Aaron 8 13 14 Raising Driver Education Teacher Qualifications. . , .... Richard Tostell 60 Use of Psychometric instruments in the Prediction of Automobile Accidents.......... .......... . Charles F. Hatter 62 School Aids Through Local Safety Councils............ ....... ,WP. Ruuell Hicks 67 Why Universities Must Assume Definite Responsibilities for the Accident Problem.............. Flatter Damron 15 Preparing Teachers for a Unit System of Safety Education .Lillian C, Schwenk 70 Universities Contribute Toward Solutions to Safety Problems....................... John . Baerwaid How To Obtain Adequate, Continuing and Assured Financing of Centers, ., ,, Shelby Gollien How To Handle the Negative Attitude and Resistance of Faculty and Staff Toward the Development of Safety Centers Amos t. Neyhart Minimum Activity Program For Colleges and Universities . Lillian C, Schwenk 16 17 19 20 t Group Dynamics of Driver Attitude and Driver Behavior.... . .Thelma Hunt 72 Implications of Educational Television for Driver Education Robert A. Winf 76 These Arc Some of the Problems: In Legislation................... In Financing In Planning and Promoting Program, Daniei F. Webtter - C. Wesley Danc ........................... Ivan L. Bland 79 81 82 How To Determine Staff and Budget for Safety Centers Herbert J. Stack 21 Steps in Initiating a College Safety Center 3. Kart Don 22 Introduction: Gordon C. Graham Memorial Lecture. , Harry M. Lodge 24 The Better Way The Florida Public Support Story Discussion . , ..................................... Walter Eaton 82 . .................... Ed Williamion 86 , . ... .William D, Cushman 88 Grown-Up Safety--Or the Second Barrcf ........................ Raymond S. Moore 25 A Case for Window Escapes for Fire Emergencies . .................... A C. Kidd <9 Safety of School Personnel. . .............................................................. A. f. Walter 30 Discussion . . . ........................... ........................................ .. .John Morris 9t Safety and Physical Fitness . . . ............. ...... Charles Peter yost 31 Safety Training for Foresters at Paul Smith's College .. .William Rutherford 92 industry's Methods of Tackling Off-the-Job Injuries.................... Q. W. Goode 31 Accident Hetards of the College Age Group .... Samuel f. Leatd, MJJ, n Out-of-Schooi Safety . .... Robert C. Mt/timon 34 tooOur Expcnencc with the Dog as an Aid to Campus Security Ruuell . White Steps to Maturity in Vision for Safety.......... Robert C. SneJIet, O.D. 35 New Teaching Developments in Driver Education Robert D, Bond 102 Psychological Preparedness for Disaster.................... Dr. John ft. Adorns 39 A New Horizon in Driver Education .................... .. .Bdwatd ft. Klamm 104 CONTENTS--continued Accident* nd Prevention in Secondary School Physic*! Education Stanley F. Pechat 107 Accidents and Injuns for Men i College Physical Education Programs A, , Flouts 10? Joseph G. Dienowogis 110 Safety in Women's Physical Education and Sports' Programs n College Naomi L Leyhe 112 Physical Aspects of Maturation and their Implications for ety Education Dr, Bruce M. ver/sf 115 The Los Angeles Program for the Development of Safety Concepts and Understandings Cecil G. Zaun IIS The Moral Aspects of Traffic Safety Tht Re*. Lawrence P. Fitzgerald 123 Can Teaching the Deaf Help the Teacher Sell the Driver Education Program to the Community William J, McClure 127 A Comparison of V*rioui Behind the Wheel Training Methods Robert Btaiell 130 Discussion Ivan Hand 131 Elementary School Teachers' 5afety Competencies Homer Allen (32 Elementary School Section Accomplishments, 1945*42 What Is Past Is Prologue for the Elementary School Session Olive S, Berg 133 Ruth Higgins (36 JOINT SESSION, CHEMICAL SECTION--CAMPUS SAFETY ASSN. An Effective Safety Program for Research Laboratories L A, Kelly 140 A Teaching Outline for Instruction of Non-Techniea! Laboratory Personnel Mark M, Chamberlain 144 Safe Storage of Laboratory Chemicals David B. Hobbs 146 Safety in the Chemical Laboratory Safety Education Supervisors Section Gleanings from the 1962 School and College Sessions Arthur H, Christian ISO Virginia Wheeler 153 Hsa Schneider 155 What Is Past Is Prologue in Safety Education, Too! F, Oo AittenAoi/se 156 Turn on Your Lights Harry M. Lodge 153 Officers of the School & College Conference 1962-63 159 Other Volumes in 1962 National Safety Congress Transactions Sack Cover NOTE: School Transportation sessions are covered in Vof, 17, {Motor Transportation volume). I SAFETY EDUCATION SUPERVISORS SESSIONSPECIAL AREAS ATHLETIC INJURY By GEORGE P. FARKAS Supervisor, Athletics, Physical Education. Health & Safety, Public Schools, Indianapolis. Ind. Nisirty line third oi i.ur school accidents "acur in the cymna'ium or nn the playing held. Are c (mirtg one third it nur super visory time i<* the prevention oi the-c acci dents ' Ry working (imperatively with .ithletic directors, conches, physical education department heads, teachers and principals. I'm -lire we can do a lot to reduce needless ,ithletic dentil* and injuries, In discussing thi* topic, we are aware of the fact that jrv.tlmti t usually responsible for the '^rmret number ot injuries to organized .pom Thi* drieussion * timely; I know * have read numerous articles on this, and have evaluated them in relation to your problems. I dull coniine my comments to football injuries with the view that many >-i the items can be applied and adapted to rtiirr -port*. *>, Mtt >! four oi the over one million `ci-n-rt.tr* th:*t play football will he injured in **-e type of accident. Eight out of J00 incur wrinu* injury through bone injuries, ir-iemnt injuries or brain concussions, Dur* lie 28 years, fatalities averaged !"' |<r year. Head injuries were cespond.te tor ;}mut 56 per cent of the fatalities a1.-! ruptured internal organs about 30 per mt, Frank Lloyd, in his hook, Safely in .ItkL'liei. said that in the post, one-third of tie accidents arising from athletic participnir.n hare been the result of poor leadership. This immediately raises the question, "what ,<re the areas of greatest neglect?" Briefly, -.nit them are; 1 t'aches with improper attitudes. lack t ability, lack of knowledge of adolescent tint aid and accident prevention, ifl little lockground in the physiology f,f aand conditioning. 2 'riipertiml medial examinations. some -hp*hod tu disclose defects. A medial > i-tnry o the p'syer i* just is important as lb* examination. ' hl>u*ki -**t phy-icif :*l ment ii condi tioning--Tht- i the nv>*t important pha*? *>i accident prevention. Mam* conche* work 11 plays at the cxi>cti*e of conditioning, It ha* been said that trmtbali is 40 per cent ability and 60 per cent conditioning. \n all year round program ni fitness and comb Honing carried out hv tiw platers m (fie Hinuncr would help. 4. Inadequate equipment hecati'C ot cv(icnye--The American Football Coaches As sociation recommends a minimum annual expenditure of $100 per player. A study of helmets made by the American Medical Association indicate that the hard-shelled plastic helmet is l>est for athletes. With the use of a properly fitted farctmard. injuries to the face and teeth can he decreacd by more than 70 per cent 5- Small squads--schools diould have sufficient enrollment and squad sire to pre vent fatigued player* Irnm being u*-ed too much. 6, Scrimmaging of vnrrity players against scrubs. 7= Lack of empha*i* <<> blocking and tackling practice, 8. Improper scheduling -- more thought bnuki be given to scheduling teams of com parable s*e and ability. Consideration should be given to limiting interscholastic gamca to one a week. 9. Failure to postpone games if placing conditions arc hazardous. 10. Hazardous playing and practice fields --a Jot of injuries occur in practice sessions. The condition of the turf should be evaluated frequently, fk-nches and yard markers should be placed far enough from the field to avoid injuries. 11. Lack of knowledge m rules--coaches' ,*iAomtk)n should recommend rule changes sW safety, sueft a outlawing the trirearm 1962 Sulwnai daftly Congress ,m.idi .m4 head butt U<:k. Furman Bishop si the Atlanta journal decries the fact that football has degenerated into a contest in which the prime aim often seems to be to hurt the opposition r.ifher than TO advance the UiH or score points. 12. Failure to bar pla>en from further nnnjiciiinin after suffering n serious conuiwioit (American Coaches Association r ei nf nmcndalion ). 13, Improper taping or wrapping of ankles and care ot knee*- 14 Most injuries occur at the beginning nf the second half, ixitne coaches may over took the importance oi a thorough warm-up .it (hit time. 15. Improper warm-up of substitute players. US. Failure to have a doctor in attendance at all games. 17. Selection of competent officials. 18. Failure to adapt junior High football cnmpetittnn to growth, endurance and other ,'ulole*ccnt factor*. 19. Failure to instruct chain men on safety precautions. Football can be safer if the ,il>ovc correctable area* are a part of our everyday concern to provide the best po-ihle environment for athletic eontv*t*. I Hiring the past fen vear*, there has been a considerable increase throughout the nation m the number of seventh, eighth and ninth grade football teams, contrary to the recommendation of several professional ocganitatioiu. They do not recommend tinkle football below the ninth grade. Many strongly disapprove of this activity due to incomplete skeletal maturation. Others take issue and express the opinion that tackle football, for numerous reason*, should be initiated at till* level. Evidence available is not conclusive enough to substantiate either viewpoint. Until *urh time when all the factors which produce injuries are known, the actual relationship ot age to the mnnlter of injuries cannot be determined accurately. In the March. 1961 Reicarch Quarterly, a ttudy an the relationship of maturation age to incidence of injury in tackle football was reported by Rochcil, Kelliher and Thornton of the University of California, tt included boys, age 13 through 16. From the material studied it .was apparent that no relationship exists between skeletal maturation and inci dence of injuries sustained during a season of tackle footbalL As supervisors of safety, may I suggest a check of your athletic facilities, equipment itnl procedure* against tint list mentioned i artier. I am Hire there will be less injury t. ,i re*!tot sour effort*. TRANSPORTATION By WALTER GORDEN Director, Transportation, Public Schools, Baltimore, Md. Previously children walked to whool; now they rtde to school- The Baltimore County transportation system consists of 604 square miles. There are 27 buses, A central office organization is provided for administration- Some things to consider in organising a transportation program are: I Obtain information from schools as to their needs for the next school year. This should be done in January, at tlte latest. 2, Obtain, before school closes, informa tion tram the school* ns to how many chil dren need to lie served, where they live, awl tw iiiaitv will ec<l to be made on the mute. ? during die summer month*, n h-->,npm>Tt fit ihc "stops," as well as a I'l.iitRirt to the various schools. Questions 'IxHild l< referred to the central office. 4. Send a post card to the child's home nit information about '`stop#" end route. Phi* should be done by the school. h. One person should handle and supervise the transportation. * Mf*nthlv reports should be kept. 7. School* should keep a recurd of name*, lddrciws and phone numbers for nit chil dren riding any one bus. 8, Tlur bn* routes should be supervised. .mu t.oth't/s t. Fupil* mu-t tr Mtj<rviwd as they arrive it school early and semettmti leave school fate 9, "Stations" -hould be sit up tur the leisttion ot the bus at leading time. Yellow lines are u*nt to mark walks to enable bus ihnv, ,\n bus should be allowed to back tip, one bus should move torward a* the udicr take* oli, ID School procedure *houtd lx* written ,md distributed to pupil* 11. Emergency evacuation procedure dtouid be presented and practiced at least itirre iimts a ir 12. Parent* arc expected to take respon sibility tn imiruct their children and to m -jieratc with the program, 1.1, Teachers must discuss regulation* with i>r*i grader* on the itr* day of rhm>l, ;d*o hhIi -.tdir children wlm arc new in die particular school. 14. timer rrmitniticm is tmi-urlani, a* tie ilmtr wievtion and training. la \n area supem-or dwulil nh*crvv driver, ind record ohwrvation. 26 The type of bm drticnds on roads. The lieavter and more rugged the equipment, die *afer die bus is tor children, as well a. laeinst cheaper to operate and maintain. 17. A check of equipment on the bus must i*c made routinely. 18 Painted yellow lines are recommended at front and rear. The children must stand within the*c line*. 19 Speciticauims tor new school buses nnt.t I 'tepKd "p and cliecked hr chool -i.tF* irtf-r-. EMPLOYEE ACCIDENTS By FREDERICK SHAW Research Associate, Public Schools, New York. N. Y. Teaching i< regarded as a 'safe'' proic*-inn. Recent year-, liowevcr, have witnet'ed ,i great uwrta*e tn xImo.I accident*, which ri*Hf from 38 |*r 1,000 teachers m 1938 tn 2A.5 m 1936. This study analyzed the 1,208 on-the-job accidents reported that > car. The mod -inking finding was the marked differnice* between the accident patterns of the two sere*. Women proved more susceptible fo .icridents, more likely to lose scliool time ,i> a routs of *uch incidents, and more apt im lenane '`repeaters." Men usually sueI'umliol to environmental hazards. Male victim* were frequently inexperienced teach-,f. wa-i^cd ai directing physical activities t handling specialized equipment. !'.> way of contrast, women's accidents were rmre likely to be associated with the t.|iw.\d ami emotional changes that sotneimir* .ivtr*mf*n> the middle and advanced rar*. The most frequent type among wm-.itn tw* tall*, particularly where floors were -lippery or cluttered. Supervisors had the lowest accident rates; long-term submutes, the highest Substitutes* accidents frequently grew- out oi their day-to-day Kmucts with children and assaults were itK.re frequent among them than among itl.ir teacher*. The urvvv also indicated that pin-leal or mceltamcai hazards were !* Ukctv to hum accidents than unsafe .'K particularly acts committed by student.'. WlieiH-ver children were m motion, the danger was heightened. This wz particu larly tnte in halls and stairways, which proved inherently more dangerous titan places of Instruction. Headquarters can help control and pre vent accidents by providing a safe environ ment, through proper construction and prompt repair of scliool buildings, by installing efficient methods of accident accounting and reporting, and by continuing research in this area. The Bureau oi Educa tional Program Research and Statistics, for example, is currently preparing a revised v-mion of the teachers' accident report form. The tasks of planning and guiding accident prevention on a tong range basis, iwwever, might well be performed by an office of safety. Headquarters can offer the schools guid ance in this area, but the principal burden of locating and eliminating local safety hazards must fait on the schools themselves. 7 `Hi..- Um i.i reduce accidents industrial tspenetice vuygcMs, t* to concentrate on the iirincip.il Accident n-wrecs revealed by rtr- 'ircli am>I .triahrit, Thi* approach suggests i.Hiding on the principal finding ot the -nr%in That i* why the recommendations <>r ihat talluw are derived from the i. vidriit v-urec* outline.! above. 1 Train new teachers, especially men, in itir u*e <' jrecialid equipment And the l<r<i}'r direcniin oi physical activities. All >ne\p*rumced teachers should be offered ;..tiniance in the techniques ot classroom iiaiutgvmrut. esjreeially in tire handling oi childrvn. 1. i...r -lair* and Hours special attention, in schools where women comprise the majority oi the Mali. Wet or slippery' uriave* and obstructed passageways arc (ixriictilarlv hazardous. Teachers with physi: ,d disabilities, especially older teachers, tumid be given special consideration when the school is programmed or room assignmem* made 1 Review tfic school's general discipline pattern, for this has a direct bearing on the incidence of accidents. Proper regulation ot student traffic at times of arrival ami dis missal and during ciunges of period i> essential to good accident control. The key person in accident prevention, it both the city-wide and local levels, is the supervisor. In a school, the principal's atti tude towards this problem will largely defermine the efficiency of the school's satety program. Obviously it is necessary to estab lish procedures for handling accident* utter they occur. More important, however, i* Accident prevention. Inspection and elimina tion ot all potential physical hazard* is n required duty. Enlisting faculty panmiMtion, however, is probably the surest mean* if reducing accidents. Faculty committeecan inspect danger spots, keep accident rec ords, and stimulate a "safety-conscious" attitude throughout the school. Wherever tried, tins means of eliminating sentient -;* ha* proved tt worth. SCHOOL LIABILITY By HARRY N. ROSENFIELD General Counsel. N.S.C., Washington. D. C. Why should safety supervisor* ,-dicdule remarks on "School Liability"? Alter alt. people do not ordinarily turn to the Um court* for program guidance. The ,tn-wer is obvious: something lia- gone wrong, someone did something unsafely--or Mich is the claim in a liability tan' suit What can we learn from the past unsafe wav* disclosed in court suits that can enable us to do things safely in the future. Liability is only another demonstration that the only right wav to run a school system is the -.lie way. Frankly, 1 do not believe any other justi fication is necessary for a school safety program, but tf there are some in your respective communities who need further persuasion, perhaps school liability can show that a school safety program is necessary. 1. To avoid preventable accident*, ? To protect school personnel against liability judgments, and T. |*rtwrM? puMtc confidence in she .. Um.I t*vAr>t`* abitav U- pmirerly administer Uj. public tniM. Children are require.] bv law to go to -ciitMil. They and their parents have no individual Cuutrul over the buildings the* must attend, the facilities made available [* them, the ude*|uae> of the *u|*rvion over them. ** the safety oi the school premises. The issue arises when, without Ids fault, a school child is hurt. Hospital bills, doctors* bills, nurses* bills, drug cost-, irerhaps permanent disability, even death-- who meets all these costs? Does the school system or school teacher, supposing that either or both of them have been at fault, pay? Or do the hapless and faultier child and his parents have to bear the entire com themselves? This Is the focus of my topic. Let me point out at the outset that an accident places the school system in an almost unique situation. Legal liability for accidents is perhaps the me place in the v, h >.4 <inti C //<;/( i "H/.winv m'IhW program where schools must measure up to the general community standard, and annot expect to hide behind professional jargon or esoteric "pedagese,*1 Here the ftchonl bares itself to decisive judgment by uonprofessionals, by the public at Urge, as teprescnled by the jury. A conclusion as to tauit must he reached not on the basis of \-ducaiion principles and theory, but rather in terms of normal community mores and Inliell. A lawyer for an injured child has at least three places to look for damages: the sdiool Sxtard, the school board members, and the individual teachers and supervisors. In some instances, an insurance company may also Ire a source of payment. Merely because an accident happen* does not mem lliat some one is liable to pay damages to the injured per-on. There are all sort* of accidents where no one was at fault Before someone can Ire held liable for an accident, he must t? -hown io have failed to measure up to hi- legal duties; his negligence must be proved. Our (aw does not make schools or rh*il people absolutely liable for every* lim that goes amiss, but only wlien negii* lienee can ire shown and proved. S teacher, supervisor, principal, superin tendent--any school employee, like anyone cl-c tn the community, is liable tor his own ns,-i*gence. If a teacher is negligent, he may (re liable. ft he is not negligent, he is not liable no matter how serious the injury or .-.*( 'he resultant difficulties to the injured ` ?'*t or person. Whether or not tlte school l- ,;fd is also liable, the negligent teacher is ;*-`Ttai1y liable to the injured party. If v.Ai <.r I are in business, we are liable r r 'he nechgcnce of our employees in the ?**- of their duties. And of course, we i- .able for our own negligence. But, as - ,, feral rule, this is not so with American . .| Why not? Because of history ,* : `.r cation's revolutionary" origin. When w independence, nur state and federal . - - *.m* succeeded to the position of the 1 * Kmu England. At tltat time the King ' r, * Ire sued because of the history of i nine right of Kings: "The King could !<* wr*>ng" Now, 180 years later, tlte Mi- ihenry appfier-: "The State can ik> no T: i- i> the Lute taw today in moil of nur -f.v Jn die performance of its govern* ,-t--.d fuTHttons, the state (and therefore, its subdivision, the mIiooI district,) is not liable for negligence. No matter how blatant and shocking the carelessness or bow callous the disregard for public safetv, no school hoard is liable. The governmental immunity from liability (as the legal doctrine is known) also means that the school district Ita* no hrqsd authority to buy insurance (un less specifically authorized to do *o fo> -latute). The reason is that a school board cannot spend public money to insure itself against a liability to which it is not subject. Stated in more general terms, tire rule of governmental immunity protects a school taard from liability unless a specific statute provides for the contrary. Over the years, the patent unfairness and harshness oi thi* doctrine has impelled some state* to create statutory exceptions to this rule, through either general or limited statutes. For ex ample: *i. Exceptions--general in scope !. General tamvrr. In some state*, the statutes have authorized a more nr tes* general liability, substanti ally like that attached to non governmental agencies. In California, the waiver of liability is ailembracing. In Washington, the statute applies to all school activi ties other than accidents arising out athletic equipment and play ground apparatus. 2, Indemnity statutes. At least four -tales (New York, New Jersey, Connecticut and Maine) have statutes which sav that if their teachers are held liable for negli gence as a result of accidents ant ing out of their school duties, the school district will save them harm less, or pay for the judgment against them. Such statutes gener ally authorize the school board to purchase insurance. And a fifth stale. V\voming. permits but does not require the school board to save their teachers harmless from lia bility judgments, B. ILrceptions--specific in scope !. "Safe place" statutes. \\ isconMii typifies the states that require pro vision of safe school premises, < * penalty of school board liability. *) 2 School but miinvu.v Sune 22 Mate* require that liability inurme* be earned on all publiclv-owned bi<*, and another 21 permit school l>oards to buy such insurance To tlw extent ot such authorization for insurance, the statute* repeal the defense of governmental immunity m the >cmc that they llicrehy auth orize recovery against the insurance company, at the very least. In (lie past several years we have seen a new thrust in the law on school bmrd lia* Inlilv. The doctrine of governmental im munity was written into the taw by court lenions. and not be legislatures. The ortirts have generally said, however, that the doctrine was *o embedded into our common law* that the courts themselves would iKt abrogate it, and that the Legis latures woui<! have to do so. That Is. this had been said until 1959, wlten the Illinois Supreme Court dropped a bombshell into the s>'iirt>ard. In fifolitar v Koneland Co**. Unit Seh. (list, 18 IlUd 11, 16J N.E. 2d 2009 (1959). a school bus mse, the Illinois Supreme t nurt specifically overruled sixty-one years <>t its own previous precedents and deci- >nt, and held that since the governmental immunity rule had been established by oMfts, it could be cliangcd by courts. It de<idrd that Utinois school boards would I'creafter be liable for negligence, without the need of an authorising statute. In the vuurse of a long and scholarly opinion, the t ,'irt made an interesting and pertinent nsmnent, as follows: Further, we believe that abolition of such immunity may tend to decrease the frequency of school bua accident* by coupling the power to transport pupil* with Uia responsibility of exercising ears in the selection and supervision of the driver*. \n extraordinary situation in this field of l,iw took place in a four-month period this v*r. Between .March and ,,fune, we had hrcc other State Supreme Courts deal with iIun same principle of law. in June, the Wisconsin Supreme Court followed Illinois. In Hotyti v. Milmakte, 17 Wis. 2d 26, 115 V.W, 2d 618, the Court overruled its prior decisions and said that thereafter "so far t- guvemment responsibility for trrt is ... rtcmcd, die rule is liability--the exception i- immunity." AltlKHigh the ease itself in- Mihcd a municipal pLivgrousid, ilie Court specifically stated that Its ruling thereafter applied to sdtool districts. ' the other hand, Pmn*ylvama*s Su preme Court ruled the ether way in June, and said that governmental immunity could ie waived only bv the legislature t'Supler r >rhot District, 182 AtL 3d 535). Awl Michigan in two cases, one in March t Suyrrr t> School District. 366 Mtrh. 21/, 114 NAV. 2d 191) and another in May f Stevens v. Ci/y of St. Clair Shores, 366 Mich. 341. 115 NAV. 2d 69) stuck by the governmental immunity rule on the ground tliat legislation * ere retired it. However, the Michigan C. -rt said that but tor such legislation, it would judicially abrogate the doctrine. Thus, the recent batting average is 500 per cent, with two states on each side. This i* truly remarkable in view of the hitherto unbreakable strangle-bold of the doctrine of governmental immunity. I hope that the far sighted judicial leadership of the Ulinmand Wisconsin Supreme Courts will spark a drive to dethrone the "King-can-do-rw wrong'* doctrine of governmental immumtv, an occurrence I believe to be long overdue. Under tlte prevailing legal doctrine, school hoards can dodge one aspect of their opera ting responsibility, payment to those wh. are negligently injured. The wiwte community pays for the school building. for light, hat. books, etc- Why should the injured pupil or teacher pay out of his own pocket for an item that is an operating cost of the school budget, in fact, if not m taw? The present rule in my pidumertt is completely inconsistent with all modern concepts of justice and social re sponsibility. The injured person bears a disproportionate part of the normal opera ting cost of activities undertaken for tin1 benefit of the entire community. The in creasing efforts by courts and legislature', and by self-insurance plans, indicate tin growing realization of the fundamental in humanity and impropriety of continuing .< centuries-old rule which Is not only archaic, but unfair and unjust A school board member is ordinarily not personally liable for the negligent perform ance of duties imposed on tlte beard in it' tikial capacity, or for the negligent per formance by the Sard's employees of their 10 'icitool anti Collette Lonlerfuce nttiaal duties. The negligence in such caws is that of the corporate or official body, not mat nf the individual school board memberHimivrr, (here have been hiMnnre* where cEiixil board members have been held liable inf tlte negligent performance of ministerial luttes, ones which involve no exercise of hwretion or rudgment. Thus, where u statute requires a vbool Uard to purchase liability insurance, failure m do vo, as a purely ministerial task might subject a school board member to personal liability. A Kentucky case implied that if school Uiarii members negligently and knowingly itircd incompetent people and this incompeicncc resulted in injuries, the beard members would be held personally liable. On the uhute, however, it can safely be said that except in extraordinary and most unusual .ircnmstaivces. a school board member is i>t personally liable for the negligence of the school staff, or of the school board it-eli, in the conduct of school business. Thus far we have discussed liability if there is negligence. VVhat is this "negli gence"? Like *o many rules of law, it is much easier to state in general terms than tu apply in specific instances. Negligence u the failure to act tu reasonably prudent ferson would act under the specific ciremm- involved- Let us analyze this definitinn and look at its components; --"failure to aetM--negligence can consist Hirer of acts of omimsrion or acts of cornmi'-ion, of the failure to do what the (aw .vpcct* under the circumstances or of affir mative anion which is contrary to what the Uw expect* -- 'u reasonably firudent person"--this is a creature ot law. There i* no one person tn whom you can point for tills purpose. Tlic key for determining wlut such a person would do is "foreseeability.* When the mythical "reasonably prudent" person could have foreseen harm from either action or inaction in a particular way, the consequent accident or injury is negligence because it resulted from a disregard of what could have been foreseen or anticipated. The law does not expect that one should have been able to foresee the specific aeddent that occurred; to be held negligent, it is enough that reasonable prudence would have fore warned that something untoward might or could happen under the circumstances. In niter wyrd, Ihc critical legal inquiry i whether in the ordinary exercise of pru- lenee and foresight, one should have amici- lted danger under the specific ircum- ismc, If the answer is then a person is negligent if he failed to act so as 8m avoid such foreseeable danger. In brief, if one could or should anticipate trouble or untoward developments under the known circumstances, failure to act according is imprudent (and there, negligent). --"under the specific circumsiartcer"--Ytju will note that I have been talking of "negligence" as a question of fact, and not m law. Whether in a particular case a j<rson is or is not negligent depends on the -peri fie facts of that ease. Mint would be negligent in one case, may not be tn another with even partially different facts. For example, a teacher's conduct might lie negligent in connection with six-year-old pupils, but not negligent in connection with mature high school students. Suppose we look at some actual cases to see how this determination of negligence works in jrractsce: 1. A principal and teacher were held to bo negligent in the supervision of pupils when they continued to permit a known frail and pallid 14 year old bnv to act as stockroom monitor, to lift and curry books, packages and supplies up and down stair*, after knowledge that he had experienced heart pains while so doing; the boy suffered heart damage as a result of those chores, (Interestingly, Lite boy's parent had "con sented" to his activities.) 2. A school bus driver who drove so rkssely to the side of a narrow but un obstructed road that the bus scraped a tree whose protruding brandies put out a student's eye, was held negligent by a jury for failing to iiave foreseen such a possi bility, because a school bus driver has -pecia! obligations. 3. A top-heavy piano was not properly positioned to prevent its falling over, and actually toppled over on a child; it was negligence to permit it to remain in such position, 4. Another ease held that it could lie anticipated that a child would be burned when other children at play on school ground* lighted an open bucket of gnsutine given them by a wlionl hti* driver. M - lu -t.H .1 u.-i t. !** imprudent !> j<rmit children \>< S-L*' jjurinc lunch tmu\ uosupcrvised. cm l-ha* tier iv m Ik-isI.L, tram which n >t'ii|i| iiixi h nhl ti.nv imm i rrsTin tlu*' IIKtrtU- wimt-l iaU -li-wii Would >*! 1mi .-my it ult al** nrgh- ;flHc* wlutt the w1m*I luard l.'lilnJ tf* |T>- vide n guard t.r a laelt-drivm (-wcr saw * nr fur a priutimi press where the >-*irtv requirement* hi the Slate's of In- dit'Crial Safety prescribed such a guard1 \tul would you nut normally ex|*ct Innide if rhihlrcn were permuted to throw a knife min ilie irrrnmd in the midst of a <U**' AihS what would >* > aiotit tide aw? A (tacked, rudidmur l>us run 1> tle <. meagi. TraitMt Authority came to a `top. and a> tire door nfumcd, a jussengeT was pudwd by mother one standing behind her. and felt Mk- >ued for negligence >n (lermitling the Ui. to become so dangerously overcrowded ,t cause her to be thrown imo tiie Mreet. The Illinois Court ruled: x, may be' nrrlIrene* It this coeditloa Jewrfs to the eapoeure of a paawocer to hunger vrhlcti the eaere'ae f rewjwmaat* foresight would have anticipated and due care avoided. (Lvt* r. CXUwpo fraud Authority, tit App. t. 1MB. JtO .lk 3d $79.} Hie Court ud it was lor a jury to determute, in that ra*e J am certain dial noce of you hate ever -een an overcrowded H-li'ioi bus in vsur tcltod district, but you imuht warn the other seiiool district* who iiuigcroudy overcrowd c1k*<1 buses of the legal peril they run thereby. hipjiose w'c mme into the athletic ortet for further examples uf negligence: l. A coach who permitted an inexpert* need player to participate in varsity fontled! w ithout proper and sufficient instruction was negligent in failing to exercise reason able care tor the protection of his players. 2 When a first base wn an ordinary njuare oick on a slippery gym door, and a person was hurt as it slid away from her. there was negligence because reasonable care would have required that under such cir cumstances the base should have been -ecured. 3 It U negligent not to supervise children playing an inherently dangerous game called ..avK-.. ' . iv - -i.o.i ..i vhiM -4-ling it hfrjfi -rl tlw i diet trying to Jiueue die tif'i into *.jncunsciou'nr>. J \ -ctiu.i Uunl w 1*k[i wltedult-il three .oknltall jranw-. jnruit-irevi,|v in a g*n* ~ >mwM that dr `h-i-e on> were coniil-wuo nr lacrlajgwmi a* hvhi negligent (xl luMc when a |L*ver m one court ,.* `nan In ,j player insi: the next court Keutexihtr care owM and would have anuripaicd danger from a fx-t-moving game in **ch overcrowded quarter*. 5 .knuthrr ea.w ruled that failure to watch ptayeo os weee. as a Mificmscd play t'uiK. ma> be negtuscTWe b. Likennse. fwilctre to jirvinle mil*, wl^re audtatU wen ft* lit* churning bar, ior up*4>U--down evsrrvi-vr-, v.silJ be neglipwe. Nupervi>rs. tuu. a* well teacticr*. are subject tu iwgkgsufe cianne. When a pnn- <ipal fail* tu pnmde proper ugiervisiun tor chiklrcn ` waiting for dw*J bttCe* on sclioc-1 crosaads. he nay n* imo. venous tag:.! -iittictthio. But >ua will recall my prciiou* caution that ns4 all arodcros mean the vchnui or the tewchcT base bem nrgiigen' fake the case. <ur example, uf the teventi and e*hth grade ewdcm piayintf itox-h - nsjdaJl, soJuatmJy They been vlcctri ii- the came aocvedme to tlbfi aad tu-` tm pw^rrly unicwi i>tni twdent w* ^junrd by usuehcr and ttttfered H-moi- tujury t i.wnler tne ae oi the temi- tear menijer wW eye we* aajured ntn a ha struck broke lu gta**cs. ur tbr tuiiet * .a the pLygruemd wbu was bit by (tie U=: .I another (and until then, luddenj -ruder.: In these <&*. the (bans hefcl there *j> n- negiigenee > the part of the teacher, thv (>rmci|al or the school system. Ulule I am on the point of ncnfiabihcv. let me just add that even where a person or school board has been at fault and is subject to liability for negligence, there arc certain legal defense* which negate such liability, despite the admitted existence < negligence. Where the negligence ma no* the ot the accident, or where the in jured party was comributoriljr negligent or assumed the risk of tbc injury, nr where the injury was due to an Act of God, no liability' attaches. I believe that the field of school liahilit' needs thorough overhauling. Speaking f..r 'iiiionl ami C<-Ur>jK' t .iurrviV mi-ill Mill, i Ixlicve that the time has ome for the rntlowing four-point program: J. Complete elimination ol the doctrine i envcnimeiital immunity either by judicial >{i-i i-in*j or Icgiflation, 2 5^chra,l luhird liability for negligence, both it* own and that of its *mpki>es. on term* applicable to non-governmental itfvtirie*. ( full umhoniv tnr school boards to purchase necessity and apprupnatc m-ur- 4. A lirst-rale tcty and accnlcnlprcvcmion jirng,ram m evxry school of this nation in urdcr to eliminate or suhstantiaily .urtAil Accidents and consequent prolilcms uf chool hability. In rr> judgment, such a program would not only do justice to all involved, but would also bring about a safer school (y.trfii in the I'nued States. th Huih ATrt'iWrr.- Ir Woscnfteld w-as asked about lawsuits, t nrrcidcm insurance is carried nn the pupil. He -fated tltar lawsuits are difficult and 'h:u if the jareni* carry insurance and the n'vident is not a grievous one, than a taw- ''iii will not resorted to. He stated that loftiv insurance companies will write insur- .itirr for accidents from minor sports or ",Vi.j.rtntt<<n of children. Mr ^Jordon was questioned as to the roue uf arrival of pupils at school that dtvd fur special supervision. He answered ' me hnwr* arrive ahead of others and pupils may arrive just before scimol per,-onnel are ready for them He was asked where the emergency drills at* held He laid they take place on the v-rlwoi grounds--not on tiie routes. , He staled that rear steps on buses are dlrgai in *ome stales. He was asked where the "standees" are in relation to the yellow line on the floor near the doors. He explained that it de pends on the type of bus and space, always taking into account the safety factor, Mr. Gordon was asked about the instruc tion and training for bus drivers. He said it was a !2-bour program of training. 13 1962 National Safety Cmgress COLLEGE SAFETY CENTERS IDENTIFYING PROBLEMS THAT CAN BE ATTACKED BY COLLEGE AND UNIVERSITY SAFETY CENTERS By JAMES E, AAEON Coordinator. Safety Center, Southern Illinois University, CarbondaJe, 11L Jt would appear there are a number oi methods that might be applied in the identi fication of problems ihat ran be attached by a viicly center. Al) these suggestions are rarmiuir to those who arc intimately asso ciated with the accident prevention move ment. I should tail to your attention that all oi these methods would not apply to every center operation. 1: would be neces sary for those concerned to select and utilize the methods most appropriate tor their type at operation and program objectives. For the sake of expediency, 1 shall identify those methods, and then 1 shall comment about each. 1. Afamtam clou liaison and cooperation with appropriate state agencies. It is appar ent that a sery close working relationship with various state agencies is an absolute necessity in the identification of problems t<> be attacked by the college and university safety center. It is these agencies exerting a state-wide influence that are aware of certain problems, either present or developmg, and, therefore, would be m a position to assist the center with problem identifica tion. Examples are: The Motor Vehicle Department, Driver Licensing Department, Department of Public Instruction, State Highway Police, Department of Highways (including Traffic Engineering), Division or Traffic Safety, and State Court Administra tor 2. Systematic collection and analysis of sendent data. Every center operation should make an effort to keep abreast of the acci dent problem of their region or state. In order to discern trends, it is well to collect such data ow a monthly basis, as well as attempting to collect information annually. Certainly, with such information available, a carter would be able to identify salient prob lems and develop programs to alleviate them A Maintain elate liaison and cooperation ?*ttf turiowf state-wide professional assada- lions. The various professional organizations within the boundaries of every state, from lime to time, become aware of various ptoblcms m the developmental stages. In .iew* of the fact that many such organiza tions have limited facilities lo resolve prob lems identified, it is well that they be in a fusition to request assistance from the nearest safety center operation. Examples at such organizations are: chiefs of police, driver and safety education, justices of the tcice and other court personnel, traffic engi neering. and municipal police. 4, Critical evaluation of annual inventory `tf traffic safety oethities program. The N'aticna! Safety Council's inventory analysis is perhaps the best way for a saicty center iw identify problems which they might be called upon to give assistance to. Certainly tiie arras included in the inventory program give as complete a picture as possible of the traffic safety activities of any state, 5. Critical evaluations and analyses of high accident frequency areas. High accident frequency rui in genera) are evidenced through ninthly or ammal accident report .lata. However, the reason whv this is a high frequency area u not defined. Through eritietJ study the crux of the problem can Iw identified and subsequent programs de veloped to relieve that problem. t. Study of deicer records, Tlie driver is the single most important element is the traffic accident problem. To identify why certain drivers are problems, it is necessary to carefully study driver rccords- ? Compare utth actum program stand ards- The various standards set forth in the action program can be utilized aa criteria to identify weak areas and subsequent iden tification of problems that might well be the basis for a specific program. I should like to especially emphasize the utilization of the action program as a standard by all states and communities alike. 14 uhoot and tallege Vuitjercncr d. National Safety Council's home safety inventory in view of the fact that a number of college and university safety centers are developing a broad base for their total pro gram, they can well afford to cooperate wiih local officials in the implementation ind utilization of the home safety inventory. Tlii* will natural!;, assist In the identifica tion of accident problems that can be dealt with bv center operations. 9 ritid/vjv results of the National Higk School Driver Education Award Program. The Award Program sponsored by the In* Aimnee Institute for Highway Safety can well serve to identity various problems that -,vn be attacked bv the safety center. In view of the fact that the Award Program ,,'kc a complete analyst* of the driver cdu anon program of a state, we can discern many trend* or need* in this (Articular program. 10 Maintain U>se liaison with loco* e|fliah. It i* rn the advantage of the center -iwff to maintain a close working, coeperaii'v relationship with focal official*- Many time* ilie !**( 'Jnct.v! L .twarr .t certain eviMmc and - r deve!*-pin* problem* in hi* iiv and cimnrv I? would f*c well a* the enter -t.iff v with the proper ffVril- ihsit they suimil! a field report relative lo any potential problems m die preliminary *uees. 11. Work uilh local safety councils. It is evulent that the local safety council i in v pcividon to be abreast and to advise of various problem* before a center would become aware of such. Therefore, it lchoove* tiie renter to maintain a cooperative reiationsinp witli *afetv council official*. 11 Cunduet original rcseatih in the idenhfkittum fanout accident problems. The I'leuluct of research is perha|% one way to identify unsuspected problem* ind at the ame time valiilate metis'-l- ihar a.v*it in ile development of quahiv acculetit preven tion programs Indeed, rccarrii t* an avenue that we ran utilize to advantage in die iden tifying of accident problem*. The above suggestion* are perhaps the must pertinent methods that can Iw utilized hv the college and tiniveritv safety renter m the identification of the problems to be attacked by such an operation. In most instances, accident problems will nor reveal diemselve* lo you, hut rather mu must -eek them nut in i never ending attempt n, te-vilvc the accident problems >t an area *r *tatc. WHY UNIVERSITIES MUST ASSUME DEFINITE RESPONSIBILITIES FOR THE ACCIDENT PROBLEM By FRAZIER DAMRON Director, Safety Research and Education Program. University of Wisconsin. Madison. WU. t niicr-ittr.* imw u-utne rr-p*>ntihilitir-> *'*<r the :iernfcnt problem because each is l-*und to <lo /. hv it* constitution. function* and operational pnlicie* if. provide eduent-eul qijx.rtimitic* Since the purpose for 'Sor cvi-tm'r i* ethicalion and because the ,i.-wrr* -** the aeodene problem* will he ,>ml 'hrottgh ethicatinnal endeavors, it i* --terative tlat universities not only recogn/e fiM-ir -ctrral rr*ponihi!it>e in accident prevent***! Ktintic* but understand that an .tvtuei j*ei*ram that effectively meet* these . anniitmmt require* "ilcfinile" leadership. Wlien iht- t* acnenplidied. each institution will upheld nv legal, soriai, moral, and ctiucatMmal obligation* and include cduca- Hilt .qq^.rutiiitie* t,,f -ate living m all university' aciivttie* an*l environment*. \n actum program of this type will place major emphasis i the value of human live* and the tmi in the institution by students who attend and the parent* who send them to college. An accident prevention program -dressing human conservation and self pres ervation for the student body, facility, em ployees, awl visitors has wisely included one very important plia*e of ethical inn for the living. Universities must aL-u assume definite re sponsibilities for the accident problem be cause one of their major roles U to help IS Mtcu **.lu* it* pricing problem* When iliu*^ iit*ii!ii!ii-rt` brine a!) their resource* in bear utl i!ic accident problem, the differ* cure will he mnsunhle. Where die could a crmip oj scholars, researchers and practi- tinner*. he mr>rc easily aiscmbled to work inn:ether a* a testin' How else can intcruiHliidivciplinary action lie brought to bear it tin? a ecu lent problem * What better strue- ture can lw designed to serve ns a Co* f.liiunott unit tor state priority actions!' Where el*w slmulil resrarcli libraries and ialxjratnries be located than in a university '.tiinK' Where else ran students receive hither education preparation? In this vel um:. prv.mv satvfv nerd* will be identified dearly and mure ctlccttvdy. ^Ii"rt and i.>r\* f.mt'c planning -sill li- earned nt. re- yardkv* ot the dictplmc winch may he invoked. In conclusion. Universities must assume "definite" reponsibilities /or the accident problem because the reduction o/ the acridr* rate will be directly proportionai to the leadership provided by universities, ic, president*, /acuities and alumni. How thi will be done depends on our own product. How toon it will come about depends pri marily on unified and cooperative actions lietwecn universities, their graduates, and all the various agencies and organization* wti<e continued participation is vital to the success oi accident prevention program. Fr th*- purp*-**- **f tht-i papre. drrn,l-j< odltgv* ami u-uvi r/ilH*. public and pnrat*-* UNIVERSITIES CONTRIBUTE TOWARD SOLUTIONS TO SAFETY PROBLEMS By JOHN F.. BAERWALD Professor, Traffic Engineering, University of Illinois. Urbane. 111. F,'tii\.-r-iti* - ,ifc tmrqticU i|M;dilud o*ntrihiMtf I*. vffi.fts din-K.I toward the -*-(u. tt"tt 11 -tvfi prwhkm* U-catw <-t iIwt ri-<tHtr*v, their |init.ii in <ir wx'ial Mruchire, ami their mherrut rharactcfi'.tte* The University'* m.tin rc-tme* include man power. equipment, md tacilitie*. The inot rnifmrt.iru nr iln-- i* manjw.wer. li may include a wide ramre <it <x-ni|ati<>n* raiisim* trimi N.dx-l prue-wmnitig `cienttM* to liiyhJy -killed icrlinjcal and clerical assist ant* It is rcviiKniied that interested |>erwainet, innipctmt in all areas oi safety, are in<t equally present on every campus. Simi larly. die inclination am! opportunity to parttrijctic in ;i/ft> oriented activities t md toiid-tent, in a like manner, there i* n wide range m the et|uipment and tacilities which can be u*rd for safety effort* at the various educa tional institutions. Regardless of the present di-trihulion ami employment of these re t.iireo. it i in the national interest tliat itn-'c rontirccs lie fully utilised in order to mliancr our national advancement The Uniivmiv's position in our social structure is a result of its main function: education and the advancement of knowledge. Through the 'ducaiitiua! ;* l.itl, utidrrttmdttaU-* <il I ufadtutU ettf fu ill,'. individual VltdcliJ* are instructed directly ,.nd indirectly to Ik- ...1*1- *,t'ct> *. itAi..u* 4. j.11 ut their activi* 'v The training / safety *pcialist ti* j.i-riurm t*r**iei-*HHi;d -erviccs > a well ai*i-pi*d uiv-i rr-uv Mi'teavor in drtcrnuutmt the tyjK< ami ijuimtitv it* safety ulTtriiig*. the University tuii.t nHt*i<kr it*- obligation to perform its main function. It must also consider its obligation b undertake Julies witliin its scope. Thus, it must make a continual appraisal of the a|>propriatenes* of its offerings to determine tliat its moral obligation to society is till* tilled. Tliis moral obligation is indicated by rharacteristics which are traditionally as cribed tn the university. These characteris tics arc that it will be objective and shall l*e unbiased and unprejudiced. Thus, die university's safety contribution*, which can take many forms, will all Ik* identified by the fact that every effort will Itave been made to insure that the contribu tion is factually oriented, properly authenti cated. and in ihe public interest, in deter mining where it can best contribute lo the safety effort, the university must continually !< Schaoi and College Conference its capabilities and limitations. The tip* r.| contributions that die University i;ui make the safety program are many. 1 lu-v include individual and group efforts m rrnarch and instructional activities. I (invrsiiv personnel arc often m an ex<*lkm fKtvition to idemity problem areas uwl I*. nmuate thinking and ducuiswn rei.uimr to these areas. I he University's formal instructional pro* r sui* rciaung to safety subjects may be -iipt-U-mt-med by such continuing education ...mine* a* conference* and short courses. l:..;h |*mc and applied safety research can Ih- -we* i`ip(i*lied by the university. In the t tl i* Ua.s largely consisted of individual -mtlvtiiy subjects of immediate intvr-t t*. t/iem. ilore recently the Mudv-team iil'i't-taiT. I* gained favor. This latter api*ri.acb i- opecwlly suited to safety profs* I.-"** l-e.-aii*e or the common combination >' huir..n ami mechanical or oilier external lai-tnrs V-h-dcr CHumon university activity, urti''-ii> iiibbcations, can be directly applied ' - *t j*r<.cr;im, Thei- puhlicatlons , '. - `cr,--,c |>r*i.errling`, bulletin*, re prints Irom professional )oumal, text and reterence books. Because ot the growing use oi visual aids m (lie classroom, the university is otten an excellent source ot usual aid material, which can also be util ised in off-campus functions. Film strips, motion pictures, slides, charts, etc, can fre quently he designed and prepared on the campus. Umver*ny personnel are often called upon to serve ut un advisory capacity to public and private agencies, and to discu** problems of public mqiortaiice before citt ern and professional groups. In satisfying these requests, the university .an provide a valuable public >ervtce m the total latcti effort. Hv^ardlcss of the type* ot contributions made by the university toward the solu tion* of safety problems, the*e cnmritmtion* can be even more effective if they are co ordinated through a central university agency. The university's resources can then be inventoried and used to best advantage. The university* total contribution can lie directed toward ttw**-e problem areas which are mn*t related t<- the unnef>itv rev.ura*< and capabilities. HOW TO OBTAIN ADEQUATE, CONTINUING AND ASSURED FINANCING OF CENTERS KT SHELBY GALLIEN Director. Public Safety Center, Purdue University, Lafayette, Ind. ` " * i-ter ran be established *-- : -i ' very well be depend , to the adntiiu*tra- ' . r-*ir:ve omce* or die utuvcriiiy ; - c*ncf of financing the propoycil " ' er With Use exception oi unusual * :,n c*. vtxi will be requiruJ to Mart w . - dr-t program and phut to develop a 'xj-d.i jour services at a i*acc closclv n -.:! T.- your ability to establish i-ouitd : iupport. 1 thtek we must recognize that the manner t- which the *afetv center comes into being i - iv greatly influence the source of funds i - tuupi'tng. If it springs from a long i ,;Mi*Ve*I academic program, the developf nt* ;r:t a safety center mil have certain -.I-;.,rt -haractrnsncs. It the center is the outcome ot an institute type pr -yrani, than financing will natundly follow a some what different pattern. Hie afcly renter may be the oli-<prtmr the marriage Iw-twevn the program in already established di-ciplines or avademiv program*. Again, the financial t*I:m of the new satety center, tlcmandcd and cnoiun^ml by the people of a state may be provided with a combination of legislated fund*. Ftimlamctually, the financing problems may be processed through hundreds o! variations (u meet the v-arv-ing facets of the local, Mate, or rational need. From a practical point of view the financial support of a university safety center may be reduced to alKmt five rnnury methods which include: J06-? Xalienal Safety Congress Regular L'niverfity Budget--The most mbit plan of financing would be to provide the af*ty center financial support within the framework of the regular university an nual budget program, Titus each year * budget would be ".ubmitted, through regular university channel*, and the safety center ould enjov the stability and prestige of the university. B. Legislative Grants--Special legislative grants, provided on a continuing basis, through an established agency of the state government, whether the office i Super intendent of Public Instruction. Fire Mar shal's Office. Office of Traffic Safety, Motor Vehicle Bureau. State Highway Department >r others, can provide the funds to support a university safety center program. The major difficulty u to maintain a coordinated harmony between the participating flexibility and control of funds to operate as an independent unit. C Legislative Funds to State Schools-- The greatest stability* can occur when the legislature desire* to provide the proper itmrl* and include the safety center support mud* within the structure of the state school's legislative budget allowance. This tcuidative allotment should be granted as a mjular part of the total university budget and provide the division of the university that incorporates the safety center with a 4..tircc nf funds from which it can budget ih major costs. 1), Grants and Special Projects--A finan cial ha*e geared to industrial, business, inMir.incc or private grants to perform a cer tain safety task, either public or private can support a safety center in the formative years but leases much to he desired when planning a long range program, Cmrtrae. Mai agreements, usually established for one le-sr, may keep he safety center existence in jeopardy. In *e*kmtr fund*, the safety miter must always keep some autonomy. Fund* available may have to many condi tion* imposed upon the center that a choice must le made between acceptance or refusal. If acceptance of the funds are found to be <o restrictive as to take autonomy of ad ministration and operation atvnv from the center, they could be destructive to the over all center program. This is probably one ^reat advantage of a financial program which includes a majority of the center budget out ft University funds. E. Course Fees and Tuition--There is venous doubt that a course fee structure ran be devised that will adequately support a university safety center. The very nature of the safety course offerings and service4 demand* minimum level tees and from a practical point of view are m direct com petition with various federal trading agen cies that conduct statewide training or. a fee free basis. Fully realising the infancy of the safety center movement in this country it may be a little Immature to attempt to select the classic financial support pattern at this time. The very nature of the offerings of a uni versity safety center, ranging from ;e simple vocational type training plan, to {*. ctalixed short courses, to limited academe courses, to two-year associated degree plan*, to four-year academic degree programs, and to the offerings on a doctoral level make it mandatory that we gear the financial Nippon plan to. the services, education, and training offered The financial support plan of a untveriiy safety center should reflect the services to be offered and should be a combination of ill source* Uiwd around an established uni versity budget, ideally, the university safety center *hould aim for a balance of a* nu.ny oxirces as possible. It appear* that this would tend to form a workable lu for the entire program and the center would not be solely dependent upon a tingle source budget. Any program that is dependent upon a single or limited number of source* is in a precarious position. It mean* they must continually return to the snmc pur-c and compete with other functions and pro grams for the budget and also allocate much of their time to fund raising activities. Each segment of the safety center pr**i-ram may or could possibly be dependent ttpn a different ource or combination of income wurrrt- Financing research must be sought from industry, government or foundation*. Certainly we alt recognize that other benefits accrue from these grants for research beside the prestige which it lends to your total program. While one must account for the funds from the grant, it usually occurs that members of the research staff are borrowed from time to time ri-r limited use in other segments of a safety center program. In addition, the preliminary and pre-piiblishcd research results are ottrn If iV/iuwf *,i ( ..It,.,. t used in the icadennc and institute short 'nurse programs. Equipment furnished for research is often used in other areas and is finally inherited by the institution. Publications activities must also depend upon funds from grant* and/or a supporting ales marge for each publication as it is Attributed. Publications uwd m the dis.emulation of safm rrearch findings, meth*k and procedures are an important part "f each safely center. Field service mu*t financed through government grant*. Uni versity Public Service funds such as Land tirant Colleges, or through fee* charged for ihe*e field services If the safety center must rail upon the various disciplines of the university, there mut be budgeted funds to compensate staff and faculty members providing part-time nr true*! lecture assist;inec. Fundamentally, it mutt be remembered that the safety center financial plan will determine the practical limitation* of the fatety services. The safety center budget, which mav be looked upon as "fringe area" spending when compared to tund* allocated ?o undergraduate, graduate, and research will be faced with conflict and more than average competition for any university funds available. HOW TO HANDLE THE NEGATIVE ATTITUDE AND RESISTANCE OF FACULTY AND STAFF TOWARD THE DEVELOPMENT OF SAFETY CENTERS By AMOS E. NEYHART Director. Institute for Public Safety. Pennsylvania State University. University Park, Pa. We *11 know from past experience that jieuple in general are against something if hey are not fully m termed about it. We may expect a certain amount of resentment i>n the part of the faculty and staff when flic subject i.t safety center* i* first di* ;***d on a university campus. This it only natural because each individual has the feel ing that such a center could have an effect on his day-to-day academic life. Some people liate change. In an effort to counter act some of this anticipated resentment the following idea* are presented: I- Have the president of the university appoint an advisor)' committee to those revporivihlc for the operation of the safety venter. The members of this advijory com mittee should represent the various depart ments of the university that have a remote interest in accident prevention. This com mittee should meet regularly and the mem bers should have definite responsibilities assigned to them. Participation in committee activities helps to create an interest in accident prevention on the part of the com mittee members. 2, Prepare a del ailed write-up on the organization, administration, procedures and pray rams jer a >atety center for distribu tion to faculty and staff We base prepared three njch publications: -* ''History, organization, administration, procedures and programs of the tnstiute of public safety of Pennsylvania Mate University.`` b. ''The neeed riir a highway traffic safety center.'1 c. "Proposal, for the establishment of a highway traffic safety center at the Pennsylvania State University." Till* proposal was submitted to The Honor able David L. Lawrence, Governor of Pennsylvania, The purpose of such publications is to furnish detailed in formation on safety centers. 2. Send to members of the advisory com mittee information at special interest to them in their respective fields liut related to accident prevention. 4. Ask each member of the committee for information in his area, -urfi as physics, psychology, traffic engineering, highway en gineering, auto mechanics, etc. This asking for suggestions should be a continuing proc ess, 5. Do such an outstanding job with the l* W Mitlii imt S'li/ny Lntjrrsx its 11\ ttii's the wivtv renter <! -i.ili will rc'jicct it* vvnrk- funtliy hiwi *t all times the ciltHTittuiial v,due* and the improvement of attitudes itiv work of the safely center 7, l'>e scientifically documented facts to rt.irh the members of the advisory commit* tie ,tntl cittztm. Set up a gti commumca >< -v-u-tn la-twcctt the center and tfir-e whum vuu want to reach. Keep rveryl<od\ tttljy informed of development*. K. Utilize the serskes of specialists m the different college departments through grants <t funds from the budget of the center. Colleges and nmveritir* have out standing teacher- re^curcU <[-cci.i(t*t< on their staff#. Thc-e ""U and nmni can c.'iiiril.utr ti, (i,c work > the ct-nur MINIMUM ACTIVITY PROGRAM FOR COLLEGES AND UNIVERSITIES By LILLIAN C. SCHWENK Head, Teacher Preparation in Safety & Driver Education Iowa State University, Ames. Iowa There Iliii iifTT many !- oit nii.it .1 '*aiety einlcr" .`*liially in. It mu*! have it dcttnittun l- tt.re it van have identity, but It- drhmmm !<*' it* it necessarily re-uU in title a *uc!i. For example, my own vitua- Iowa .^tate University, by definition is i ienter, but only m activity, not m title. in an effort to revive the conflict between imply fir indefinite title* and untitled centers, Mr Tom ifal*. at an early 1901 meeting *i{ the f^ulicommiitce nn Program Purposes and Acttvitie*. w hich wa* studvinff the itinctti-ns anil specific activities of the Com* mitre *>n G-Ntsc and University Safety t`enter*, introduced a definition of % "safety enter" A **toy center is fought of aa nreiaiutioo. formed by a opilege or uimimty. which la dedicated teaeett.M pcevrfUIoo nd related field*. PunctiAnln* u a focal point for Ui* iMtttutton e resources, a safety copter ta 4 iimioon unit thot .eerree cetlec* unt university personnel, state and lo cal officials, business aad Industrial Interest* and the public at tffse. lt maJkes use of a staff of profesatonal safety speetalists and the sorrtees nt other units on and off campus to co ordinate and tmprnrr accident preven tion efforts. Aeticities related to a safety center Include safety course* rtinfereBree, rsoeareh projects, and public education procrams. It serres as a esntral pool for Iciforniauon on safety matters and makes available consultation serrlces on aeetdont pre vention problems. Many worthwhile safety activities can, .uid iF, uke place on oar campuses. Hear tier, careful study will show flat the mini- immt v--viiTtill- i'-r a >ciitcr' tall into four i.itcgorie*' I. There mu-t I*, an academic program m safety education, with credit hcin given tor the course* offered. i. There mu-t be an extension service program which will lake safety "io the |*uple." 5. There mu<t Im a research program, aimed at problem* peculiar to the field oi tafety. 4. There must be a system for the inter change oi information, both on the imme diate campus, and with other institution* urn! interested businesses or government .utc Dries. If and when the activities existing on ntt\ given campus meet these four baste requirernouj, then, and only then, does a safety center exist, t recommend that an inven tory or analysis of safety- activities be car ried on at all institutions of higher team ing. The informal!, i will prove invaluable in the evaluation of existing centers, ami in tiie formulation of plans for new ones. fn November, I960, being interested in the problem of developing a safety center. 1 prepared a safety program summary out line, somewhat similar tn the one used h> the National Safety Council earlier that same sear. The questionnaire was dis tributed to each of the offices on the catnpu* at Iowa State The results were astound- Srtivoi i>nd C`.l' nf. ccnce iX; there was an immediate 2 per cent return oi the terms. When these were tallied, it was found that much activity was actually taking place, and that even a non credit corretpondence course in safety {of which I hail been totally unaware) was (icing conducted by Engineering Extension! My eves were really opened. In spite oi the uct tiunt my entire career has been in tlie field oi -aletv -md that the varinu* lolirgc and lAH-n*:- < w-rvt-\-. wi.rk closely together, I learned much about my own campus, Needless to say, when the remit* were made known, others ic*s involved were .unaacd at the activity surrounding them. To summarize, any initial activity toward a safety center should be preceded hy a complete investigation of the existing facili ties and activities on the campus involved. Then, any evaluation and/or formative plans 4mulJ lw based on the (our minimum essen tial* already given. HOW TO DETERMINE STAFF AND BUDGET FOR SAFETY CENTERS By HERBERT J. STACK Program Associate. Center ior Safety Education, New York University, New York. N. Y, Most ot the center- that have worked .. 'atiMacti.riK ..wc mink their -ticvi-- <1 the enthuMwsm and determination >t >* li,-;ulvr Hr i* the one who works with fits iwxnatcs and convinces the college admini-iratnr* t<f the value *>i a safety cent-, r Tluiv, mon centers start with a limited (ip-eram with courses taught for the most (art by the lvdrr or director One factor that Ivas contributed much to the ov^xntza- tiott oi centers is the improvement in re quirement* for teacher certification. A num- l>cr of *tates now' require from 9 to 12 emestrr hours for the permanent cenmcate. rthicli means tliat die program could Hart oil with from four or five course* in the field of education alone. But the offering of four or five courses t- not cnoujrh to meet the needs and re quirements of a safety center, according to the drfinitirwis that have been adopted by mir committee. There are basically four type* nf vu*t> center*: (!) the teacher eilucatiiav (?) public and traffic safety, (d) rattic engineering and (4) the multi-por- l.*e center In fnxrit year*, more attention Iem civen t tfw Lx*t type. The dts- H1-: it t.J* > will he devntevl largely ' * . **! V iet.fr* * (eavtae m *tafiing is to make ,- . * iom other detxvrtmeuts - . ix .* fbw-, "urxs taiqzht xi ,'f'^e-m* fcbu/tiwme. mdu'trial de- p.irrnKJU. or oilier dcparinunt* are included n tlte center'* otteriog*. This would be .illnl the interdi*e(pfitvary abroach. Com mercial licet and trattie police ccxires could In- orferect in co'it-crntiwt with the extension `Sepanmcnt. Some center* make u-e of a number of part-time uistntctcir* lelccted from industries, invuriuce companies, traffic court magistrate*, and the like. For illustration, nearly all ui the IS in dustrial and traffic vviety cmir*es at the New York University Center are taught by part-time instructor.*. The motor vehicle fleet courses administered by the National Committee through tfimnsylvania State Uni versity utilize visiting or part-time instruc tors almost entirely. This is alto true of courses tor judges and prosecutors offered in cooperation vruh the American Bar Asso ciation, In addition, many centers make u*e of graduate fellows, especially for practice driving, the operation of range or drtvotrainer programs, for library work anti research activities. It U Altogether ruituntl, as the scope of the center's work increases, that the beat of these are eventually ap pointed as member* of the inti-tune staff. It cm readily lie seen that no hard and fast rule can be used in the selection of a staff. Much depends upon the site of the institution and the nature of the center's activities. Most centers utilize * combination of three methods flat lave been described. 21 Sotional Safety Congress l'if iw-cnty tears the writer hu had ocea-i`*u tn prepare the budget of the Center for Safety Education at New York Unsverwiy. Yet this experience will be helpful unit in a general way in discussing this problem S<t much depends upon the sue and the activities of the center. However, the following are items that might welt appear in any expense budget: I. Administration and instruction--In H-mc cases these would he separate; hut in mn-ct instances the administrator is also an iniructor. < a School of education courses th> Extension or off-eampm courses fc> Other course* (d> Summer session (may be separate) 2 Travel expenses ,1 Equipment and supplies I. Utuary a, Fellowships and scholarships 0, Printing and promotion 7, Telephone and telegraph $, Housing (sometimes charged against a department) 9, Mail and express 10. Research 11. Secretarial 12, Visual Aids (purchase or rental) Id Mimeographing (duplication) 14. Maintenance (often taken care <>t h> the university). These items would be further elaborated. Some would not be included. Many institu tions will also require an income budget. Others wiU insist upon a university "over- hca.r* item No /iuurc* can hr given in the hove, so much depends on the sue and nature ui the center. STEPS IN INITIATING A COLLEGE SAFETY CENTER Ur J. KARL DOSS Associate Director, Southwest Center for Safety, Oklahoma State University. Stillwater, Okie. You may not agree in Into with tlic iteps I will outline, as ft is difficult to determine which Step should succeed the oilier. Each college will have its own peculiarities and needs which would necessitate deviation from my particular patient ft ml} be obvious to you that some of these steps will have duplications and some wilt continue through' out this conceptual stage. Those of you who are the pioneers of safety centers should be commended for the work you have done. The "guiding tight" vc> have provided has made the task of Matting a new center much easier. At least, it has for those who helped organize the Southwest Center for Safety at Oklahoma State University. I have only the experi ences of this center tn use as a guide w developing the subject at hand. I, Ait Interfiled Indrvidmt(s )--In prob ing for a starting point it is reasonable to assume that tltcre must be an individual on the cullcgc campus who is aware of the tremendous toss tn lives and property due '* Accidents, one who is willing to devote hu time and energy- to initiate a safety cen ter and who believes more should be done to further the cause of safety education, l twheve this individual should be an admin istrator sueh as a dean, director, or of equivalent rank. His position will give sta tus to the proposed program. He should have had experience and/or knowledge of safety as one of the disciplines of education. t Itclieve this is a tactical point and is more important than having an individual whose dedicated purpose is safety education. A -pmalist in safety could well provide the inevitable barrier that would prevent or greatly hinder tlie development of a center. 2. Study of Existing College Safety Cen ter* -- These "guiding lights", that have proved the necessity for centers, can now serve as an example for new ones. A study 22 Stftuuf and Conference r v.vt.-tni't allege -atvt> centers will pro vide usetul guide lines for establishing a center; will prove urtui tn determining the '<<'pe ot operation; and will provide the in formation oecrstary far those who will inrtoence tiie establishment of a center. it tunds are available, travel to estab lished center-, tu a-cenam the scope and lutictir'n of a center will be very beneficial. If not. there i$ literature available on ceflier and tf additional information is needed I'CKt center- will cooperate to the tidiest. J, Informal Meetings--I liave placed this a* number 3, because at this stage of initi aling a center rateable information will have been collected. The initiator wit] be mr.re verwd ee centers and will be more ,'ouent ift hu efforts. if evxirx tiie meeting* will have begun ji the incipience oi the center, but until now -i<me of the objective* have bees nebulous. Hi**? meeting* -hoold be with personnel in indu.trv, business. public instruction, de partment* of public safety, safety council*, and other* who are actively engaged in safetv, These people will assist in determining the feasibility of a center and later may I* used as on advisory eomiwltee. A word of caution: Most of these people wilt em brace the idea oi a center which may lead to the thesis that all individuals will be as receptive. Thi* is not so. 1. On-Comfru ritii of a Consultant--The ti'ultaju should be someone from a na tional urgantrabon who can provide first hand uiiurrotion concerning centers. Jt w.uld al*o be an added advantage if this ituhant hu previously assisted in a pro gram on die campus. Ttus would serve u> reinforce the relationships already estab lished. since he will be familiar with cur rent program*. ? Obtaining Ofmiatta from Campus Ad- imnuSral-.'n--There arc many and varied ntcrHult dial cuuld be used to obtain the tnijR- >; camps* administrators in regard the imtutket of a cater. One tliat hu prove*! -occevvjui is >cbeduiuig a IS or 20- -tuTiufe with each dean, director and other administrators. Uulty one session per hour allow* ample flexibility of sciiedulmg to prevent late arrivals for an appointment aid to provide more time tor any emergen* . - -ttuattoa.. Die-e meeting* sh-xild serve to: 1. explain ihe Mica ui a renter; 2. obtain an opinion from the administrator; J. obtain names of those on the administrators staff who are engaged in or interested in safety education. The comulLuit is invaluable during tfiewH'siions. not only from tlie standpoint of hi exsriences, but by the added prestige it a representative from a national organ ization showing interest tn the development <A a college program. The results from these meeting* will in dicate the practicability of proceeding fur ther with the idea of a center. fi. Organization and Preparation /or Croup Meeting--Assuming the opinions oi the administrators are encouraging, the next -lep is to prepare lor a meeting with those < the campus who are interested in safety ictivities. The plans for a renter must now I* finalized and duplicated. The plan should explain; l. what the cen ter is; 2. why a center for safety; J. how and whom the center wiU serve; 4. the or* tfiuiixatioa nf the center; 5. financing the enter. Other duplicated material may show: t. other college safety center*; 2. sendees of fered by other college and university safety centers--a- credit course*, b. conference* uid short courses, c. a tew research topics, ii field services, e. national organizations in terested in safety, and f. information and material service; X other. J The Croup Steeling--This group will 1`uiisist of the personnel whom the adminis trators suggested as possibly being interested in some area of safety. Utmost preparation .uid precaution i* needed as part of this group could be very much on the defensive. Some would not welcome any new program wSiere diere is a possibility their budgets would be effected. Each phase uf the plan for tlie center diould be presented to tlie group and thor oughly discussed, It could be drawn how ifiry might serve a two-fold function in the center's operation: (l) by direct par ticipation in tlie activities of the center, and (2) by serving as an advisor to the center. Kmptiasis should be nude to the benefits they could recore if sueh a program is met with approval. , Report to the President of the Institu tion--A committee of three should meet wuh the president to present the results of the nn-ftmi; It i* d.uibutij anv college prcsj- lent wtntld disapprove *uch a vital disci pline ot education that has mn the gantlet tin* far. In Kttmmation, I might repeat, (hat be- litre anvthing new is imitated the approval of the admifiKtrative leaders i* needed or it will die in the pre-natal stage. Very few individuals relish the slicing of funds or i'"mpetttoa i again, developing rapport with established leaders on the campus is hictilv nnjxjnum. This paper wuulil l-e incomplete if l neg lected to mention *omc ot the individuals n ho piloted Oklahoma State University's Southwest Center for Safety through its in itial step* '(Kfial recognition should be invert tn Or .1 C PitreeraJd. Director of t 'nttirminv H.>luc:ttir>nl whr*- A<MiHir,u *t tons made the Center a reality; to Dr. f. Andrew Holley, Dean, College of Educa tion, who worked very <loly with Dr. Fitigerald and shared much of the responsi bility; to Dr. Robert W. MacVicar, Dean i Graduate School and Vice-president in Charge of Academic Affairs, who gave willingly of His time and counsel and; to Dr, Oliver S. Willham, President, who gave ins approval Recognition should also be given to those who encouraged the organisation They are: Lt, O. ft, Patterson, Coordinator of Traffic Safety Education, State Department of Pub lic Safety; Henry A. Vaughan, Director of Safety, Health, and Physical Education, State Department of Education, and H, O. Carlton, Educational Consultant, American* Automobile Aociation. THE GORDON C, GRAHAM MEMORIAL LECTURE Introduction by HARRY M. LODGE Supt. of Education, Illinois Conference of Seventh-Day Adventists. Brookfield, HI. t' linihrim w.i* i'hienco hoy. At the time <i Wnrld War f, though only in hiah <ehecif, l-e initial the Navy. After the war N tarted working his way through college \t tin. time hr suffered an octnipammal injury, s scald, which left him physically -carrcd for life. But what a wonderful -car that was for it rt him on lus life-long career of accident prevention Graduating from college. he entered indus try a- :i satciv engineer and worked with Rvewn Steel, Packard Motor Company ami the Detroit Industrial Safety Council. In 1028, 33 years ago. he became super visor of safety education in Detroit Public ?ehfxd. a position he held until his death. T1iee year* were interrupted in 1936 to J9J0 wlim he innfe a leave of absence to work a* a held representative for the Na tional Safety Council. Gordon seem* lo have lived, breathed ,ind radiated "safety.'' His list of contributions to volunteer work for the National Safety Council reads like a list of the Council School and College activities. He, wiih Alary May Wyman, called the first gr*mp f safety education supervisors geihvr and I'nundcd the Safety Educatiuu tpervisors Section; he was a charter mtmr nf the Standard Student Accident fportine Lommiticc, of Die Imhi Safely wnmittee of the American Vocational Aonion and the National Safely Council, and t actively worked with the Driver Edittion Section. He held the highest voluntr position in each of these groups ami rved in all of the intermediate positions, here was never a problem too large or 0 small for Gordon to give it his fnteltent and serious consideration. He repre* nled the School and College Conference the National Safety Council Board of irectors from 1952 until his death. Under his direction, provision for safety id safety education in the Detroit schools -ade great strides. He brought die schools 1 their greatest fame by introducing safety to the fob instructicn training for World >'ar It workers, which Was conducted by ie Detroit public schools as a public serv. e. For Congress 1051 Gordon tod a full hcdule, but just before leaving for Gri- igo, he was hospitalised by a stroke. When ; returned the following year, he was as VcAotif amt C"h*'ji' lull of life and plans, a* willing to help, .is he had ever been. His friends begged hi#n to slow- tJowrn but he was at his prime ,md there was so much work to be done. Lo** thjin a month after Congress, while tenuring a TV* antenna uri his home, he wn* struck again. Hi* devotion to safety, lu consideration tor others, wa so strong lint m the presence of death, he managed in ivctyc iiimselt on (lie rooi < h? did m*t f.ill. The Drtr*>it hremen, with whom he had worked so closely, came to rerrunc him from the roof. This second stroke * too much, and he died m a few hours on Thanksgiving Day, 1954, It U difficult lo put any personality into words. For a personality such as Gordon's, my attempt lias been most inadequate. I urge you to do as I did. Talk wtt/i the old timers and you will agree with me that tenon for safetv, is the only wav to prop* erlv memorialize dtif *,iietv pioneer. GROWN - UP SAFETY--OR THE SECOND RARREL (The Gordon C. Graham Memorial Lecture 1 By RAYMOND S. MOORE President. Southwestern Union College, Keene. Texas Viju haw rt-knf me m talk u- ant w'-** hut `-.ii.w-n *Lire -peak -ii 'nat. That i* wi-.v l rr:u freon to him t*.r vncidifagemvnt h`*>r said. "He sh wink- ihr eye oily. tmMe. Intt ne wt* boMlv repruve* make- pence," fl'rov. 10:110 KSVM There -r.n- U things ihat we Itave been wiftin^ ,.t ( ion* and now face boMK. "Vlitunt*,'' sa\# Webster n hi* hr it limmtton, is "due car* <r ci.nideration; deliberateness.'' We hurry to admit that no human is cnraplrtely mature. It seems w though in this dynamic era nearly everyone bas sotnethine tr* 1mm about safety. Nearly all are lakiny r*-k*. and many of them getting vaught; Whether the five-year-old on his new Xmas roller skates, the novice on his rirst ski slope, the plump and over-corseted luwnger overtrusting die quality of her stays, or the retired, inmratrd oklster out* rodding the leenstgrr i the city freeway. We have witnessed accidents si all of these areas during the past year. & let us re member all ages when we demand maturity in safely. Tt* get down to points, the way of many of lit with safety education these days ts like a little boy's tirtt experience with a double-barreled shot gun. He saueanMs re ceives such a jolt shooting the first barrel that he forgets about the second barrel And the duck gets away. W> Ml do a lot of -hnnitns '*iT on *.n'ci* U\hmqUi`i and stjcnc- time* fw-vnme n prtnempied with them that enr forget about rlir second barrel, the prin k ipU$, And, inasmuch as principles are banc to technology, no wnc vi ill Itave a mature -atetv program until he gives them eorrt- meflMirate emphasis, cnersy. and llimiglit. 1 do not ay that the barrel i* .ilway* overlooked, Chi the contrary l be lieve that safety education shows signs of growing up, A document oi the Illinois office of ill Superintendent of Public In struction. entitled "The Challenge of Safety Education," i* an encouraging example. As f turn its pages, ,1 note its concern for plan ning (pp. 19, 26, 42), for the building of sound attitudes and controlled emotions (pp. SS and 63), for top physical and mental health (f*. 26), for a sense of responsibility Ip. 40), for respect for other persons and for thrif properly (p. 42>, for respect for authority, the de*ir* to serve others, and to develop seU-dUcipline and self-control (p. 54). These, ladies and gentleman, f believe are the bases for maturity tn sau'ety educa tion. I like one sentence pscitcuixrly: "Safely is way of life and not just another sub ject . . (p. 18). Let us add: "Safety maturity is the tetflrs* *y of life, ft ts fol lowing the Golden Rule.'* These are from the seccod barrel--the concern tor principle. Note bow the principles of planning. A .(fi.iiiu/ Sitjt'i? CvH'irf.ir re|-v%'i, service. urxi *elt-con1rcil fit tin.. 4 I'Dmiwin picture - The ettr teacher 11 -e* late ut the morning because of a Sale tarty the night before and grabs a bite 4* '* run* tor school- Tired and half-fed, it tfmi i< u all (he student* are trying to ;et him duwn. He gripe* to the student.* about (kiss much teachers (vase \o pm up with ior "h* little pciy." and mutters tlwt he wishes lie had taken a job m industry. They wish y*K too. Tlii* nv*ji u a bad safety nk. The kids take off in disgust and spread hot-rod rubber on half the comers of the town. They have to air out their nerve* where--before returning to depressing inenc* wliere at ka<t half of the families are divined by death or divorce. This teacher i. immature and any safety program in tolling him will to * degree be immature. i'u the extent that a person's life brushes iguinst iIkimf of hi* fellows is he responsible tor their safety, Even a safety officer in the act of developing mature habits can be i *afrty risk if he is not thoughtful of others--making allowances for them, in Iluitui a few Mflllv ago i heard a Massarhu>ett. Mate jatrdman explain his with drawal stmptonts a* lie went through the excellent new "Five-day Plan" to quit smok ing On the fourth day. after be had passed In. <riu*. |>e confessed, "1 was so irritated irstcrday tltat i handed nut more citations th;ui any day in my life." I was orlightcd that be succeeded in selfI'iintroi in wmoluitg, but i wonder about his victims tliat fell by the way. The person mature in *ai'cty. whether he be professor >>r (won. chairman or clerk, is the one who t thoughtful of others, unselfish at home. **n tlie iughway. in the classroom. on the playground. He is great in his humility. But may have a lot of searching to do to (imi Mtdi a man. In 1931 Dr. James T. Fisher, dean of America'* psychiatrists, published his book. \ Few Buttons Missing'* (Lippincett 1951 >. < hie of these buttons was the lost humility modem man. He wrote: "The great trou ble with modem man, in my honest opinion, i* the untortunate fact that he has forgotten humility1 He has `gone Hollywood.' He enituons himself as the unquestioned star of life'* drama, with all the wrorld a stage. Hie tun was created to dramatize his glory. .Ui'i the surs arc but footlights added for pecial effect. The 'leaser things of creatior ife but insignificant prop* to be used an cn*t aside** "Even within the human body." he adds, ihere sometimes appear certain type? of .ells concerned only with their own pro*l*ritv and the reproduction ut their own kind They conquer and destroy' the other cells in a reckless program of exploitation, with no regard for the benefit of the body ,is a whole. If allowed to go unchecked they may kill, and eventually they perish themselves ,imid the host they have dr vtroyed." "Such cell* we call cawenwiK. Medical '.rience is striving today to find a way to control them, and undoubtedly a way wilt lie found. And if man is to continue hi* reckless exploitation of the earth and of all the things Upon it, then undoubtedly a way will be found to control him also. But it shouldn't be necessary to wait a thousand years for the cure. Simple humility shout*' be within the grasp of any who wilt make the effort to reach for it. . . .** Now selfishness is a very broad word. It* windows of meaning are many. Take thoughtiesmtu, for example. As the offspring .t selfishness, it i* a oncer, living to kill. On campus perhaps the number one ex hibit of thoughtlessness is the absent-minded professor. So busy w he at hi* own Imlr world tltat he forgets that aU-impomm greeting, smile, or nod of recognition which is always cherisited by studait as he wrestle* with the perplexities of fus times. You knov. as well as I that this quaint pedagogue, (hi* lofty professor, has more than once stirred resentment in the hearts of his student r. whose attitude becomes a "collegc-bedamned'* fixation. And such attitudes arc neither healthy, safe, nor mature They will be reflected in vandalism on e*mpu. reck less driving on the highway, or one of hundred other risks But there is a cure tor the metastasis ot this cancer. It is the Golden Rule, the spirit of the Good Samaritan. Furthermore, the thoughtful educator, the one who has a real consent for others--far beyond the demands of hb salary check--realizes that he U not (wily accountable for xuhai he already know/ about safety, but also tor all the information available to him. If he does not accept this '"School and Ctileve Conference ,riounUhilit>, he is hardly mature. For ex ample, 1 believe with French Branntgan that 1 The fact that a potentially disastrous situa tion has survived for a long term of years `c-sn be attributed solely to the fact that all three wheels on the slot machine have not (alien into line." (The NtnniieUe and Psui.teol Reviese. June '61.) This selfishness is a vine with many branches. But e1f is always the root. When the plant is cut off from the roots of self and grafted on a tree rooted in love, humihtv, and concern for others, many of our present su'ety risks will fall away. Si we must attack this problem plant at it* roots. Clipping away at its branches only -trengthens it and scatters its seed. To get tn the roots usually requires digging--into <*ir tie principles, our own philosophy of life. And this in turn often demands sacri fice--the giving up of cherished habits and '(rvedoms.* Caught up a we are in the pressures of iiu* habit today, some of these "freedom*" ;ru> at firq heating appear trivial. So 1 mu*t n*k a reputatuxt as a purveyor of rmia. Fur example, if 1 a* an educator recog nize < as science iias shown and as safety educators are finding out) that taking tran quilizers, or drinking substantial amounts of roffee or nf rob drinks, will hamper my alertness white driving m> car. 1 am not an adult in safer* if | continue by precept ..r example to negate my itriormanon. Or if t should imbibe ot spirits with the knowl edge tiiat I might l< even remotely involved with any thing mechanical -- not to mention human--I am hardly mature. These conclu sions have serious nrtpficaikms for educators, they who stand before oar children day by day. '` Even though modem developmental psy chology swears generally to the contrary, children, in a sense, are little adults. They certainly try to be like them. A generation if adults which only believes and does only what it wants to believe ami do win breed a generation which does the same. As a prima illustration for today. I ask you to consider the present international concern about cigarettes. The health and safety of the world It actually at slake. In terms of heart disease and lung cancer the evidence that they are killer* is overwhelm ing ''ict because we per.-onaltv iave not actually seen or felt a heart attack or lung operation, we take blind comfort in the word that tobacco researchers are "studying the matter, * and we smoke on. 1* this mature thinkingI* thi,* integrit* ; I a`k you, "I* it safe;" And since children want to be grownup, tnr>--their idea ot ma turity--they naturally want to do the omc. And they do. For this reason, a* mans a.* tf0-&5 per cent m some junior and senior high school classes in the public school* of our nation are smokers today. Now what do you think nf the future of a nation with this kind ot thinking, a na tion whose teachers are otteu employes! tn educate against smoking while they are ad dicted themselves1 Can we afford this? Is it safe? Mature? \ nation is great only* a* long as it is honest with itself. We could wed take a lesson from England. Denmark, .md other European nations which Have Te rentiy initiated measures to place nicotine addiction in its proper perspective. Lest you think my concern with this issue a mere fetish, safety-wise let me ask you to investigate the course in aviation roedin ine given to our air force physicians at it concerns tobacco, coffee, and aleohoL Ask the Space Agency why seven heavy-smoking pilots became seven non-smoking astronauts, and why coffee is not included in their space diet, Ask the Harvard researchers which found tliat students who smoked iust before c xAininatsons averaged substantially lower in ihrir marks lhart those who abstained. Teachers and administrators who will per mit advertising for liquor and tobacco in their college arid university literature or on the walls of their stadia arc educators of a kind: They* are traffickers in the lives nf their students, educating them against some of the soundest precepts of health and safety. And, in my opinion, have much to learn about the second barrel. When T was first employed as a teacher and administrator in the public scnools of Southern California, our superintendent re minded his faculty'of its obligation to teach hr example as well as by precept. One of Ins closest specifications was on smoking, for in that state the teacher was required to spend a certain amount of time each year in education against alcohol and narcotics, huhiding tobacco. After World War II \ .it -'..it . oui/rcss hr I Ixrcnme `upcrintcndent of the same -din4 nn, iif oi iht (richer! looked ,ii me a* x<tic(hinp oi an odd ball for even alluding lo (he fact of example If there i* anything that throw* a young l<rv*n, it it inconsistency in an adult: There i* the preacher who piously stands at the pulpit and enjoins us to obey the law of tiod just jiefore he goe* out on the highway .mil flaunt* the laws of man. This is so s-ertou< tulay that 1 understand the clergy constitute one of our poorest insurance risks. And to the teen-ager who eats his dust, that clergy cross ntt the Ihtle round bumper shield liccomes a *ym!ml of hypocrisy. There is also the teetotaler who invests hi distillery cer tificates or the non-smoker who carefully Iwords Ins blue-chip tobacco stocks, profiting <*) the addiction of hts fellow' men. Especially ts consistency and example im portant for those of us in leadership posi tion*, One picture of a famous man and woman, thoughtlessly water skiing without die standard life belt, can undo more water -afety education in a moment tlian we can repair in years. One cigarette or beer en dorsement by a baseball hero or a movie star, tor a price, can sell down the river a thousand dearly-taught classroom lessons. We will always have our recaps and re appraisals of avoidable accidents, just as we will always have to conduct hopeful funerals for suicides. Hut if we are to prevent fu ture accidents and insure better national Width, we must learn to strengthen the ('(limitation* of safety education. We must Irurn to think of others, to sacrifice present pleasures for future benefits in the service of our people. We must use the second bar rel if we expect to knock down those safety mks. We lave moved so far away from the IKK bdly stove and twelve-inch steps into tlw era of central healing and the air-conintoned escalator that we seem to have been deceived into thinking that technology ha* all but taken the place of principle, of pressing a button instead of examining the UiStc why* of our lives, ft is hardly mature thinking to neglect the second barrel. The day of reckoning always comes, and some times a moment must teach a lesson which tlie years never learned. Only lad year in Vow York City a group <>' m filled on automatic elevator to capacity and the doors were ci<mg when irom llu outside a great pudgy hand reached for the rubber cushion on the doors edge. The elevator doors obediently reopened and a towering man of immense girth iitcralU forced 20 stomachs to pull m--a remarkable achievement in mass calisthenics--while all of us, too courteous to think of our safetv protested in silence. A moment later we rued our hypocrisy, for the elevator halted with a groan between floors and wouldn't move up or down. Un fortunately, there was no air-conditioning m that elevator and within seconds the seed* of panic were sown. We pushed the emer gency button, but there was no answer. And we were without excuse for the instniaioti plate clearly stated, "Capacity, 13 passengm." We discovered a plate which wc might remove and get some air. but no one had a screw driver in his pocket or purs*. Passengers started to faint, but could not fall; we were too crowded. Finally, and fortunately, a couple of us found a way of pushing a loose cap off the top of the elevator and one of us climbed out to run for help. It could have ended differently: a plunge to the bottom, a heart attack or two, or lOTe deaths from suffocation. And it would have been our fault: the fruits of selfishnew, recklessness, and fa1<e courtesy. We winked at a ri'fe and caused trouble, when .1 little boldness certainly would have brought us peace. Early this year a Florida friend and I were caught in the early morning south bound traffic in Xapa, California on High way 29 as it stacked up behind a signal at First Street Now this intersection was lo cated out in the fields on the edge of town with no buildings to obstruct one's vision. There were broad, cleared rights-of-way. A substantial part of the traffic normally turned left at this intersection; but, although there was sufficient width for two south lanes on the highway and its paved shoulder, the highway was striped for only one Across the Intersection on our right sat a gold and white helmetcd state motorcycle officer with his left foot on the ground, and his right cocked up on the crash guard, waiting for business. Nevertheless, noting the cars flashing left-ium signals a!scad of us and the quarter-mile string pf traffic be- JJS School ami CW/r<it L "Hirrcncc fund, wc thought that we sWnild turn out to the right around the three preceding cars who were stopped from rheir left turns by northbound traffic, and lead the southbound traffic through. We figured it would relieve at least a hundred ulcer* m the early morn ing ruslt. Pulling out cautiously we ejed he officer, but received no protest--that is, until about sixty seconds later when he i'uilcii us over and gave u. hi* autograph. .Vow all this little drama is repeated thousands of times daily in one way or an other, an-: righteously so in most eases, par ticularly with California's fine corps of pa trolmen Rut here ts the angle I want you i<> get: As the husky officer inscribed that little piece of yellow paper, he had the thoughtlessness to say to us, "1 am assigned ,u this intersection every morning for such people as you. We have manv accidents here." We were as meek as limbs, because hat is the better part of valor on such a battlefield, and techr.icalls we tvriv in the wrong. Hut we did dare to inquire, "Hal ihe Highway Department ever thought about lewnttng out a left turn lane there"''* His tufty--and thoughtless--answer was, "You'll have to a-k them; that's none of my bust- ne** " :-j <m through the years, unless someone in California hears about this, the taxpayer* ill continue to support a motorcycle officer .it that intersection, daily "correcting" a sit uation which could be prevented through the expenditure of less tlian a month's take-home jiay. To say the least, that officer was hlra-rlf an accident hazard, and (he -iluation contributed In no wav to tlte development .<( better attitudes, courtesy, or self-control. 1 say that this is a violation of the Golden Rule. Contrast this with the picture I saw in Houston's Shamrock Hotel earlier this year when a group of happy junior high girls and fellows rushed up to the airline cowiter and dumped oat a coffee can full of pennies .tnd dimes. They were after a ticket for a Ixty who they wanted to return to Houston for homecoming (He had moved to a dis tant city). 1 asked them why. "Because he was always so thoughtful of every one," they said. "We want him to know that we are thinking of him." Perhaps we should go to the children to learn thoughtfulness and humility. We seem to think speed is progress. Rut uur pace is too fast these days. Unfortu nately, too few of us Americans have time for the Golden Rule--lor humility, tnr service, for self-control. Actually, it is not a new boat we need, nor necessarily a hoi*c on the lake, or a Mediterranean cruise. The great Dr. Fischer believes that "Five minute* of honest relaxation playing with a kitten and a piece of string can be a better therapy than a frantic trip around the work! in quest of health. But in the stepped-up tempo of modem life, it's amazing bow few feel they can afford to spend five minutes m *uch a trivial occupation," There are **me basic areas in which sc must challenge our teachers and our youth. N'ot plead wilh them. I say. but duilhn<jc them: 1. To realize that health (mental, physi cal, and moral) and safety are inseparable. 2. To seek the counsel of the older, care fully select those wiio shall be their exam ples, and to emulate those who are wise and he patient with those who are not. ,3. To team that a right attitude 1* more to be cherished than some great accomplishmenL A thoughtful, constructive point oi view lives through eternity; accomplishment becomes history. 4, To build self-discipline into their lives sacrificing present pleasures ior future bene fits. 3. To build self-respect by concern for others, fn other words . . . 6. To experiment with the Golden Rule-- tlte great principle of love for our tcllow men And there are some equally basic thing* w must do ourselves. {. Set an example in thoughtfulness: (a) Thoughtfulness of others and fb) Thought fulness ot principle over technology. 5. Accept accountability for what we should know* as well as what we do know. 3. Set an example in our physical and moral habits from day to day. 4. Boldly and fearlessly' face the material interests which are incorrigible leeches on the health, safety, and welfare of our na tion today. I speak of any manufacturer who manufactures and advertises products which undermine our personal or institutional health and safety. 29 ' I'.kI u|t tin* tnor.it tVarlvSMieM with tffyimic sanctumi- I-eave the winking to the weak. ft Rewtrrrct live Crolden Rule .inti apply it in .ill our campus affairs. N. { Where ih.n maturity in Safety t* ttnsurablv tied to and dependent upon our mii'Eritv mid imrt of mind--upon our men* mi liculili. and nttr mental health m tum iijmhi our concern for others. With Doctor FVhcr I would jay, "If you were to take the yum total oi all the authoritative articles ever written hy the most qualified of psy chologist* and psychiatrists on the subject id mental hygiene--if you were to combine thorn, ;ud refine them, and leave out the txcvxs verbiage--if you were to take the whole of the meat and none of the parsley, md if vou were to have these unadulterated Inis ot pure scientific knowledge concisely expressed by the most capable of living fxirt*, you Mould have an awkward and innimpletc summation of the Sermon on the Mount. And it would suffer immeasurably through comparison." What is the heart of the Sermon on the Mount > Vou will find it in the seventh tiKiptcr ns St. Matthew; "Therefore, alt things whatsoever ye would that men should do to >ou, do >e i-ven so to them . . (Matthew /;12). Tint, my friends, is the Golden Rule. It is unselfishness, is tltoughtfulness Integrity. It is the lasis of all maturity in safety. The maturity we have in our school ami ...lieges will be ibe maturity we will have in industry and government, for our schools -rt the standards. Vou may he the *Iieke-t Iearlier or ad ministrator in the business--smoother than . oiorti.'Kin in ,<Hir dealing- Milh -tuiJem*. tomtits, aud teachers. But if deep down in ?i<Jr you are not happy in service for others, you are a safety risk. Personal peace =what we need, and we cannot give it if we haven't got it. 1 think that Christ Had the answer--given in both Old Testament and New--when He enjoined us to "bind up the brokenhearted, to proclaim liberty to the captives, and tin opening of the prison to them that arc hound ... to comfort all that mourn , , to give . . . beauty for ashes, the oii of joy tor mourning" and to "visit the tatherle** mid widow* in their affliction." (Isa. 61 :l-3t .lames 127), 1 would stake everything I Itad on ruch a person a a top safety risk. Our youth will rise to this challenge if we will lead them: If we thh<c our preaching through and practice whs, we preach. A* educators, we can preach seat belts for cars and fire drill* for sclioolrooms; we can push lemyerance for freeway tipplers, and we cut urge divorce from lady nicotine to avoid lung cancer and heart disease; we can prescribe tighten rules (or athletic field anti hop; but, a* long u you ami ! are willing to substitute rationale for reason and im pulse for integrity in our own lives. t are less than adolescents in safety. Only when we are ready to face up to tlte Golden Rule and the great unselfish prin ciples of life which measure by it and u> experiment with them; only when by delib erate self-control and weU-lltought example, we are willing to make the personal and institutional sacrifices which will make pre cept sound, will we find the road of tnatumi in health and safety. 1 say, let's give the aim ri-k mure ammunition from the ** md barret. SAFETY OF SCHOOL PERSONNEL Pucujjioh : . IVatter, Recorder: The main points of the ilt*ctiiioti were: I (iood administration is very necessary. An advisory committee for safety diixtld be organized on the district level, t \ reponinK system with prop, r follow- k) up it essential. 4. Coordination help* to improve the >atetv program 3. Education of personnel via group con tact is a valuable tool tor safety. 0 The involvement of local doctors ;md nurses is an untapped source of help. Vc/iatd ami Cftls/u' Ccnisreiift' SAFETY AND PHYSICAL FITNESS By CHARLES PETER YOST Chairman. Department of Safety Education, West Virginia State University, Morgantown, W. Va. IMiX'iiM tituci.* ha* lung hern an objective -t -outuS program* uf plii-k.il education. In times of ctucrgkiic> (VSgrid War l. World War II, Korean Conflict), physical fitnes* invariably gets more attention than during peace time. The fe.-tth* ot administering titc ICtaus-Webcr test to European and Amen* Min children aroused a great deal of interest m the physical fitness ot American Youth. The AAHPER Youth Fitness Test has brought attention to physical fitness. The I'rt-'ident s C ouncil on Youth I-unet lias encouraged more vigorous activities on the |urt ot American youth. The increasing interest in fitness has brought about more safety problem* (irampoltning, for ex ample). The President's Council on Youth Fitness is stressing safet) in its forthcoming *>ld Book," which deals with a compre hensive program of physical education, and health and safety education m scIkmjI*. Tlte (SOO-yit run-walk (an item in the A\HPER Test) was questioned from a afety standpoint . . ie-, hoys and girls participating in the event without previous M<p.diitumng and willrout a physical examina tion. Tlte AAHPER Test should be used a* - irirt of a well nnindcd physical edu- i-ation program. The te-t should not be ali*vd hy uiini it solely a* 4 bans lor grading or marking. Health Appraisal of Youth tnu*t be a continuing thing. Wc lived protective equipment in sport* activittv*. We mud prove to .uimmutrutors that adequate protective equipment t* necessary and well worth, the costs involved. Inter locking rubber seem* to be the bed surface ior uc under playground equipment. Swings, iam stride* (moving apparatus) seem ,to the most liararikms tv pcs of apparatus. Wc need to have more and better Icadcrdnp in preventing the accidents which occur m sports activities. Teachers and super visors must constantly look for unsafe beliavior and correct it immediately. We need to teach skills which children are capable mi doing. Parents need to assume more re.(onstbility tor the safety ot their children, fwhool accidents receive wide publicity; yet home accidents occur more frequently to children. The element of danger is inherent m manv things we do. Children must be helped to make wise choices; thev, as well as adults, must have a desire to live safely in whatever they do. INDUSTRY'S METHODS OF TACKLING OFF-THE-JOR INJURIES Br Q. W. GOODE Supervisor, Industrial Safety International Harvester Co., Chicago l have been asked to talk about what industry is doing to help control off-the-job miunes. Perhaps you will get some ideas which you can apply off-the-job or out* of.jcliool safety. First. 1 would like to paint a verbal pic ture oi what has happened since the safety movement started, ikt you know, accident prevention in the United States started xUnit the turn oi the century and was mostly confined to industry. This was be..-ause industry, at that time, had such a high injur}' rate. Until then, we had no planned or organised safety program of any real importance. U was not until labor, gov ernment, and industry cooperated in esub- 31 h-ltinsj laws. v,*i`cty itlandanU, amt ilt-viics n llii* end ilint we i>egan to $re a chance. \ point m emphasize here is that this a.is toOG--horse and buggy day*. There a;< very little me of eleetrtctv outside ol <t>*li*try. There were no highspeed autrmobil**, no jet airplanes nor power lawnmowers nor electric appliances--none ol the modern machine* and device* so commonly mwilvcd in accidents today. It would be intcrc-ting to know what off-tbe-job acci dents were tike in those days. You could, of cnnr*, have been kicked by a mule, drowned m a well or run down by one of those new* uncled trolley that had begun to replace the tx>r* car. But industry imd the power, <hc mills, the cranes, and machines that injured and killed. While ) was unable to obtain oit-ihe-job rates for this period, I Intlieve this to be the situation then: at the turn at" the century accidents were fantas tically high m Industry, with off-the-job aceidents at a much lower rate But let's took at the picture now. We have come a Ions way in accident preven tion in industry. Though we arc not yet foment with uuf accomplishments, we can make one positive statement about than dial is highly significant. Today's industrial cinntayce i* safer at work than he it any where else. For proof you need only to look at the published national figures. What has happened, that, to nuke it safer jt work than away from work? Perhaps he answer fie* in uur abundant use of cicctncity outside oi industry, in highspeed auto mobiles, jet airplanes, (tower lawnmower*. electric appliances and tools, etc. Such things a- shew which have become so much a part >i our live* and our high standard of living arc nJa prominent factors In our accident otatiftic*. Why should industry be concerned about uijum; to employees olT-thc-job? First, we Americans place the value of human Hie ifn/ve evrrv thing eise. Perhaps T lost the race to le rise fir-t (* put a man Into space ln'rativ we inuted on making absolutely mre of the astronaut's safety. Secondly, m'lU companies today recognize general safety promotion as cate of their many cine responsibilities in the communities in which they operate. In the third place, it just makes sense for these firms to be inter* erd in off-the-job safety. After all, we do wluu we ran to protect our employees at work. Why dtuuld ur vnnccnt cud at quirting time? Fourthly, injuries suffered by employees--on or oft the job--affect our companies both directly and indirectly through absenteeism, need for replacement training, loss m production. ,\nd out-oiiwjcket medical co<i through tntirance pro grams. Most companies now have liberal accident and sickness insurance programs, together with life insurance programs. The employer bears all, or a large portion, of this insur ance cost and the trend is toward even more liberal benefits which means additional costs to employers. This Is quite a sizable entry *n the operating expense column. And in today's profit squeeze, you have to sell approximately $25 worth of goods or serv ices for every dollar spent on medical and disability' premiums if you expect to keep your accounting ink black. So a reduction of off-the.job, a well as on-the-joH, injuries to employees will directly reduce the accident cost. , For all of these reasons, most companichave an understandable interest not only in families, but, in tliat of the general public as well. tn industry, management has direct control of the safety ot employees on the job. But while these same employees are away front the job, we have no such direct control. Management can, if need be. command that the employee work safelv by threat of dis ciplinary action, though it would do so onlv reluctantly. Further, management can guard the machines and establish the practices and procedures for accomplishing a task. In contrast to this, an employer has no control over the employee's actions nor over the conditions under which he conducts himself when he is away from h work place. To be perfectly frank, industry's only approach to successful off-the-job safety promotion has to He in the realm ot safety educalioo and persuasion. We lack the power if government to legislate safety rules and regulations. But while this power may re duce accidents, it doesn't stop them. Many communities, for instance, have ordinances against smoking in bed, yet we read of people being burned to death because they were doing just that Industry's approach is aimed at molding the minds of its people into thinking and acting safely 24 hours a day. We have found no clear, sure-firr 12 Sthool uni CoUeye Conference Glutton to (lie problem of off-the-job in juries, But we are convinced we can reduce the size of the problem by helping our people in acquire safety habits that will earn- over into their live* away from work. There you have a thumbnail sketch of the I'foblem which industry faces m reducing `tf-the-iob injuries, I am almost certain the problem is a universal one. I hesitate to mention some of the things v.hich industry is doing In the area of offifie-joh safay because (heir effectiveness u difficult--often impossible--to measure. Perhaps the one single endeavor, which is gaining more and more national attention and acceptance and is also sponsored bv a number of national and local organizations, i* promotion of the use of automobile seat l*Hv <`lt course, this vs a somewhat nega tive approach to preventing motor vehicle injuries, and falls tn the category' of first .nd* fire equipment, ami combatting alco- ployee (hulking about safety, the more likely the employee will be tq conduct himself safely. Therefore, we are inclined to dig down deep for new ideas of getting safety messages across. Fur instance, a letter on vafety over the big boss's `ignature cart get wmt attention. This device ran lose its effectiveness, however, ti used too often. The same thing ran be -aid about such other techniques as the following: 1. Direct mailing ot eotorful earteum pamphlets. They are available on just about jny general or specific safety subject. The National Safety Council produces an assort ment of them. 2 Safety message insert* in the em ployees' pay envelopes. 5 Direct mailing or `itrty materials printed in a "secret" ink which becomes visible when soaked in water or heated. In satisfying his curiosity about the "itsrel message,'* the recipient gets ihe raids mes sage, in spite of himself. Sidl. it t* pretty much an accepted fact skit, white they don't prevent accidents, seat belt* do *ave lives. In fact, the National Safety Council says 5,000 lives could be `sved annually if seat belt* were worn by all motor-vehicle occupants. Many companies have encouraged their employees to use seat belts and have ar ranged for rmpfovee* to purchase belts at a discount- some have secured the coopera tion oi local automobile dealers and service Nation operators to install the belts at a nominal price The installation problem has i**n a drawback to sates all along. Now lutomome manufacturers are required by law lo provide the floor mounting in new ,chicles. This has made installation much urnpler-and more economical with a result ant increase in acceptance. I mipht add that the place* where seat 5-elts have met greatest acceptance are those where a well-planned promotional program has preceded the actual sale*. incidentally, a promotional program of this kind is an excellent project for an organization such as the P.f.A, We in industry believe that tlie safely t raining of employees while on the job will be of benefit and use to them off the job, and that the safety attitude will likewise extend into off-the-job area*. Many of us inrheve dint the more you can keep an em Various other means arc used to stimulate safety-consciousness in wises and children of employees by: 1. Conducting an essay contest for chil dren. Usually a subject is chosen that will prompt the child to draw information from his parents. 2, Conducting a children's safety poster contest, divided, of couve, in several age groups. A slogan contest for the whole family to think about can also be effective. .1 Conducting a safety telephone quiz. This involves calling into the tames at ran dom on a weekly basis to we if the em ployee has told his family the weekly safety message posted at the plant. A nominal prize is given when someone in the family can "play back" the gtrt of the safety mes sage. 4. Similarly, one operation pi.tjs safety hingo. The safety message with the bingo number must be conveyed by the employee to hi* family. Frizes are offered the bingo w inner, but the game ends and must start anew when an accident occurs, 5. An improved version of saiety bingo, and one which creates much more sate* ty awareness on the part of the family, is the use of the automatic telephone message repeater. To obtain the bingo number for the day or week, the participant must dial a certain telephone number, listen to the 3J tvt>2 XattotnU Safety Cangrcts safety message, ,md then hear the bingo number. The message* can be changed as iraiucntiy as desired and operates commitUUid*. Souse companies have successfully high lighted employe* safety by including it in; t Company and community publications. S 'killful writer can inject safety intn many Kt-ncral interes* items subtly and effectively. .1 Company-sponsored picnics and outdoor nmetion*. 1 A Safety Carnival, with exhibit* and demonstrations, to build community good will along with interest in off-the-job safety. J. Sponsoring annually the National Ve nule Safely Clteck of employees* automo biles. There are many and varied approaches to -aiety awareness on the part of employees and their families. Some are very broad. >hile > diers max cuier a er> -i urct. I Fur instance, cne eonqanx kcaiwc e tablished a "Oo-lt-Youneli lufonnatKxt In hrarv'* and finds many of it* people birr mu ljok* or appropriate araeJes ttor undertaking do-it->uurseif projects 2, Many operations have film librarie- which contain the blest safety films. Thev are available for showings at efubs. socials civic and fraternal gatherings of employee* These are some of the general things whirl industry is doing lo promote off-tbe-jnh rafetv. Some will work in one location, while not in others. Perhaps I have given you some ideas about what you can do !< promote off-the-job safety in your fiefcL But one thing U certain: success is ' automatic or guaranteed. It wilt come o*ih .is the result of an imaginative, diversified, and highly publicized safety program. OUT-OF-SCHOOL SAFETY iRobert C- Mfrriuutn, /<*,, miV* This discussion fnlhnvcd Mr (inode1* prcfcntation: Question: Du sou tit safety iiimmiution in the program as h rebtes to a specific problem or as In the gencml accident problem ? Answer: Both ways. For example fire pre vention week is publicized. Also as a result <*f a specific injury, sjiecific safety informa tion is disseminated. Question: How is accident rate figured '.n-llwr-job? Anm'tr; Industrial rates are figured for 1.000,000 man hours. Hates are figured both in terms of frequency; and in terms of ycverity, judged by lost-time. Student accidents rates, both school-jurisfictional and non-school jurisdictional, are figured in terms of 100,000 student days. Elementary school teachers have the higltm frequency of on-the-job accidents ac cording lo studies in specific places. Question: Do people object to the stogan ami subsequent phone cal) with prize? Answer: Not at all. Trading stamp* given i..r ii.> ,n iiiei'i* Is-*- i*-vii verv effective. Th* uicplnK- repeater ha* been found very u*eml It co-t* $12.50 for the machine and J4 00 fur cull line f the message per tirmih The "-et-ref* me-age* are si*. > -tfo*1ivr. ritiri/h'it.* Have ihe-c nietliods lwen rffevfive in reducing nff-the-joh accident* i. employee* ` . Iwtut; Keduciiun rare is liard to judge >ii the term* of any one activitiy. Question: What ts the accident ratio of n-the-job accidents to off-(he-job avi ( dent.* ? Ansz%er: In regard to deaths the ratio t* 2 oil-the-job to one on-the-job; to injuries ? nff-the-job to 6 on-the-job. Question: Where do m<Ht off-the-job aerident* happen? Answer: In frequency, home 2* first, u-ttl public, including recreation, second and traffic a close third. Comment: It has been found in play ground supervision where many activitie* are in progress there are dead spots. A solu tion has been to have several stationary SchmJ unU l'< //<7.' c i-nitrenei' .<q>.-riiTor* tod several supervisors who :n;ira arm to ln>k for potential accident matton*. C intent; Tlw FTA dewed a list of ;iiety nile* which it matted out to alt tarcnt<. Question: In addition to the humanitarian .inI educational aspects, what benefits does tin* cbool receive from trying to stop offthe-tnb accidents to its pupils ? .fujnxvr,- 1.. Prevents retardation of pupil (*caue rd work lost when he was out of .ifinol for injury. Reduce* drop-outa for the same reason. Develops in the students the attitude fiat -afe living "Everywhere, all the lime" important. i \ <wn<>u< widen! to a child mav keep > M-t of the family off-the-job with re* , i:.,,> vexveric |- to the family ami con , `tit imertermcv with the child** edura- Enaltc* ifie choo! to keep its safety itra curriculum up to date. t> Prevents toss in state aid where such i- ha*t on average daily membership. " Trarhrr injury necessitates the hiring ub-utuics, which even though die school :t.nct may incur no financial Ion, result* n .. learning loss to the student*. VMot i* dotw m other cummu Mr- * rrrltir*- i.uf-nf irfirfij accidents with out putting an additional burden on the teachers? Suggestions: I'TA activities ihrcctly to PTA members H.vfio and TV prnyram*; A parent-education program run by the PTA which is co-ordinated with the instruc tion of the children m theschool; Service activity ior the Student Safetv Council. Question: How sympathetic are the school principals to these programs. Answer: Very. Question: How can the parents of pre school children he reached? .-fnjTtrr; Through the PTA, if older children are in school. It is the parents of first children that are hard to reach. Mas* media and PTA activities leading to orienta tion of new parents can be helpful. Question: ts anything being done relative to orf-lhe-job saiety instruction of custodial Half and rchnol clerks? Answer: l. Inspection of personal car* accomplished by co-operative effort of police, chool shop foreman from garage, and lately supervisor. 2. Encouragement of staff to go through annual car-ciieck run by community. J. Three-day conference for cuundtan* uttered by college imhidcd -airly loth on md Mil the K.b STEPS TO MATURITY IN VISION FOR SAFETY By ROBERT C. SNELLER, O. D. Chairman, Committee on Motorist Vision and Highway Safety, American Optometnc Association, Hairings, Neb. fur the ln*t 25 years we in optometry uitivcU worked nr rccoguition fi the real importance of vision in highway safe ty, Mthough there have been bright spots the wax. fur the most part virion and it* pan in the driving task has either l>ecn completely overlooked or given but brief .-ind cursory acknowledgement. Recently1 nianv people have become inter-ici in vision and the driving task, From.time anion* thn*e expressing new interest t* the l'ni*e,l Stale* (Kwemnieni. While it 'a- Ivcn a very r.i(i*fumr <\)cricnce tu iv fi t* rcvpmtiiti vome about I foresee .rave pr-tjkms ahead tilled with frustran..n. failure, and eventually condemnation irnlc** tin* new mteret and tlie studies -vhich result ir>,m it are based upon a real' i-tic and acrurnte underqandtng oi the process of visit**. Wliat's |>a*t * prologue. We must itv'nme mure mnlttre and sopiu-ticated in ouf 35 Wilt-iuii {'ntuirfjt mutiTMamiitu; and interpretation of vision, l.ei'* drop ilw? antiquated, oversimplified vlic/ic* which fikeri (fie eye to a camera and 'leal vi-itli ibis very complex sense in terms lust one of its components. Cone too nttiM be (he popular public concept which has placed 20/20 acuity on a pedestal and wurdiip*' this as the ultimate expression t iK-rtcct vi'Hrti. \ true under -.'sailing of vi-tuti, as a tunett'in m the brant, must be utilized in order tr< place proper vaJues on ilu* mo*t precious ol man's senses. I would like at tliu time to lumnarite briefly the under-landing of the visual proct*** so iiimlamenUt to any real appreciation i>t the part vitot* plays not only m highwj* safety but also to our daily lives, We are k<m witlt only the parts nectsfor the process ,,f vision. Using these Mrt i\.rr-tl> ti give meaning to our vi* ddv environment is learned day by div if.Kmjtli growth. ile\eh'(Hiient and c.xpcrinwt, Vi ion begin* in the eyes as a result of images formed by reflected light from ob iter* at which we look. However, even be fore this the eye must he pointed exactly in the proper direction and focused exactly t<<r the rigid distance. Pointing or turning of the eves ts accomplished by six muscles mached to each eye. The eyes are sep arated by hone and there is no muscular ('imeetton lietween them. The art of turnmu the evc* it governed by the body's vol untary nervous system FocuMng of the eyes i- rontrolleil lit tlte imnlmiUtry nervous \Wwii. binocular (two-eyed) vwon requires tiiat iIh- ttvo nervous sv-tenis work perfectly lordlier ( properly align and focus the vje#, W'lierr messages from the brain to the mtmrle* *f the eyes, by means of these two iiervou* systems, hove brought about the !>rn|>cr mu*culnr res|>on$e and thus aligned and focused the eyes, images are formed upon the rear surfaces of the eyes. Light lorming these images releases surges of nerve energy which, by means of the optic nerve, enter the brain. Upon reaching the brain, information carried by* these bursts Mi nerve energy must first run the gamut i experience. Unless you have seen an ob ject before, h will June either incomplete r no meaning for >:ni. K\|ierienre i* mode up of information -mcll and sight), gathered and stored in tlte brain in a compartment termed memory When we *ee an object, n is the memon of past experience which tells us how we should react. The purpose of seeing is to feed information into the brain, thus en larging our experience and better enabling ii* to cope with and survive in our environ ment. To l>e reliable, incoming tniormatH<n nuM be provided by a property organized, adjusted and coordinated eye system. Wt team to see, day by day. through growth, development and experience. We learn to see just as we team to walk and talk. NVe utilize all of our <eme in learn ing to see and in formulating the visual ex periences upon which we will ha*? our judgment and reactions oi the future. Alter we arc but a few years okt, w know fri.ru seeing an orange that tc is round, /cm, sweet and good to eat. ft is in thi* way that vision enables us to reach out into tinworld and iuuidle with eyesight the many things we cannot reach with our hand;.. On the basis of this concept of vision it is not difficult to understand why the wontvision, intelligence, seeing, understanding, judgment and comprehension have come t<< lie used almost interchangeably. For exam ple, the statement that a person has good vision may be interpreted as meaning he has great understanding, is iughlv intel ligent, is shrewd and capable of antieipatinw future developments or -imply has excellent acuity. Saying someone is blind would ap pear to suggest dial he has no eye-fight. l*itt applied to a baseball umpire, it mat a*-" indicate that his judgment is poor. The in ter-diangeable nature ol the above word- idue tu the close relationship between v*-i n and intelligence in the brain. About K.> t-r rent of wliat we tarn is gained bv mean* oi our vision. While the process oi vision starts in the eyes, it is only through jimjwr direction by the brain tiiat we see. Thinking of vision in the manner just de scribed makes it possible to realize I- w difficult it is statistically to correlate W* one aspect of vision with a record of jerformance. A driver from one driving en vironment may become involved In numer ous accidents as a result of attempting handle problems with which he ha* not la*! sufficient visual experience and therefore has no* developed the ense of ludgmn.i from all the senses (taste, touch, branny. 3ft Si /too/ and L nitf/c t > m, iic e-afv io safely cope with them. His ,i*itv mav be superior and yet his pertorm..ii-c mienihfe. ( nver-ely, some individuals possessing `.iiher low levels of acuity are able to dem-H-trate afe operation under certain, set . ircum-tance*. 1 recall a study conducted Hof *o long ago in California the results < t which indicated a correlation between accident* and vision (T believe only one af<ert of vision was used) of test than l per cent. One could conclude from these remits th*t it is possible to drive blind folded and to do so safely. This instance t- cited only to joint out bow vitally im- jMirtant it is to deal with the sense of vision a- an entire process rather than in terms "i one or more visual abilities or skills. At this point I would like to discuss the vt-tial abilities important to the driving task ;in<l some of the factors which influence them. Please bear in mind that although Mtly a single skill or ability is bong dis>-u*ed at a given time; we are `till dealing with the entire visual process. Fifst of atl we should clarify the matter < acuity and this "mysterious" business of -W2Q. Visual acuity may be defined as the (viwer to clearly see and discriminate the itetails and contour of a given object, ft is Li*cd uptxi the ability to resolve a minimum .i-al angle of one minute of arc, A num!*r *<( charts have been devised to determine .cuity. the be*t known and most commonly 'i-cd being (he Snellen Cliart. This chart a- devised some years ago Jt utilises l*hu-k letters on a white background. The letter* *uhtcmi an angle of 3 minutes and the width of the lines forming the letters a* well as the spaces between the parts subtend ,ingles of. one minute when viewed at the proper distance. An individual who can read at 20 feet tlte tetters he should see at that di-tance is said to have 20/20 acuity. If he t-an read only those letters He should be .tide to read at fid feet, his acuity is re corded a* 20/60. The numerator designates tt *t distance and the denominator indicates level of performance. One of the principal drawbacks to use a the Snellen Chart l* the fact that some Inters are more eaiK rectitmiaed fluui filler*, L being the cx-fiest anti R the most hmvult. Meanliness, lighting, test distance *i*J t*t environment uImi influence perlurmance. Visual acmtv is utilized in driving fur detecting and identifying objects in the traf fic seme, seeing far enough ahead of the vehicle to detect the need for a given ac tion in time to act upon the information, interpretation of signs sufficiently tar m advance to safely execute the directum* con. tamed thereon, in distance judgment ami slid background, and freedom from the tensum, strain and fatigue which mav accom- l*ny low level* of performance. Strong those factors which may adversely affect the level of acuity are age. *pet-iL darkne-s. inclement w-eathcr, disease and injury. Stereopsis is the binocular (two-eyl) ap. preciation of * ree dimension* of parc. It i* dependent upon viewing an object from two different angles at the same time (tin- i* possible as a result of the esc* lieinu approximately 1%A inches apart) and an awareness of the sensations produce*! in the eye muscles from turning and focu-iae (the proprioceptive sensations of accommodation and convergence). Only binocular individ ual* can experience stereopsts. The effec tiveness of stereepsis at distance in exce** <ii approximately 1000 fee* is minimal ami we rely mostly upc distance judgment in determining separation of object* or dis tance to them beyond this point. Distance judgment is the ahilitx to de termine the distance separating two or more object*, it is possible for some monocular (one-eyed) individuals to successfully dem onstrate this ability, as it is based upon cur* which are present for all to sec and utilize. Although some monocular drivers can dem onstrate a surprisingly accurate degree of distance judgment, xt should lx? |iinie<i out tiiat factors such as darkness. hav> rain, snow or fog, which eliminate many of the cues to distance judgment force the driver ti rely more heavily upon jtefeop*i*. There fore, it is apparent that sterei*t'*i> U a high ly desirabJe adjunct to a driver's visual abilities. Distance judgment is u*cd in overtaking and passing, stopping, parking and maneuv ering near other vehicles. Dtereopsts, when present, U used for those evaluations of dis tance and separation oecuring closer to the vehicle and when cues to distance judgment have been eliminated by factor* such as thiKC previously mcntionct). The accuracy of distance judgment and/or streopsis may be lessened by such things S? Saiiotial Safety Crntgrcte *% low level* of acuity in one or bolh eyes, larkncs' or atmospheric condition* which dtirunatr visual cue* to distance judgment, pcerl. vibration ot the vehicle* and binocular problem* which under stress or faturue result m suppre-sion of the vision of y<tie etc Side-virion {the ability to see gross form and mutton tu the sides while looking iraight ahead) U utilized in maneuvering near oilier vehicles and detecting the pres ence or approach of objects or vehicles from the 4des. Darkness, speed, disease and in jury are the factors most commonly caus ing u reduction in this visual ability. Ventral and lateral phoms and fusion Iwve hem grouped together because of the wcptunwHy close relationship between them. Katinn is the combining (hi the brain) of the retinal images from each eye into a "iigle. 3-duncnston*f, colored "picture". In order for tills combining (fusion) to occur* the etc must be so positioned that oorre!'mdinpr points on each retina are simuttimcnuIv stimulated *> phoria is a measurement ot the amount the eyes turn in, out, up or down as they relate to each other. If the eves turn in ward, cophom is present Exophoria is turning outward and hyperphoria is turn ing upward of one eye in relationship to the other. When any of these conditions are present to a significant degree, they may interfere/or prohibit the simultaneous stimulation *( corresponding retinal points and tint* prevent fusion (binocular vision) nr make it difficult. Difficulty in maintain ing fuilr.n may stem not only from high phoria* but also from large differences in the refractive errors of the two eyes, pos ture, disease, injury, poorly or improperly adjusted glasses, and uncorrected visual problems. Our principal concern regarding iusionai difficulties is that when a driver with a prob lem of this fort becomes fatigued or loses some of the stimulation necessary for him to maintain fution, he becomes monocular. This often occurs without his awareness and thus lie jeopardizes Himself as well as others, for lie may not be sufficiently ex perienced in :i i nonocular visual evaluation of liia environment (<> operate efficiently or safely, Color perception is a visual ability most authorities tend to minimize with regard to its imturUnce in driving, f kn.*w <>i o> research which has indicated that poor col or sense is responsible for accident*, bin that should not necessarily be es>nclu>tir The appreciation of contrast between object* and background is important to how- well we see and how quickly an object is located and identified. In this respect a good sen-c of color discrimination may be more im portant than we realize, (t U an ability which should be investigated, if only u> make the person with poor color percetpion aware of Uus deficiency and thus exerevr additional caution. Sight vision is a subject upon which tm could speak tor many itours. The brier treatment it will receive here is not in run n intended to demean its significance Indeed this enuid costly be the entire sub ject of a future presentation. There arc -o many different facets to this subject that 1 will touch upon only a few highlight* which I feel are the most significant lo you. Darkncu causes several aspects of vision to lose a significant degree of efficiency. Acuity is poorer due to tower light levels, inadequate distribution ot the small amount available light and the almost complete (ark ot contrast between object and background Some individuals display a condition called night myopia in which the eves actually require a nearsighted correction in order to achieve liest acuity. It has also been determined that the visual fields are suhstimitalfy smaller. One investigator (Wcsl**i J reports the night driving field of virion measures only 5* x 8*. The accuracy of dis tance judgment and slereopsis i* lessened due to elimination of many of the cue* u|mmi which these abilities depend. Visual problems such as aniseikonia (un equal size or shape of retinal images), an isometropia, (unequal refractive state of the tw* eyes), and high vertical or lateral pltuHas are more apt to be troublesome due to the loss of sufficient peripheral stimulation to maintain fusion. The use of light* at night brings about problems of adaptation to fluctuating light levels, glare resistance and recover)', undesirable reflections and yksrr off of unclean windshields, and Utc imwt*c attempt of many to eliminate the discomfort ot bright headlights by the u-c mI time*) lenses. Is is more difficult to use the eyes pru|>- School and Cullcpe Conference <;rh wiicii timing at ttiglu due tu the >hurtvned eemg distance ahead. The problem of driver fatigue is increased by darkness be cause greater ctfort is expended in gaining necessary visual information and more al ertness i* required t*> properly interpret this .utormatum. Dr. Oscar \V- Richards, a re.c;irch biologist lias very concisely summed up the subject with this statement, "From the biological viewpoint, humans driving ut night are working at a task for which they arc poorly equipped." It ts hoped that this presentation has been useful in clearing up some erroneous eon*'P<s, enhancing your knowledge of the -ubieet, and contributing to the education imparted to future students of driver edisrntion. PSYCHOLOGICAL PREPAREDNESS FOR DISASTER By DR. JOHN R. ADAMS Coordinator of Undergraduate Psychiatry, Northwestern University, Chicago. III. h i- wu my jHir|n-e tu be nvented with *w-twy teeUmctd iu-pect* ui minimuinr *i-k- in.ni hre, tirm, or then from the j.tnitty nr a themv.-nuclear holncatut. I '..I'tMl t-einw to ih-eu** mauer*. <( *atetv Mwmecnnif. nor the -pecine jirogfiim* ni-* needed in * particular area The philosophical considerations of such a pm- .ram i$ also hevond the purview ..{ ihi* paper. There ts, however an important area, with n-*u both technical and philosophical, that l *hatl discus* It I* technical because it * i>ad on knowledge lliat lias been learned d^-ut the functioning of the human person ally. ll may deserve tw he considered plnl- M.pliical through helping sou. in your work, apply these principle*. In consiilering the waiter psychological preparedness fur <It-i*tcr, we tend to think in terms of groups. M.f we seek to avert or minimize panic and the compound casualties that result when l-ainc occurs. Vet, in a very real sense, b*4ter and panic are individual matters. It is a* individuals that we experience h*ter Each personas reaction at a time -f crisis is an individual thing and it is (he preparation of the individual that can prevent panic of the group. If we focus *ur view on the individual, we will sec that preparation for coping with a caiasiru;4ne event of major proportions is not 'tiiKi.tmcittally dillerent (ruin preparation tu znjeqtiiUrty with any situation of pon-nttal danger to I he individual alone. What i- t<> tie *aid then applies to all safety educa- The p->*hwtnl i* roneemed with the tunetinning of the human personality. He i- concerned with assisting the development ' r the regaining of efficient and effective lunctionirig of a personality whose jntrgraimn has been, to some degree, disrupted in reaction so some stressful or threatening vent A threat may, in one context, be viewed a* a psychological stress with which the individual max or may not he able to leal adequately. A threat, in another con text. may represent an existing or potential n*k to the individual's physical well-being, .safety education and mental hygiene have a jfrat deal hi common. We can ennonciate principle*. FSr*t, wc cannot effectively prepare for nr deal with i threat unless something of the nature of that threat or danger is known, Much of the PVtchiatrist's work consist* of efforts to help his patients comprehend the nature ot their psychological conflicts. When the prob lem is understood, it becomes possible to do -omething about solving it intelligently. Sim ilarly, if panic is to be averted, if an indi vidual i* to art with prudence at a time of crisis, he muit Have knowledge with which operate. Yet knowledge alone is not enough. We .ill have a great deal of knowledge that we don't utilize. Knowledge of an unpleasant t.ri, awareness of something that might be ihrKitctiing, ik often dealt with by being put mil of mind. There is u psychological term, repression, tor the inherent function which acts to screen unpleasant things from omscious awareness. The purpose of this >t|/l>M*f '.llriy r rwirtst (unction i* to reduce the psycltologtcal dis comfort known as anxiety. This is a Rood thing, up to a point, for none of us could function very effectively if our minds were continually deluged with every conceivable worry or fear. When this psychological mechanism op erates to excess, however, the very knowl edge necessary for salving a problem, the very elements essential for understanding a situation, are often blocked and shut off from effective utilization. In this circum-taiier. the unconsciously operating mecha nism, m seeking to avoid actually handicaps the individual. This is character* i*tic neurotic behavior jnllerns. From lliU we define our second principle, familiarity. Since mir concern is teaching principles i( safety, and since we have specified psy chological preparation for disaster as an extension of this, it is dearly not enough to make a young person aware of more possible threats to his security. That level of knowledge could fall victim to repression. Threats do produce anxiety, an excess of anxiety is a barrier to effective action. Neurotic symptoms are unhealthy devices a person may develop 10 reduce the pain of anxiety. We label them neurotic because they are not constructively effectual and because they reduce rather than enhance an individual's capacities to function. By making something familiar, by redttring the element of mystery, by bring forthright and matter of fact, one iv in fact applying an important principle of mental hygiene. One is taking a vital step to insure that knowledge becomes a toed for dealing with a threat, that it be comes a useful aid to constructive action. Earlier 1 stated that the psychiatrist, in working with his patient, strives to help the person to understand his nature, so that he ran do something about hi* problems and conflict*, important a* the first two prin ciple* are, they are still comparable to only this one aspect of psychiatric treatment If he is truly to get well, the patient with the neurotic symptom must do more than under stand the origin of the symptom. He must find effective, non-neurotic ways of resolving his emotional conflict* and of supplanting symptoms with effective behavior. Similarly for the prejiaredness we are iiraming, the individual must have a guide (or action. This is the third principle When a wise physiaan has to tell a patient ar unpleasant diagnosis, cancer for example, ! Iocs so in a straightforward manner, and. as quickly as possible, moves to considera tion of what may be done to alleviate the situation. Tn the best sense of the phrase, he emphasises that which is positive. Thu is a necessary aspect of mental hygiene; all of us. as tndtvithals. do react to threat* and stresses and develop anxiety. Our aim is to develop a guide fur action that will be an appropriate r**pjfise to tin threat, and n deal with anxiety in a health* manner. Theoretically, even usde-s action might |rtlly serve the psyebok*5ical need to do something. Indeed, panic may hr viewed as an effort to escape anxiety, but tike the neurotic symptom, it is ineffectual and potentially dangerous. Effective doing involves purposeful organisation. It involve*. those qualities of mental organisation and judgment, often referred to as self disci pline. Psychological preparedness requires the same self-contained discipline. For this re*cm repeated rehearsals, such as regular fire drills, arc far more than a mechanical ex ercise. They represent a teaching device aimed at building a disciplined and effective fattens of response to a threat. Because >t is effective positive aetkm that is being reIwarsed, the drill ha* it* vital psychological aspects. Panic represents a kind of psycho logical collapse in response to overwhelming anxiety. Random disorganised behavior re sult*. Psychological preparedness with some thing specific to do, prevents such co1Up*c The fourth principle we might caff ade quacy. Just a* a building is no more sec-m than its found*don, so no program, nr though it embrace* the three principle* * ready defined, will truly serve its tonct;>t unless it meets the requirement* of t5 fourth principle. The safety engineer, "* school superintendent and the safety cfr visor might each think of adequacy tr*<~ a number of view points. Whether or n* the capacity of stairways and exit dw-rpermits rapid evacuation of a building cer tainly deals with adequacy but 1 was think ing of U from a slightly different an*!- To be sure, adequacy dues require mev ban. cal adequacy; if this is inherently bwhtau in any safety plan, the children will tikth be the first to discern it. I't tmti CoMrat Ctinjrrtnee "rtouinev* I* another facet of this, for *-r rhtfd must be taught what i, and what c- i**r, in be taken seriously. If, for ex ample, fire drills are desultory thing* prac ticed once in a while in a slipshod manner, the child is going to respond in kind. He ti going to be desultory too. This has a two-fold nsk. Beyond the inadequacy of -liu'ter preparation, there U the further rt*k tliat a child made aware of a threat, l*tt not adequately strengthened by serious practice, will give tree rein to his anxieties. \t best, something serious would be shrugged if as a way of dodging the fear. At worst, the anxieties aroused might be dealt with m wavs unhealthy for the total personality. \ei another facet of adequecy might be termed completeness. The average child, 1 m sure, think* of fire as something danirrou* becau-e it burns. Does he know that were there to lie a fire in his school, his . Eassrooin might become untenable long beit.re any flames were near the door.' If mil, he is nut adequately prepared. The program is ti adequate and psychologically an area of vulnerability has been left open, I have been categorical in ihe ennunriation >{ these principles because they arc not points of psychological controversy. They may well relate to point* of emotional troversy. Vou have probably had expertpure* with parent* and oilier* who were, ihcinsclvcs, reacting emotionally to the image ot a threat or sire**. This leads to one final consideration. I stated earlier that the same principles apply to group preparedness * apply to the individual case. At the same time, the school population is a unit of the community; preparedness at the school level will inevitably fall shy of its goal if it is out ot harmony with the thinking and the attitudes of the whole community. \aive adult endorsement is important, not only because negative, hostile and uncoopera tive parental atutudes can unfortunately aboiage an otherwise good program, but because, at the same time such attitudes would tend to create a vitiation of unfortuimle (.-motional conflict in the mind* of the children involved. Where public education t* necessary tu rah* to insure the support n( a afety program, tlve educational pro gram will need to embrace the principle* already spelled out for ps>etiological pre paredness : to make known the need: to re peat this; to dramatize it (to sell it if you will), so that it wilt not be repressed through anxiety-reaction. This is essential prepara tion for the intelligent consideration of the answers, the method* and the technique* of dt-a-ter preparedness. FALLOUT SHELTERS PRO AND CON PRO By ANTON W, PERNE Coordinator for Civil Defense, Adult Education, Illinois Education for Survival Program, Springfield. III. "1 he f-i-t*. st;m*tics intr.rmatiun and opiniiu.t I will present arc iho-e tlutt lave -en gleaned from the opinion*, assertions ,t finding* ui scientm* in the field, the rcidem of the Vnited State*. Secretary of I `erenje. Assistant Secretary of Defense-- 1 rwe of Civil Defense, and other* eonsid"*td to be authorities. We are living in a unclear age, which -ii be termed an age of peril. Few people lelieve ihat a nuclear war t* likely, but it it ;.ml wilt continue to be an ever-present thrvut to our way of life for many year* to come Therefore, regardless of how re mote the possibility, every avenue that will eliminate or minimize the loss of life and property must be carefully considered for i-uch a possible eventuality. The technological and psychosocial change* whieh are characteristic of tins age are (larged with hazard* and danger*. Our immediate problem i the problem of stir- 41 r. uifi'ty L,\irjrfjj *ial. Ui`ikim dictate* that when changing i-Mnditiun* threaten mtr way of life, further I'Ujimje* mut he brought about to counter the Hazard* ;nrf dangers introduced *o that m> ran letter cnje with the complexities of he new era into which we emerged- Cur rent changes of conditions direct a new threat against each individual, rmr nation, ind Western civilisation, including all those values which we so highly cherish: life aid liberty. Living form*, as well as nations in *se* j*t, that failed to understand, or were uiuM to dance with changing conditions, ;-n`hcd. That will be our fate unless w-e 0-4* meet the dtallenge. t'rrliap* the best start to meet the chatl.-rrc would be to dispel two wide-spread j|-c a--umptions concerning the radiation 4-uigrr after a nuclear detonation: (1) that it>rre iv nu protection against radio-activity. t `> that fallout remains lethal indefinitely. In an all-out present-day nuclear war, our n,itir,n will face a threat to surival never i :iccd hv any nation before l True, two bombs were dropped over Hiroshima and Nagasaki, |Kit these were mere fire crackers compared to the weapons that can be unleashed upon -i nation today. However, in spite of the ^wevirne and terrible pictures of the impact of a nuclear homb detonation upon our l>pulation that have been fed to our imagi nations, there ts no justification for the Iwlief that the day of doom has arrived for all, that there is no future. Those who h.tve made plans foe action will survive---of Kind a good dance to do so. It must be remembered that our target areas occupy *.nly five per cent of our land area and o main 30 per cent of our population. In any nuclear war, we will have the detonation of nuclear weapons. Front the detonation of each nuclear bomb we will tune a release of tlte following; Knersy in the form of blast.. .50per cent Energy in the form of heat.... 35 per cent En*rg>- in the form of radiation ........................................ ISpercrtn (initial 3 per cent residual 10 per cent! There is no "pat solution"1 fur survival or for protection iron* a major thermo nuclear attack. The Russians believe that diey can survive such a war- Khrushchev lias stated that if they should lose fortv million people, the war would be te tlwn twice as bad for them as World War II. 1 have stated that there is no panacea for protection from a major thermo-nuclear attack. This stems from the fact that thenare so many variables. Among the vari ables are; 1. The size of the weapon detonated. 2. The nature of the bomb. J, The height at which the Immb L detonated. 4. The nature of the targets. 3. Accuracy of the delivery equipment & Direction of the wind. ?. Weather conditions. ft. Kind of terrain. <?. Time of the year. 10, Tout size of attack. 11. Length of the war. Under present conditions, a single blow ctmld cost us -ff' per cent of our industrial facilities, and without any protective meas ures, 39 per cent of our population. Takimt all these variables into consideration, destruc tion would not be universal, nor would it he evenly distributed, in fact some area* would be practically unaffected; while, on tite other hand, some would be completely destroyed. Defenses against conventional weapons still present new problems although we have ample precedents ax guidelines: * it is no small wonder that we do not luivc all the solutions for the effects of nuclear weapons. Roughly here is what we misfit expect from ground detonations: Bomb Size if.T. 5 10-30 5 3**- 5 f Zone A C id iS-Sd E> 42 fo?Dwmar Dead Area of Complete Destruction Building* must be demolUht* Building* mutt be vacated te repair tsrs Building can be repeired while occupied 3% 11% S0% Into D I Air bunts beat--million degreea/Blast--wind*) Scluml ami i'imferencf hi fi<r,uioii hv Tc-t on hniwetok atoll the fireball measured JG miles. There was total dcMructiutt within a radius of three imicv The area oi heav> damage extended trom three to seven miles. There was light damage trom seven to ten miles from the point fit detonation. A smalt island was iompleieiy obliterated. The crater created was 173 feet deep and extended over a tittle across Frum thux fact* we can readily -re that if the *niv problems to be con tended with were blast and heat, survival wulil be extremely difficult. However, fall*'Ul would suit present Uc gravest problem tor those who would be fortunate enough i turvive the blast and heat. Fallout has its origin m the fission chain reaction that triggers a nuclear blast. In a detonation where the fireball does not touch the ground, i cry much like that which re-uits from weapon tests and which we refer to as air bursts, the fission products formed hv ?uch bums first vaporize, then condense ax extremely fine particles that me high into tite stratosphere and travel with the winds at very high levels. These remain in the atmosphere for long periods of time and, except for the very longitvcd isotopes Mich as *tromium-9Q, decay before they return to the earth's Htrface. They arc scattered over so widespread an area that they raise the radioactivity only -lightly at any given point. The effects of at; bursts, such as in testing and also in <;<- of a large number of bursts during a unclear attack, would not likely produce any immediate ill effects; only the future would tel! the harmful effects produced by our (tody's absorption of these through plants and foods. The real threat to survival comes from surface bursts. These produce local fallout. Local fallout is much quicker to take effect and is much more dangerous. When a nuclear bomb is detonated and the fireball louche* the ground we refer to it as a surface burst. As tite fireball rises to form the mushroom cloud, tltousands of tons of debris are sucked up along its stem. Much oi this debris is vaporized and become* radioactive as the result of being impreg nated with the nultuaciivc material of which the bocnb was constructed About 80 per ;rot of these fission products would come Kick to earth in a matter of hours and would be carried downwind over hundreds of M|iKire miles. The larger particles would probably descend during the first hour or ~o and would fall at or near the point of detonation. The other 20 per cent of the fission prod ucts would rise into the stratosphere as world-wide fallout. The amount of fallout that would be created would be in direct proportion to the amount of material ex ploded. The only way to determine tite radi ation level at any given point is to measure it locally. This is done by monitors using survey meters, commonly referred to as geiger counter*. Fallout particles emit three kinds of radi ation--Alpha, Beta and Ciamma. The fatter is of major importance Alpha rays can be stopped by a sheet oi paper or by an inch oi air. They will produce harmful effects to the body as a result of ingestion or in halation. Beta ray can 1# slopped by ten feet of air or a sheet ot aluminum foil. Gamma radiation is like the X-ray and is measured in die same units--roentgens per hour. An instrument which is commonly known as a dosimeter is used to determine the radiation dose to which one has been exposal. It is worn much tike a fountain lcn. Because fallout does nut remain lethal forever, it is a problem tlut can be man aged. As of the moment, distance and shielding arc the best protective measure against harm from fallout. Since there ts little likelihood that we would know of any area which would serve as a place to move the population on short notice in a limited amount oi time; the natural conclusion i> that we must have access to a shielded location for protection from the deadly radioactive rays which would follow a nu clear attack. To assure survival, there are basic facts tint we must learn. Thu am be done ti well just take the time to do ft. Protecekm trom fallout enn be attained withoui placing an impossible burden upon our na tion. It will mn a change in our way of doing things and perhaps even a change in uur way of living, which may not be popu lar, and may be extremely difficult at times. Hut it can be done, and In this particular instance, must be done if we are to survive. Mrs. Khrushchev, on her risit to the United States in answer to i question re- 43 S'1'-' Xuti'jmil Stiffly Cnrtrjrets yarding shelters staled that these were un* Known iti Russia. This is contrary to (acts disclosed before a Congressional Fact-find* tuts Committee by Leon Coure who made a study of Russian civil defense. H* in* formed the committee that Russia started her dvtl defense program immediately after World War II when her cities were being rebuilt. Examples: Wide streets and the limitations on the heights of buildings. Training courses: . 19x5*56 10 hours Class 1956*56 22 hours Training Program 1958-60 14 hours Training & Drill* 1960-6! 18 hours Total t 64 hours It was perhaps this preparation on the {art ut the Russian population that prompted Khrushchev to mate the following remark: ''A nuclear war will drive the capitalist's population into insanity. Only the people in communist countries wilt hold up well, lliey know* wliat to expect and are prepared for it." The mining program in Russia is compulsory for all between the ages of 16 and 65. So perhaps Mr. K, knows whereof he `peaks. We liavc training programs m America that would prepare us to face up to the problems at hand--no one is inter ested. We have better ways lo spend our leisure lime. Our government is not set up tu force us it* do anything against our will, even tliough it may mean our salvation. It has been determined that under exist ing circumstances and conditions, shielding holds the greatest hope for our survival against the danger from fallout from a nuclear attack. This will be true whether it be tn a home shelter or a public shelter, in a culvert or under a bridge--shielding i* (tic answer. Survival wilt not come on a silver platter: many of us will have to shift for ourselves; there are many things that the government cannot do for us. We will have to know what we must do under various circumstances and differing situa tions. For those people who will be at the point nf detonation there is no hope. The area that will be completely annihilated will de pend upon the size of the bomb. The farther away from the point of detonation, the better wilt be one's chance lor survival Ttie better constructed the shelter, the greater wilt be the protection (hat it will give us. It t quite a reflection on the American people and their sense of responsibility as we have noted in the past few years. Although they have been informed of the danger, they will do nothing for seif-protection, if left to their own motivation. The shelter program is an extension of our .safety program to another area of our lives which is the price we pay for living in the sttdear age. Shelters are just a measure of survival insurance. They will increase the chance of survival for those who have escaped the lethal blast and heat, tender certain circumstances they may save millions of lives from fallout even though tiiey were hundreds of miles away from the point of detonation. The difference between victory and defeat might well be ibe effort that Americans at all levels are willing to put forth for their own survival and would give reaffirmation to the statement made by President Kennedy in October 1961--'"We shall neither be red or dead, but alive and free," A shelter pro gram may also give Khrushchev a higher opinion of America's resolve not to submit to his blackmail. As long as we stand in our present state of nakedness it could, in the eyes of the aggressor, suggest that we are plain "sitting ducks." An expert has said: "An adequate shelter is a big undertaking: Many millions oi Americans cannot afford it--these must de pend oo public tfteJters." His estimate of the cost of an adequate shelter stocked with provisions and equipment foe a family of four would cost between three and five Uiousand dollars and would provide protec tion against fire, blast, and fallout. The question of the kind of a dicker is a perxooal one. The individual must make up his own mind based upon his own best understanding of the range of probability in a nuclear war and his own philosophy o< life. The choice of whether or not life will be worth living under conditions where the civilization as we know it today has ceased to exist is not for us to make. The obliga tion to continue life runs deeper than per sonal opinion. Our forbears made sacrifices as individuals and as a nation to give us Sthoot and College Conference Mir opportunity. It is our obligation to miure generations and to the future of our ii.iiiwi to stay alive as tong as possible and try to build a nation that will not make the mistakes leading to ihe tragedy of our generation. FALLOUT SHELTERS: CON By ROBERT CLELAND Vice Chairman, Chicago Committee for a Sane Nuclear Policy, Chicago, Ilk 1 should like to preface my remarks with }wr. nbervatK>n - I. I cannot Iw completely objective about ilie matter oj xhl -Ixhers, since I liave *ix children of m> own. four of them in the politic sctmoR I am, therefore, as concerned J" any normal parent aRut the protection of tin children in ca* ..f a nuclear attack, 2 1 HouStl not want to i* represented as ippewing all plan* for dua^ter preparedness in MdiooR i.r a- opposing the construction of mll-out -hdter*. It i* certainly possible to conceive of Mtuations in which the lives of many school children could be saved This is a decision that can only be nude by local Administrator* and hooi boards, after con -(deration of uch factors as expense, local .initudes, geographical considerations, and proximity to military targets. i now warn to go on and state my centra) diesis, that school shelters share the same deficiencies as home shelters and community `belters; generally speaking, they are useless m wartime, subversive---and 1 use that word .tdrisedly--in peacetime, and quite likely to precipitate the very conflict they are supl-oscd to protect us against. Let me take these three points one at a time, and see if S ran satisfy you as to what 1 mean. First, tise charge that they are largely nseless in wartime. "The Past is PrologueStudy the Past." Excellent advice, if we are iesigning seat belts or industrial safe guards. We have plenty of experience with autos and machines. But haw do you study and prepare for something you have never experienced: thermo-nuclear war? And what About warfare with psycho-chemicals or bacteriological agents? Or all three rolled together? )Jo we dare bae our future plans on what happened to the wood and paper cities of Hiroshima and Nagasaki, when we now have weapon* a thousand times more power- lul than the cute* u*l there-? fan we lake controlled experiments on a desert island with a few simulated houses and a handful of goats, and extrapolate data that will apply to a densely-packed, enormously complex city like Chicago or New York ? . The fact is that we are dealing with brand new weapon*, product* of the revolu tion in modem warfare, that have never licen used in anger and are unpredictable in their consequences. Tfte weapons of World War II were simply an extension of (lie weapons of World War I, Now we have suddenly been projected into the 22nd cen tury--from a technological viewpoint--and our thinking has simply not caught up with this bask fact We cannot, therefore, learn very much about modem warfare by studying the past. We are suddenly compelled to think in brand-new terms. We must try to discern the shape of future wars with intellect and imagination as our only guides. The deadly ihmjr about shelters is that, if we put our faith in them and it turns out to be mis guided. we are not likely to find out about it, 'There will be no second chances in an all-out war of the future. I think it is important to point mtt that civil defense tends to concentrate on tlie one effect of thermonuclear war that it thinks it can do something about: fall-out- Nobody has yet found a way of copmg with a fire ball hot as the center of the sun. Nobody has yet found a way to deal with a weapon that permanently blinds anyone who happen* to took at the fireball- Nobody has yet found a way of coping with blast winds of 2,000 m.p.h. Nobody has yet found a way of cop ing with 10,000 fires set simultaneously in the same city by thermal effects. This is why we hear ro much about fall out shelters. This is wity the government's new pamphlet on "Fall-Out Protection" 15 S'rft' ,\ ,n'iniuil Sufft? Congress rmc half page on hlast. one half page *m Are, and 47 pager on radiation effects. And tlus is one of our basic objections to mil defense and the shelter program. It rreates the illusion that there is a defense (gainst the weapons tint now exist, which in turn generates the belief that a war fought with the weapons now available to both <t4e ts not nnlv conceivable but accept* able In discussing the scaribillcy of defense 'it'.iimt modern weapons we find certain im* i>rtanl facts continually over-looked * 1 \VV usually hear about "the bomb," which in the Chicago area generally is as sumed to fall at the comer of State ami Madison. Is there any reason to assume that the enemy would limit himself to one bomb I^r city? With an over-lapping salvo of six io eight bombs, he could wipe out the entire industrial complex that nans from Mil waukee through Gary. 2 The government pamphlet describes the effects of a S-megaton bomb, but this is already obsolete. Many of the operational bombs, both .American and Russian, are 10 and 20 megatons. Russia recently tested a bomb of 37 megatons. There is no theoretical limit to the size of these monstrous things. Harrison Brown, in his widely-distributed !<ooklet, "Community of Fear," foresees a bomb of a thousand megatons, sufficient -- when exploded at a height of 30 miles--to `-tear six Western states." 3. It is not commonly appreciated that bombs may vary widely In character, de pending upon the purpose for which the twimb is to be used. Materials can be used which wilt maximize ths blast effect, the thermal effect, or the radiation effect A ` `.shalt jacket around a bomb, for example, could produce an exceedingly dirty bomb, with fali-out so intense and so long-lived that people would be confined to their shelters i or months or years. 4. All but the most elaborate and most self-sufficient shelters are dependent upon the circulation of air to keep their occupants alive. If a nuclear attack is followed up by an attack with chemical or bacteriological weapons, the pumps and fans that bring in life-giving air, may bring m death instead. These are not encouraging statements. This is not the sort nf information that civil defense authorities go out of their way to supply to you. But it seems evident to us that the civilian will be the central target nt the next war. All the relentless ingemmv that enabled us tu destroy a whole city with a single bomb in tfte last war will now be brought to bear against the hiding civilian '-to vaporize him, to suffocate him, t poison him, to force him out into the open where radiation will finish him off. The editors of Life magazine may have *tme special knowledge to back up ttnnr assumption that only the military bases will lx hit and 97 per cent of the population will he eased, but our feeling is that the next war will take up where the last war h-t* off--with 85,000 civilians dead in the smok - ing ruins of Nagasaki. The conditions of war Itavt been turned upside down: civilian as. opposed to soldier; offense to defense; from lines to rear lines. The fall-out pamphlet t a confession on the part of the government that the army, navy and air force can no kwger guarantee the physical security once taken for granted. We say, then, that fall-out shelters, a* they have been touted by the government and the press, are a dangerous delusion, from n military paint of view. If you are truh serious about protecting your students from the consequences of chrmical-hinlngicairadiological warfare, then you should go ail the way underground (I mean 300 feet or snore) with a complete heating and cooling system and self-contained air and water supply, and phut to stay there six months if necessary. The drive for shelters has sud denly brought the possibility of war ver* close to borne for many Americans, and they are finally beginning to question thy assumption upon which the need for shelter- is built. What do I mean by my second point: that shelters are subversive of democratic idealin peacetime? Let me quote from "The Jvlielter-Centcred Society," Utmt recent discuaaJona about shelter* for civil defease has focused oa whether shelters would be useful during and after a thermonuclear attack. There has been little examination of the possible Impact as operating, ehelterad, civil defease pro nut would hare upon Americas society during peacetime - . , On the beats of available eoeiai-acleace knowledge and research data, the conferees came to thre*major conclusions; That the existence of a sheltered* .'catered civil defense system would be a wholly new departure Is American history. 46 'idu?cl and Lrl/cge CvHfrron.v That once entered upon, a shelter proc-raas will prove extremely didlcwlt to 9. Means of making the program appear iimlt or to reverse. a failure rest with the Soviet*. M ill they . That the program may act upon a numt**r nf well-known mechanisms of individ ual aod social behavior In such ways as to create a senes of specific dangers to the *fTetlvtncM of American foreign policy jftd in American democratic values. . . , All the evidence from training in the armed forces la that "training** occur* not fm reading textbooks or instruction posters but Iron actually rehearsing crisis (rdiarjor: and so civil defense will require whole cities to drill on a winter night, v-tinl* detachment# of civil defense worb- -r* to enter and stay In shelters. la their -xtention to the entire population, the re- uifesn-nta of hierarchy and of obedience uM be wholly new Is American history. lr.d*-d, id virtually no society is there *Jiy prered-nt for maintaining portion of a civilian population aovlaerrgea long tune in trained readinesa for s threatening event with a low probability of occurrence. Herr arc *j*ne other implication* of a j<;ice-iim, ,lst!trr-centered faciei* : ! t omj>etiiir.n tor funds: One city. Nor- a.itk, mortgaged it* capital fund* for three* five 'car* in order to construct it* under ground <4iel*er. 2 Coercion to get 100 per cent participa tion in m'ht!intin. Would teachers and her opinion-leaders be required to become vnfxrcer* of official policy? If teacher*, number* and editors did not agree with CD. ".'Mild the* ter prosecuted for encouraging `-Itcher-dudcting" a* well as "draft' dying" r t W. uM it impair our ability to negotiate 'Hi the >'Mtimura#tf It we are In need of change strategy--take ti out rei our govern ment? Iff Rigid and overwhelming commitment I" CD makes the program irreversible. This is what 1 mean by subversive peace time effects of a shelter program; the regi mentation and coercion of a program that ''"old inevitably have to be authoritarian and hierarchical--a program that would re shape traditional American value* in an unhealthy way. Lets say a word about the teal point: that a massive shelter program wuutd quite likely precipitate the very conflict it is in tended to protect us against. It ha* been argued that such a program would make our deterrent force more creditable, tint iluwould prove to the Russians, once and for .ill, that we were ready to back up our liolictes with force, come what may. We think it may produce some quite dif ferent psychological reactions. Shelter build ing assumes that war is Inevitable, that we are unable to keep peace among nation*, that violence is the only way out. A shelter may create a false sense of security in aduli*. and at the same time create a seme of in security in children. A man who thinks he is safe may continue to support government policies that are not based on reality. He may feel disengaged from respon-iUlity f.r (lie reckless acts of his leaders... fvlfvr. -Ik.uM hc deni with them? A sheltered population, combined with 4 Vested interests nf CD hierarchy continuing tensions may produce a feeling niiwht midair efforts to disarm. of "let's drop the thing and get it over >. If CD focuses all effort and attention m shelters, will it not divert attention from finding alternatives to thermo-nuclear war? fi Will it affect American ties with rest '> the world, and particularly our allies? Should we abandon allies to their fate with out shelters? 7. Will it destroy the web of unity and et city against suburbia, farmer against urbanites, state against state competing for funds? What about the location of priori ties--the Library nf Congress versus tiie Mayo Clink? I. CD attract* special personalities to its cadre'* Some undesirable personality stmetuie* already liave begun tn dominate local CD. w ith." It tends to prevent people from work ing constructively for an end to war. It di*tracts us from the real problem* of main taining peace. A shelter program--far from making our deterrent credible--may be seen a* provocative by the other side and pre cipitate the very attack it is intended t deter. What would be our reaction if we saw the Russians suddenly digging in? In any case, shelters will only force counter measures and bigger bombs, an increase oi the arms race, A sheltered population may remove inhibi tions on the part of our own military force*. We may think we can indulge in brinkman ship with less risk. It may also increase the temptation to engage in preventive war--to strike the first, perhaps mortal, blow. These, 47 n,i v < hirsts t jre the oxiMderattnn* ! would press up-si \<k> uti<n ilie tdteral government or l-copti* in tour community urge jou to Midden aetton on shelters. in some situations it mar be desirable to uke some steps in tins direction, or at least to channel the com munity anxietie* into as constructive direc tions as possible. But we believe you should <-n*ii!er--ami he prepared to explain to .titer*--tiie lang-rangr implications of a belter program. We t't in a race between education and catastrophe, You have rare opportunity to in fluence not only children, but leaders in the (.immunity. We must teach them the mean ing of the new world in which we find uur-ekes as a consequence of the revelations ..I science. "\Vital is Past is Prologue," and tour program goes r.n with this paragraph; The uses to which the Inference involved here can be put an* unlimited. They represent challenge* that are worthy of the very best there is in all of tie. How very true. The maintenance of peace and the development of a new world are such challenges. We have an enormous challenge and a golden oportunity at thivery moment--with the easing of tensions over Cuba--to attempt to break out of our suicidal race with the Soviet bloc and to press on to the next urgent steps m media ting our differences and preparing for dis armament with controls. Man was bom to walk upright, in the sunlight. This is his nature. There is where he belongs, f do not believe we should take our children underground, into darkness ;id despair. ` Dui'uxsion: Ri-erdt'r; Zenos Clark 1. Should children be retained or dis missed 10 return to their homes? Tliere was no agreement on this point Mr- l`me felt that they should be sent home if possible; Mr. Oeland said it would l<e impossible la anticipate the time lapse l*vtween the warning and the attack. J Thr question ww< raised of shelter in llie building. There was agreement titat the safer parts of the building, as determined bv the individual analysis, should be used. Again the reminder was made that the difference was about fallout not blast. 5. How can the divergent points of view uf Ur. Oetand and Mr. Peme be reconciled? Dr. Adams replied that m terms of a real threat, one should recall the psycho logical aspects of inadequate protection and endeavor to develop positive altitudes. AN ELEMENTARY LOOK AT SECONDARY SAFETY EDUCATION By DAVID K. STEWART Director. Elementary Education. Kenosha Public Schools, Kenosha, Wis. (V*kdd> (he in-i ir.iH*rtam nueitic-n one i .util a*k ,d-itit safety rduratton or about safety m general would le, "Who cares?" \n academically respectable answer to that r,uher terse question would require a much more tlvorongli-iroing analvst* of mid-twen tieth century Moiety tlian time and space will permit in this presentation. However, we can and we should examine some cur* rvm attitudes toward die subject of safety, -ome existing practices, the results of thrse altitudes and practices, and what, if any- thing, should tie done within tiie structure wi our educational systems to promote safer human relationships. Safer human relationships are, and reason ably should be, everyone's concern and it L prubahle that that concern prompted this conference. Safety education is a twentieth century phenomenon. Slower moving socie ties of earlier times managed their daily routine at a much slower pace and, there fore. did not concern themselves quite * much with the problems of staying alive 4K and C"//f'K c. ivtterrnrr .tud healths A* -im increased its speed through the advances of technolog)*, and as numbers of people increased, afe human re lation* became more and more a concent to thinking persons throughout the world. 11, on the other hand, we were to examine the some statistics and allow our imagina tions free reign into the realm of possibili ties of what might have happened had we not done all these things, we could arrive We devised slogans, we coined phrases, at the conclusion that we have been emi we developed educational projects, commu nently successful. nity activities, advertising campaigns, and It seems that we have succeeded admir even conferences to enlighten the general ably while failing miserably---we have suc population regarding their responsibilities in ceeded in informing people--we lave suc this important area. If we were to judge ceeded in training people--we have succeeded our successes on the basis of the statistics, in indoctrinating people--we have succeeded we would assure ourselves of the necessity in establishing elaborate machinery far sta of finding another approach. tistical computation and prediction, but it When we do a little rsearch, we come tip with staggering statistics-overwhelming numbers of people die every year as a result is all too apparent that we have not done a convincing job of education in tiie realm of -aiety values, of automobile atrocities. Varying only slight- Rule*? Yen. Values? No. tv from year to year the annual accident mil amounts in approximately 95.000 fatali ties ami over 000.000 injuries, 300,000 of which result in permanent impairment* Such rule* as. "Look both ways before crossing," "Do not walk from between parked car.*," "Cross at tle comer," and "Hold on to the handrail," "Obey posted In 19.V) there were 110,052 accidental speed laws," "Signal when making a turn," deaths. In the following year* the figure "Maintain proper distance between moving dropped to 95,000. which represent* a dr i-line of ii per cent. Home aceiflem* take approximately 27,000 vehicle*,'' all arc rules--and, if developed, alt arc skill*. If we follow tltc rules, we won't get hurt. lives each year and account for 4 million A took at children will reveal that atti njuries. 1 million of which become perma tude is a factor in safety education. Atti nent disabilities. tude is ;>n asset to the safety educator at In 1954 the cost f accidents was $9,R0n,000,000--almost twice the amount spent on education in thi* country during that year, !n the next six year*, the amount climbed until 1960 when it reached 15 billion dollars. fn regard to ih <Y*etfvane* at tmtafy patrols, we can be quite proud of the record. Since 1922, when safety patrols were or ganized, the accident fatality rale for chil dren in the 5 to 14 age group has been re duced by 60 per cent. During the same period the record for the age 15 to 24 group has given cause for doubt as to the ef fectiveness of our effort* It may well be that "what is pat prok*j.*ue'' as stated in the conference theme. It may be that this is but a prologue or prelude to the record we will establish in the future. We trust that some of our efmrts here wilt be effective in properly di recting statistical trends. If we are of the opinion that our past eftf'ris have fallen short of the goal, we must rededteafe ourselves to higher purposes. the elementary' school level. Because we say ; thing, children believe it--whatever it is lhat we say--about rules--about attitudes-- about our fellow men--about morality--we are believed. Children at the upper elementary level change a bit; at about grade four or Arc they begin to develop a questioning attitude, a spirit of inquiry. More and more demand for independence is characteristic of sixth traders--and we give it to them in most rchooi systems by shoring them out of the ell-contained classroom nest. From a care fully controlled and guided program where me teacher is in command alt tlw time--the IMtpil is reteased and expected to know and do what is expected of him m a departmen talized junior filch program. The resultant freedom is often more than pupils can use wisely. Bcliavior is controlled In rules in the senior high program rather than by personal supervision. AH too often we at the elementary level have taught the ruie without reaching the reason for its ex istence. You know why--there isn't time-- 49  f < i- iir -,n'tH .lirecini'''* `r.j.unvihilil' : the iinncip.tr* -.r the i-oidanre directors Cf' iijfTiJ `l .im hired m tfTt<'h my subject-- .ft n> l-abv *'t, ' . * tamdtar rommcnt It 1* an atnmde '1 at accounts for m*?*i ot` our iuwkitice problems mat originate in the -s !>...( U would *eem to me that elementary .-dml people r<.iilij and should assume greatir reprmibthlv (nr preparing pupils for the jMlierti m ortrvmtation of 'he junior and ufpior high *chaot*. It follow* quite logi cally that tiie seamd.tr> schools must And a way of ca*ng pupil* mto a departmcntal<e.d curriculum. The moral value* that constitute the core < an effective safety education program can i-e tau-.'ht only bv teacher* who have the >'e<!ert and the approval of childrm, Re. speeted teacher* ns every 'object field can and mint tewch 'Driver Education." "Fire Safety." "`Vhool Safety" and every other pliase of the safety education curriculum. We can not. however, expect safe human relation* to become a Ttalily until safety d/reeior* and teachers 0/ every subject area have developed a means of retching pupil* THe psychological implications of dial sim ple statement have, apparently, escaped us. H the *atiy education field, we are worferne at tfie stimulus rrton*e level illustrated * v Favlov \ me attempt to control the tehavmr of people from a safety point of view, ti ix-rurs m me that .me can evaluate leluiii'f quite systematically. We can evalu.*ie sasety education technique*, too. We can rummf the control* we use and the effects iht Jiaie on people. There .ire varying levels of behavior con trol At the v-erv lowest level of behavior, !<ople do what is right because of fear of <*hat would happen if they do what is wrong. Thi< illustrated by the much too well known -fear campaigns," used by some na* organization*. h little fear is ail right but sometimes it ww* astray. We need adrenalin occasionally l>ut it i* not always available Tint fear that make* us behave it good if me do not allow ourselves to he romrolled hy it It isn't id wavs possible to lave someone present to t Tighten us into proper behavior. What works at the crossings adjacent to the school while patrol boys are on duty, may not be the -,.inc 1* what happens two hlwk- ftr.-v he school The Authority t not alvvav* pre*- etit, <v the behavior mav not need to br cnntintied. The threat is gone. The neat level on the scale ot lh,nvi> t might be desenbed as behavior based on >|proval, and here me mean "the approval nt the authoritarian" m the form of a teacher nf a principal or a pmtrol member mho putt an arm around a little curly-headed kinder, gsrtener and savs. "I know your mother can *-ee mu if you cross down at the middle *-i me block in front of your house. bone--, hut would you, far me be*-us it'* my job. f*le*e fwtit cross at mv comer, in the may that I tell you to cross, honey?" It i* a little ikky but it does work, except when tluauthonty is not prevent when there's no par ticular reason to please the patrol or the teachers who can't see and applaud the jr*"! conduct. A* m the case of fear, the removal of ll*e symbol of authority may remove the need for proper behavior. Are adults ever guilty of improper behavior or of disregard fur authority? Could this be the raison why me -uitomaticallv glance at our speedometer, when me see a policeman? The third kind of behavior commi rraUv needs to be examined. It is what we mitri,* call "peer group control." We use this tteluently with children. For example we **, *lf we act in an orderly manner, children it will be much easier for us and we won t have any difficulty, Just kk around v* > and see how others are behaving." This is an approach that is wdiaard> ceptable: a sort of a "moving alooc '' the traffic" kind of operation. It is perf< all nght, assuming that the traffic is ein the right direction and doing the ytujsr? things. If not, it could lead to some prem serious difficulties. Very good illustrations of peer group onirol are found in teenage fad*. We ratumIwr when a squirrel's tail would tell m tl.t age of a driver; now it is the presoarr r lack of a bumper. And all of us recall the disappearance the bicycle at high school--we've beaten *<u hike neks into parking Iota. A higher level of control of b*hav*..r might be called "legalistic" control. Hu- w wta kind of a control that attempt (' ex ercise on people's behavior when we provide *0 anti ( 1mfrrnt,4 ules anti regulation and expect people to tbufe hy custom* and by established stand ard* and laws. ihr* 1* a government of 'iws. Uur society tunctions on a legal basis. i^egaltsltc controls operate when we stop it a stop sign, even though there isn't a idticemn, even though it's 2 o'clock in the morning ami there is not a or within sight >f>r miles; we just do it because it's right. It`* a law. This ts the htghest level to winch Mtosi of us as individuals or as a sodetv -i.ptre. It's about as far as e Have gone, m my judgment, ui satet> eduratwR. as we know it. m our modem etiueaticaii > stems. There is one other kind of control, a higher one. and in it 1* the only real hope 'nr cafe human relation* on the highuavs, on Uie -riiool ground', or on tfie international -ene This kind of control was ffnt ad -anted mans centtine* ago anti is still the ket safety rule we have been able to devise. It lias appeared m various lornu but live -lie vve know ihe best is . 1 Do unto ther a* voo would have them do unto Included in this uuiernet it the implied need tor a great deal of self-control, a real cmitivitv to the rights ot other*, a concern nr our reipoiuibility to our fellow nun, a mttrn for our fellow man. Hut more important and too seldom cxf<re'd is the need for caring and even i'lvmg our fellow man. It's all right, even *<*Uv, to love one another. In fact, it's utperative that we love one another if we re going to survive m the school, on the l-lsvground. on the highway or on the inter* "Attonal scene. We have suggested live levels of control `i lehavtor; control bned on fear, control on approval, frer group control Mo it Uciuse the others do), legalistic control (there is a rule), and at the highest level, elf-control based on love of fellow man. ft is to that higher level that 1 will direct mv closing remarks, and 1 suggest that you :<pplv the analysis just presented to your own aiely campaigns, to your safety slogans. *0 your tatety education program, to the `peratkmal procedures of your safety pa trols, ami to the itimrucucns \.vu give your -taff. Analyse your daily newspaper and examine 'he campaigni> of the Watioral Safely Coun- al to see wht'h level of control * being ued, Is tt fear, approvii, group action, law. or The 'Vilden Rule4 Which one* are etteetive'' 'Much one* nrr most appropriate' l have suggested that brotherly love ts a <ope worthy of our consideration *bd now 1? tollows that l must ask how Joe* our educate tor love or for sensitivity to thr nevds ot others How do we teach people o be responsible rack for the other? How. m a generation whose motto is. 'I <**.xildn`t care hr**. ` ran we teach people 10 love one .mother enough so that u realty matters whether "the*" along wjth "me' *s aine ind healthy > 1 suggest that we should approach the sub ject logically rather than emotionally ami rr ,iMuft you tlwt the emotiotul n*pcct will nnt he torgotien. let begin with tlw Sladiun Avenue approach to the inching of enuiv*ty. U teems to me that we riwul.l rou>iJcr die `i" or tlve "Ego" need*, We can build l<owerful cars to satisfy the egn; surely we vren't able to find other e*eu-e tor J7y horsepower: Could we tlverv develop n "image" of the vpaee-age man with speed and power at ht* finger ups ? A man who know* how* to use power without abusing it? A s ! look at secondary school pupils from the vantage point ot one who has sent them there, it teem* to me tfiat the modern south is desperately seeking to build an image of which adults will approve, tie is noi trying t b like adults but he does want to be hkeil by them. He will respond to our sugcestMn* it we appeal to hi* pnde-to in,, mtellees. Beginning at uie eoriy eiememary level, we leach children aliOut the trui'portancn svstem, about the use of power and energy. We must add to tiia; teaching the important concept or proper utilization at the enormouc power and speed available m the space age. Jn driver education courses, to be more specific, there might be considerably more emphasis on (he mechanical and structural capabilities ot modern vehicles and their driver*. If we teach boys what makes can lick, it * possible, isn't it. they won't be quite Jo 3pt to bang (hem around* W'e can teach sensitivity from an eco nomic viewpoint, loo, Occident and injuries 51 iVOi Xoiuntal `Sojtty Congress in our homes, our !glma>*,, 2nd w place* of employment uke a staggering toll /-.t our niuonal eennomv. Thirteen billion tulUr* w*-. <pu in I960 as the result of .fJdcnts. these economic undemanding* mium be included m a basic economics course in our elementary and secondary schools' *>- iil -indies program li i* mi personal opinion that such courses personal finance must begin in kinder- 4irten and tie taught as a part of our social iudi*> curriculum in grades K-12. Such ?;?** are currently being offered at the fi'Hegv level It teem- to me that this is a ,-av of too little, too expensive, and too Sate reachtng altogether too few. Young people need historical perspective, uai, u tiiey are to develop a sense of re sponsibility. They need to know the history us the tabor movement and its contribution w human welfare, the history of transport*u'<n sod the history' of the industrial de,e|i.(MTieiit nt this country and the world tf thev are tu develop true appreciation for >hc values that accrue when a society is sensitive to human needs. Churches, too, have a responsibility in the field of safeiv education, vs has been dearly implied bv the earlier pans oi >his presenta tion. The importance of human life has al ways been, and ts. a basic premise m every major religion practiced in our society, The task i* noi lor the schools and the police department alone--it must imolie other re sponsible institutions m our social structure. f have Miomitted an appeal for careful afi.sh-i* of the means empioved by safety educators. 1 have requested a shut in emphasis from habits to values. I pnv--with vou--that safe human rela tions can someday become a reahtv, t believe that somewhere between the "fairy land" of what ought to W and me gnm reality of "here and now" i* a realm called pofitiiiitv where people really lute one irmther and where people care about people. f'tSiiution: trending: Emend* Rituell Recorder: 34ary .Stay Wyman The chairman introduced the discussion with the following remarks - When our elementary pupils become junior high people, there is a sudden increase in (he number f reportable accidents. They veem to have tost some oi their safety atti tudes they hid gained <o very well in ele mentary schools, 1% this caused b> the greater freedom allowed them so they can swing from chan deliers, jump down the stairs or jump out the window * VVHat happened to their understandings in -- (o T- irom school traffic safety? Should we treat uteir needs as individuals, or as groups, or belli If we can't beat the group do we join it and be part oi the whnle mess? Uhat docs mental health have to do with their problems/ Is theirs a different kind of activity to (itch iliev ire newly exposed and which requires more education' t AmiHt ni.' A better understanding of our philosophy must be spread to the community. Qn*'ftton: Do >ou advocate a change in the junior high structure/ ."fft/uvr,- y But at both cndi. There ts nothing sacred about ihe sixth-grade selfcontained classroom We need, not to bndge the gap, but to eliminate the gap for the child's sake. Queiriait. We need suggestions programwise for junior high school. The safety patrol is to a high spot at elementary school, the senior high has driver educa tion, which w not sufficient, hut i< some thing to hang on What dramatic activity can we u*e at the jumor-high level? Comment: This is an important point. Safety hag not citanged at junior high levelSafety patrol t* "little kid*' stuff. What about a safety corps? 1* anyone doing anything along these lines? Comment,* In Columbus, Ohio, we have * policewoman assigned exclusively to the high school level covering 19 junior and 11 senior high school*. There is a student council with a safety co-ordinator for each school. Safety scrap books and poster contests are .imong the activities. it'h(}oi and mterem r ljnestu>n- Would it help if the National Safety Council gave impetus to the junior high school program through a definite sug gested activity with a respectable name? Queition. How do vou get vour curricu lum people io include illustrations of this lype in your curriculum? . Inruvr: Onlv by talking to top adminis trators. When the upenntendenf tells the oordinator of curriculum, "Lets get tt in,'* it will happen. The safety education super visor cannot stand alone. t:'mr*fcnt: In Missouri a state youth meetmg made up t representatives from all >*bools has resulted in a tate south organi zation managed by the boys and girls. Comment: la Baltimore three new junior high schools have tun been bolt. Each school has wing* accommodating 500 pupils. There is a central office but the wings have unity so that the youngsters, theomony az least, have the curity brought on by mtlkr groups. Comment: Major concent is human reta(inns in safetv as well as other areas. Comment.' Self control is aa tperuat point. We have faded to tdeam'y the real iionest-to-gocdness job that needs to be dose in developing tcif-controi, Comment? In the Jefferson County. Kmtucky, public schools, safetv jnrr'U hare operated successtully in (he junior high schools and in a few of the senior high school* The Core program helps bridge the gap- Ccmmeaf: The Core program is explora tory Why not include safety as one of the areas? Comment: The National Safety lessons cover the junior high level Comment: A campaign on the theme, "every one a swimmer.* anight be a good lev for junior hieh vivol*. Comment: In l9$. the National Safety *>rm<nt*inn of the National Education A**o- :tatmn rerogrturd the high school problem iod inaugurated the Student Traffic pro gram. Some jvauor high schools are involved. iitmmewt. The greater distance from home to school at the tumor high level makes futch-hikmg a problem Comment' Hitch-hiking is a problem us Minneapolis. Police observe that safety loses boy s and girls at the junior high level. The changed attitude of the pupils is a matter of concern. If the police department can get <uffieient staff, it would like to work with the junior high level as resource people si pre-driver education. Comments Pit*** peoeetd with efforts towed studying the junior htgk problem and .`,'Vwffm 7 M find j (-'/Hfion TEACHER PREPARATION PROGRAMS IN DRIVER EDUCATION IN COLLEGES AND UNIVERSITIES 7 CHARLES H. HARTMAN Assodate Professor of Safety Education, fllmot* State -- rraai Uwvemty, Normal. IQuiots This manuscript is an abstract r.f the >ii-fftatmn by the same title winch was submitied m partial fulfillment oi (he require ments for the degree of Doctor of Education in the College of Education. Michigan State University, 1961. The complete manuscr.pt contains 327 pages and include* .19 table*. rite purpose of this imcsujgatiun was to determine the nature of iwelter preparation programs in driver education as found in ->r ,ii.d utmcrMtic* *'t the United "* i'e-. nd to rv inmeni) tmpruv rments for ucit programs. Solution of the problem was sought through investigation in the following spe cific areas: t Examination of selected regulations tmf practices existing on the state depart ment of education level which relate to high sch*d driver education, with particular ref- i'ft.' Safety i'lmijress CrA<n/ and CaHtgr ^nif'rner n-mc in certification requirements set hv tarlt vtatc- Identification and analy-is 01 selected <lmmi$iraiive zjui instructional practices associated with die introductory tracher prep4r!w(i court* in driver education as con ducted tn the muon't colleen and universe llV 1. Determination of the mturr and extent **f the previous and current educational background and pruieszjonal experience ot crillege and university driver education in* iruciors especially insofar u such bach* unwind ami experience pertains to driver education and traffic safety. I f&xanuiuikxi of selected college and university fatal procrams oi teacher preparaii>hi for driver education, including such a* curriculum, program organization .mil administration, staff, and allied services. Mftutfd Lilmtlure--As a relatively new Mibtecr in both the high school and the college curriculum, driver education is not tucked by either the depth or breadth of research available in areas with longer his tones. The specific area of teacher preparenon tor driver education, as it exists in college* and universities, appears to liave hem particularly neglected from a research .larwipomr Fr the** reasons, much of the iileraiiire related to the investigation was found tn I* other than research-based- $ome <hcv, diwrtation'. survey studies, and other research contributions acre uncovered *nd reviewed The major portion of llie Iileraiiire, how(irr, was found in the following forms? ` t speeches or reports prepared bv indi\ (duals active in the Acid of driver education ,imi traffic safety; and (2) reports and recommendation* arising out of professional Hirelings, conferences, seminars, and similar gatherings of driver education and traffic wifely personnel. The review of tlie literature was centered principally about: (I) certification standards for high school driver education teachers; (2) the preparation and qualifications of college and university personnel conducting teacher preparation courses in driver educa tion ; and (2) college and university teacher preparation program* in the field of driver education, A chronological review of the literature was presented within each of these we* arras. \ review ui the research and writing rented to this investigation revealed ih.it 'erne of the literature is both pertinent in the study, and at the same time, indicative oi the need for the study. The need for upgrading teacher preparation programs in driver education is a theme evident through out much of the literature. Less obvious was a clear indication nf the specific nature ot existing teacher preparation program* Rare were the instances where guidelines and recommendations for improving them programs were presrunl in detail and with clarity. A dual need--that o! detemwimg tb existing picture on the naimml level an>t tfevckjpmg guidelines for feture growth w( improvement--was, lberef`*er, iwamfe*i*>l throughout the review f the bteraiure Methodology a/td Proyeiurtt-- Tliree <ht ferent questionnaires were con-mined arsi utilized for the purpose of gathering lata pertinent to the investigation. Each question naire was concerned with one of the three major (doses of the study. In the first major phase of the data col lection process, a six-page questionnaire * circulated to department of education super mory personnel concerned with high school driver education in each of the 50 stateand In the District of Columbia. Follow-up procedures resulted in a response from each of the $t sources. Concerned mostly with certification regulations and practice* toc>ated with driver education, this questionnaire ought information based on the situation in each of the states between September and December, I960. The most extensive body oi data collected m the study was that obtained tn the sec ond major phase. This phase was concerned both with a variety of practices associated with the introductory teacher prepsinitiei course offered in (he nation's colleges and universities, and with the educational back ground of those teaching this course. \ nme-page questionnaire which sought in for mation relative to the situation existing during the September. 1960-August, 1961 school year was utilized. This questionnaire waa circulated to 294 accredited colleges and universities that had been identified a* possibly offering an uitruUuevory teacher preparation course m driver education. Accurate designation and careful .rrinniii.il (,i ihe-c i'-'-f uivtitutiuiiq .t' tvell a- die person* responsible lur teaching or i.jmiin-aermg die course in writ institution. ,(-* n benefit in *niritg a high percentage i-i returns Eigliti-mne [f cent of the (ue'iionnairM were returned to the investicator Forty-four mvtnuium* on the original ,nailing list were tounfl n> liave discontinued the course offering; 210 'Uegc' and tintw*rmcs were discovered lu he offering Ufc mirodociorv driver education cour**. flic tfiird que-homt-nrc emph.ved in the -null wax wm to iftirty-hve -elected coi- -n*i nniver-iticf, !n<liiutionj were *e- `c<-reii tlie ban* ot offering substantial, iirncutar programs in driver education ami 'radio safety. Concerned with the wwmiiron* ' **( program of driver and traffic afet> (ducanon (ey.t teaching, research, public*- `ivn, he'd servircs, etc ), tint 12-page ques- MnidMtrc was completed and retiimeij bs M respondents, 9t per cent of the total. A* Huh the other questionnaire ent to college* and universities, information was sought relative to programs and practices in effect during the (960-61 school year. Data supplied by respondent* i ail three 'luouonnxirv* was wMrmattr-ailv mmvl .-mi analyzed. Significant and selected find ings ate presented in subsequent portions oi this paper. The original manuscript rtcitauis < t course, a more complete record oi findmu*. and includes some cxplanatorv remarkubm verbatim from tlie questtoon*ires and (rc-ented anonymously. findings and ConcAanuxz --Signtficant findings and conclusions of Hie study con cerning teacher certifteitioa teidier prepara- and total college and university pro* grunts related to dnver education and traffic iteiv ire 'presented below. A brief etaboc'xtion of each finding is also included. 1 Minimum certification requirement* ac tually m effect for high school driver din istioo teachers in the various state* are fagging many years behind minimum certi fication regulation* reaxrxnended at national -Inver education conferences. Although there are a few states that approach it. not a single state in the nation lists minimum certification regulations for Inver education teachers that fully meet thr recfimmeniied minimum certification reg"'-.tions Tne recommended six semester'tntirs credit In drner education and traffic ".ilcts 'lirvatiuii is iH>t reqmreil in am -fate The recommended Hire* semesfchours credit in safety education i* fequirrt in only sesen states, In nine stale* there >* x<? college credit requirement in either safety education or drner education courses 2 At the present time, state certitieanem tfffulatmn* in drner education in the ma jority ot the ttafe* are not being upgraded m acconlance with rerommendato n. At the time oi the investigation mlv four Slates lad change* m existing centfiratioo fegulations approved h> 'he appmpnaie *i*ie agtnev; lour additional nates were reported as having proposed change' under consid eration h> tin> agenev. Thu., not wily arc the actual certificatton requirements iaggtnr 'car* behind the recommendation, but also there * httle evidence ol accompiishment in bringing about a t'.iv-nrihie <-hange in this situation. ? AA'hcn certification regulations ire in stituted or upgraded, in-iervtcc dnser edus-ation teachers r* iypsrally exempted fr>m the requirements specified under the new act Of the 42 states requiring v-me cntlegr ciedit tn driver education, onlv 10 states required full compliance with the upgraded regulations on the part of tho-e teaching lnw education prior to enaeimem of the regulation A povnble implication of this practice would seem tn be the lack ot inter- in further educational preparation <>n tlie part oi mart' in-iervicc tcachm 4 A number f `important aspects of the iMfnductorv teacher prer'ar^t'mi course m driver education diow a marked lark of consistency from one institution to another A wide diversity of both conrre ciintcnl fas revealed through examination of course lutivnesl and msiructioral approach was found. Closely allied with course content t the concept held by a college instructor relative to the role a high school driver education teacher should plav. Data (hat was provided appear* tn indicate that there k less agreement as the philosophy, Abjec tive*. and legitimate areas of concern of high school driver education than i some time* supposed College and university pro grams are likely bout reflecting and promot ing this lack of ngreentem in term* of the apparent diversity of content and .ipproadt. The course title itself is not common to even half the institutions. >No less than $8 54 1 National Safety Congress .Itrtrreitt tiile* were rqiuned with 1$ imumuons using a tide no( reported by any mi her institution. V. Iiile the title of the course is perhaps not a consideration of top pnontv, the present situation does reveal a i.ick ot agreement and creates confusion in attempts to interpret teacher preparation in driver education to those (e.g., faculty, ad ministration) unfamiliar with it. Other aspects of the course which were discovered to he larking consensus among Hie institutions included: U) the amount ot tedit awarded upon completion of Hie lour-#, and. hence, the length of the course, h) pr*rrqmile rerjuirements for the eoure; ` c) Hie nature o( the laboratory experience prmidrd as a |>art of the course; and Id) the nature and extent of supervision pmtided in the laboratory phase of some pro gram*. rite relative lack of consistency found tn these and other areas suggests that the in troductory teacher preparation course in driver education as taught in one institution may bear little resemblance to what purports to be the *amc course in another institution. While a certain amount of diversity may be conceded to be desirable, an implication of the apparent variety m philosophy and practice previously outlined may be that the diversity associated with teaching this course has piued the desirable point. Variation ran be beneficial and opportunities fur the introduction of new ideas and approaches hould always prevail. The program must, however, have some common agreement in t ritical areas. v bfost colleges and universities offering Hie introductory' teacher preparation course m driver education currently provide this inure* under administrative and instructional circumstances that imply a lack of concern tor a quality tencHing-Jeammg environment. With regard to the employment of staff, the recommended minimum standards for special educational preparation In driver and safety education are met by few instructors. Data presided for Z23 instructors of the introductory course revealed 41 per cent to have completed a single credit course or less in driver education. Eighty-one per vent uf tltc instructor* were reported a* having special educational preparation in driver and safety education -f /*/ than a minor field at any level (ic., undergraduate, uriduate). Professional recommendations alt lur coiitpiciioii ot u motor tor il* cuundcnii in et> education di the masters degree level. Also, the experience background for the largest percentage of these instructors in cluded no teaching experience at the second ary level. Some have never taught 3 be* firmer how to drive. An administrative problem evident tn main institutions is that of inadequate budgeUn provision for laboratory facilities and pro curement of equipment. A lack of xihnints- initive .issignment of permanent rtawrvuns .inrage area*- ami oihcr imtructton.il and aihmmstrativc rooms was also prom.unrrd urwHig the institutions- Reliance on loaned, leased, rented, and even borrowed autnmotive equipment is evident in approximate).! two-thirds of the institutions. Provision tor equipment and facilities often takes on ttvc appearance of half-way measures instituted on a temporary basis. ft A limited number of colleges and univmities offer a sequence of courses which ran enable interested students to gain the recommended minimum preparation to be* come certified to teach high school driver education. Only 40 colleges and universities (19 per cent of the 210 institution* offering the in troductory driver education course) offer huth an introductory safety education courc unit two courses in driver education and traffic safety- In 30 additional colleges and universities, the course that it lacking is a second or "advanced*' course in driver editration; in 17 additional institutions, iw courses in driver education are offered, but none in safety education. The 40 institution* offering all three courses arc not, unfortu nately, evenly distributed throughout the tui tion. A few states have several, a number uf states have none. 7. The selected colleges and universities institutions that offer the more extensive curricular programs, devote significantly little imt and effort to research, publication, or field service as an adjunct to the teacher preparation program in driver education. In no instance was institutional effort in ild* area devoted more than 2$ per cent uf Hie tune tu research or more titan iff per of the time *9 publication. Tlie hulk of the research and publication efforts are concentrated among a very lew institution'. iihrtttl ilnd i. nitrye C inference Sn implication ot tins finding would seem to l*e that college* and universities are tail ing to exercise a leadership role n the development of comfrehrnsn-t programs of teaching, research, publication, and field serv ice ffi'fOMiMsiWjfi'oiu-- vn integral part of the qudy was that of presenting recommenda tions in ihe interest of the quantitative ,'rowih and qualitative development ot col lege and university teacher preparation pro grams in dmer education. Those presented Mow include. (1) recommendations diimercd through a review m the literature whirh are reinforced and supported by ihe findings and conclusions of the study; and >Ji recommendation* an-tmc out of the uid> itself '-nft'art i`f rm/mr ww. `inrtdonons: t. Mate muuicioi aid -lMitd W provided liiruugli -jiccial appro(ru:i'<i tn |.rat -ehoot- -iintnciing .m approved 1truer e-Juration program when heal tund- are nvuefieiesst n> provide this opportunity fu* all eligible 'luilcnt.' Although e'ceporets ran be iuttd, as a general rule state- with rexn- nr-emerM ;w^rram* have m* r'tmsu* n-aiher proqram* m iknrr e-Jucatmn than tho-w -tale- laekms ihi up* t assiuancv program. Lrgi-lauoo ?h<vttfcj be enacted n all -late* that e*tahfi-h the mtamfuam legal age >nr obtaining a dmer Ucm-e at IK years, w it is the evrrptnei tliat iilmt who have -iiti'v*'iully rncr|4riof m jj<ir .vnl driver `.duration cnur*e !* rinnble 10 apply fof a ticen-e at ige If* Puil, j rceienmcndattcn injiliex ls<ili ]itmi. t>e jckiyoair financing aid i^irv-nlrratnei <,t muwtuw i<tber quo- not He lea-t >* *Mrh i* adequate lifnii-RUi fur leather petporukun -o tim the instli #<h* <d {>ri<irrm* m\ W adequately -latfal. 3, Certification tu teach high school driver education in all the -rates droid require completion ot a utaimam nf a hwehetor* degree program with a maicr m safety and driver education for its equivalent) as pro posed by the Third Xariona! Cocfemwe on Driver Education. A growing recognition nf the knowledge and shills casemtai for runducting a quality high school driver education program demands that teacher preinmtKm pmrnrai >w extended and en- riehcd bv a ni <-<->irnrs ilia* *v>ll m- lhe*e essentials. 1 Colleges muier.iiu-' dmuld estaii- Hh standards fnr rMlteg* personnel assignel 10 prepare high school dfser education iracher* th.11 ,ire comparable to itandard- in effect tor tho*c prepanng teachers in ,mv other held. College iniructor- should hold at least the master's degree with a major, or ns equivalent, m saietv *nd driver nlucation. VI here it 1* not pof<ihl to secure ;m instructor with Hie appropriate graduate Mlv, rreisideraciOR -hotild he -hi.wn for an equivalent educational ani^i-jr expcncntial background, particularly n Hb.-e perwm*. demonorating a stactre tntemt m the field and m further pmfemcnaJ mmth akatg this Itoe. Colei* codef** md uaivcr<it> |.rin(ranu arc with <M*ed of this msnenum f'fcjraevwul Wckvruund lor it- e-.vm^cwtl <l*n-|-t. i.. gp. (traik the program- *tr .hHi . ,n gM.e- mi eiMnttal gial- 3 A thorough -rod- the --vaurra *( tW introductory teacher pertMrara* .*urw i driver eduratwat dvaaki W `jseknakm The diversity ot neitM ad q>r ih jppetr. ently esisttag ia ctrawtam with >i!r- mur-w may sake orderly dn Ilofirwet oi ad^bttswul course* di^Semh. Deiragitinm <u >ly iatn* .Hictory course aad the wiimd owrw i dmer educative AraJd br wBehmuken ffi'rvwMtWuMw Kurd vw uW tuodimos .* the study--I. Rccooamessied veaflaiar^h for oil major aspect* of college an! uroirr-tti teacher preparation program va dmer shiraiion need to be developed and articulated Uhile standard*' and guideline* have bees developed for onw a-pevl f ilNr*e pn>- rams, other upevt* have no such >undardor guideline*. A beginning step in the dririopftiem 01 tiic*e guideliao might con ceivably be that of convening a national ciinference to consider the problem. JL College and university perMonel should take step* to upgrade their teacher prepara tion program* us driver education in ac cordance with the general H.indard* and guidelines developed through implementatian of the former recommendation. .4. (ZoruideratWR should be given to plac ing the laboratory' experience now typically provided as a part of the introductory teacher preparation course tn driver educa tion within a subsequent civir-e in dmer 57 t'iuJ ,V.iiumtii $airly Cnnqtett education Incorporating the laboratory ex(>*rumce m the initial course was a necessity 'I the earlier year* ut ir ourse jireparainm, l-rom bulli an educational stainJjjoiiii, arid for liability considerations, it nuw {>pears desirable to provide this experience at .ome time later than a studait's initial ex- {ai-gre to driver education. -I. Research and experimentation should t*e undertaken for the purpose of determinmq the most efficient and effective adminis trative and instructional techniques and prac tices tor teacher preparation in driver edu cation A number of existing techniques and practices seem to be based more on opinion than on demonstrable fact. 5 A thoughtful effort needs to be made he on1 oi presenting college and university faculty members and administrators with t.tviial information that offers convincing ei idcncc 01 the need and value of teacher t<rc(*ranor ui driver education. A lack of understanding of and support for these pro grams places severe limitations on their lxcntiai growth and development. 0 State teacher certification agencies ami .driver groups responsible for or influential in matters pertaining to certification should i>e apprised ot the recommended minimum si.indard* tor hi h school driver education teachers, and of the need to uke steps (hat will lead (o compliance with these minimum -i:mlnrds- Some nates have yet to take die 'Wititi -lep in tin* direction despite the de*el(***!* umiimhiim* -* uiililfd- uii r . |r,*d' A" 7 Consideration hou!d he given to pro viding * gfcatrr measure ot assistance t> ni-vcmcc driver education teacher* on iitlr the high school :uhI die college and univer sity levels in terms ot strengilienin* ihe educational Dackground of these icarhec* relative to safety education, driver education, and specifically related areas. , Consideration should be given to plans ihnt would enable at least one college or umversiry m each state to assume ternary esponsibilitv far teaming, research. publi cation. and allied services in driver educa tion and traffic safety in that state. Opera tion of such a plan at one msimitiow wmild not preclude other colleges and umvmmtvithm the stale from conducting teacher preparation courses in driver education: it .i.oviid permit a more extended prugramparticularlv to serve the <unction* oi re watch, field service, publication, and raduite preparation--centralued at me institu tion. Consideration and possible implementation iff those recommendations should proceed without delay. With few' excepttorn, it ap* V*xti that college and university teacher preparation programs in driver education nave tailed to ntumc a leadership rote m the driver movement, Further delays mi bringing about an upgrading of teaeix r {reparation and certification in driver edu cation could prevent high school driver edu cation from achieving the life-saving and ,ii>f<rnl>i|i <<l>trv*ioe- ff-;*t :r* a |<if .i its hrritner STATE CERTIFICATION REQUIREMENTS FOR TEACHERS OF DRIVER EDUCATION By LILLIAN C. SCHWENK Head, Teacher Preparation in Safety & Driver Education Iowa State University, Ames, Iowa vmoity the various factors conditioning hie efiifimo) ut Hie dmer education pm- i-ram, the role ut the teacher is acknowl edged to be basic, flic program m.t> include ill the to prepare individuals for dine role in modern traffic, but no matter U<w writ the program is organiied, it can- ml l*e effective, without the intelligent rniibnee nt properly prepared teacher*. The third and latest Nattonal Conference >in High-School Driver Education, held at Purdue t im-crsity m September of 195#, recommended (hat "the minimum preparation >n alt driver education teachers should in clude ct'ti'jilctjon n( j teaching minor or i< equivalent m dmer and satety education * 'A uhin tins mtnor, nine semester hours of required courses were listed as: three *e mesier hours of general safety education, and >ix of driver and traffic satet* educa- These recommendations led to some gen eral question a* to how they hue been accepted For some time, the lw require ments sel up in many stales for the approval of driver education teachers have bren of great concern both to teachers in the field and to leading educators at the state and national levels, However, there has been a dearth of concise information about tlie field 'ff driver educatne* in general and the spe cific traciier req-jarments <n particular Before any servxis thought can be given to tlie upgrading <-t driver education pro grams. scene effort must be expended to meet at least the moismsti standards for teachers, as set forth by the Third National Conference. Upgrading t osmJlv preceded by an rvxluaooe of post procedure, based * complete mfoanaacn from the proper vHtrces A comprehensive sunev of litera ture revealed information on history, acci dent statistics, methods, and suggested sra/vd- ardi, but practically no readily available information on credit-hour requirement*. The present report is the result of a study, undertaken during this post year, to ascer tain the existing requirement! m the fift* states, five possessions, and the District of Columbia--hereafter referred to collectively as the fifty-six sates ' Knowing fall wQ that (he requinarwnt of a teaching minor a driver and safety education was not the general rule in the United States, it was derided to use the suggested hhmum^ of mmif SCBWBtCT hours, mentioned ycevimuuJy, as the bans for an analysis. Letters were *k to tlw state departments of paM? mf'^anaftn in each f>f the states. The rewsfc* e* the survey stowed concluwrri r. that wsa wrsficatv-xi standards, or rtqiartpwaei, are l^gjng far behind those amorally rectnamended. Since the proposal of oiotf samoaer tours was accepted arbitrarily a* die mHntnum number of rollegc rrriiti in driver and vatety education to be required of teachers, m addition to their hoav traaaog for ~egmUr teaching, this was givea as the *reeootmended minimum standard.* When an the `taiev crc accr,tinier) ior >t w*s found ilut 'xilv mo had l-vt*d nine semester hours :i their requirement and thus met exactly the so-railed "minimum standardSeveral states had indicated college credit requirements m excess <st nine *u a funher uandaH. "ex ceeding minimum standard* ` .vis used and it vas found lhat seven slates fell in tins raietrorv Four of these *ere uv ^bviru.lv ahead ot the others, that a umlier hreaktlnwii i< necessary A "superinr wandrds" ranking was awarded to those lour uates Nine sfatn have now been reported .is meeting or exceeding hc arbitrary h*si* minimum requirement Forty-seven have -et to he for These rj>vxwslv ftl tir telow the recommended standards Three rlxvvirimiom were then rttxbhvhed. besrauve it soon became apparent that 'below mini mum JtansLird-" U irudeqnate as a defini tion (or thirteen ot* tlie states, Ten were found to nav no requirements whatsoever, or approval to teach driver education: three ot them have no credit hour or ci'ck hour requirements, but have other restrictions. Figure 1 was drawn up to show the exact vtate-by-itate credit hour requirement*, some converted to icnevier hours tor purposes of comparison. Illinois. Florida^ and Utah re ported proposed changes in certification re quirements for driver education Illinois has raised its requirements to ixteen semester hours, while Florida has gone from sis to nine, Utah indicated a change of four qiiar*er hours to twelve semester Wirt, to in effective in 19A.J. For purpoes of compari son, however, all safe* have been recortjeff according to tiieir total requirement* a* m he 1961-62 school year. Figure 2 t$ a frequency tabulation ot d! fiftv-*ix states according to tlte credit- <-r clock-hour category into which the** fall, It m$ found when making the entries in (be cross-indexing svstem used for the stud*, mat the credit hour requirement* fell ini- thirteen categoric?- TIknc arc the rategonru-ed for the histogram. It can easily 1k- vren again, tiiat the majority nf the state* fall below the recommended minimum stand ard of nine semester hours. In fact, forty, seven out of the fifty-six states, ot W per cmt. do not come up to this standard. Two meet the recommended requirement, at least in terms of credit hours. One requires ten semester hours, while two list twelve- Three 59 Hales requite ruii.cn jcim-jur Uutirs And one requires eighteen At the other end at the scale, "a course'' it listed by eleven states as their minimum requirement, ^.htl* fen states have no re quirement* at ail. The remainder of the figure i* sell eiplanatory. One seeming dis crepancy must he explained, however. Two stales were recorded twice on Figure 2. due to variable requirements which allowed spe cific credit hours to be waived and "a course" to be substituted. One state was not included in this figure due to a peculi arity in requirements. It reported a require ment of ix semester hours of preparation foe teaching the practice driving phase, but none, apparently, far teaching the classroom phase. This oddity was noted by (tie state nffieial and the statement made, that hv t%2.A3 the i* hours would he required for both phases. Another interesting find was the fact that 01 the fiftv-twn states having driver educa tion programs, it is possible to teach dnver education in five of them without having a college degree Twenty-two states allow no emergency credentials in this held; yet of the Mates having both a driver education program and a regular driver education teacher certification requirement, twentyfour have issued no emergency certificates An odd sidelight was Che fact that several Males were un.vMc to Mate exnctlv hr.w many Imer <riuc innti icirlicr* .*f:re <tgally in service under emergency certification \ total of lt>,b44V$ catchers, supposedly qualified, was reported by fifrv-one of the fifty-two states offering driver education in their high schools. The grand total of all teachers engaged m teaching dnver educa tion oi the United States at the time of the urvrv was roughly calculated to be slightly m excess of Use 20.62314 to 20.63114 range. Many other interesting bits oi information came to light, but due to space, cannot be reported here The information is available, however, m the speakers thesis, soon to be retased in a National Safety Council mono graph. Sv mentioned in the beginning, there ha* been considerable discussion about establish-* tg requirement of a minor in safety and driver education, as a prerequisite to certi fication in the field. Unfortunately, `Here 'eem* to he no agreement a* to what con stitutes -a minor, either in credit hours or m course content Not a single state men tioned the consideration of a minor although it was nationally proposed as carle as 1^53 This survey, then, would seem to show that certification requirements for driver education in the majority of the states, at the time of the studv, were not in accordance with the professional recommendations and r'f hm twine upgraded. RAISING DRIVER EDUCATION TEACHER QUALIFICATIONS By RICHARD TOSSELL. Assistant Director. New York State Citizens Council on Traffic Safety, incNew York, N, Y. There i- j -ir. j- trrtmg *-n ihc part nf carhers r-* 'n,.e* ~lur:,ti.in-- f*otl in hitrlt chord and tear-er prcfcimtion m-tnutiMii--that the `intti* <vr-* required ior cer tification to teach tin* subject U inadequate Advocate* * * -i"eie course (2-3 *em<efer hour-) * |irep.iniiun for teachers of dnver nluvitb-u are of tlte opinion that* (!) Die teacher preparation course need r*4 exceed the time required to present the to i -ot-K !< the -mdi-iit--- -,.iiiiv -:ic -.ine*er t2 The teaching -kill. xcq-nred m other -`itqects can f>* rcadtlv applied tu driver education without -pending time to acquire i-MinoruI ekitl- These argumenis rcrievi a ui under- -i.indmg ot the -{eoaltrcd knowledge and methodology required to teuai tU- subject. Close examination of the ourcmuRS course requirements in many states tor teacher preparation will that there w tar >rv much to rmtr m the time showed. I'here are manv important area* that are either covered iradwpuuetv *e tw*t covered at all due to thu factor non. tkx oolv kn*cw*n*l -t->il* iml also 3 third irvt mwi mqiorranr ^rra- dnvmg attitudes, ifore time 'hmiM tv Available for mtnxnon on ivhmi|iirs that tend to improve altitude**. Mnmvf aiien- There is disagreement among educators, iwxv must be given in -arv< mlier perioo- toda>. as to what kmd and how much prep* aJity ctiaractensucs and their reUtionship to iration is necessary to meet high tandards dm mg. Therefore, more stress should be tor teacher preparation. I would like to liM what practitioners in New York Staae placed upon lists important am in ihc teacher preparation program. luive indicated as rhe arms that are not .idequateiy covered in the minimum coarse quiretnent for dm re education teachers: T. ffrrenrcfi. Dnver education is relative!* new m the school corncuium Important researeli itodies have been completed in the 1 Bffecftit Instnxtum /a Ike C/tUTjom rift 20 year*. The findk^s oi the research iini Pratuet Dmwj. h has bees totasd studses shoidd do much to modify the pres .urtong driver cduatiun teachers that a great ent teaching techmquca. However, it is im- weakness lies m the ineffective techniques in a Umited course to find the nm< utiiixed us driver education tanrueoce. More to rover these studio or to aid Mudents time should lie devoted to prrr-rsng teach in envying cn Lwiivninal research itmiie* er* Ui teatfl. 8. i*nbtic Retotunu, Dnver education i- 2 \f`d,'rn Tfchntqutt of Instruction /a the one subject m the school program ttut Prxrtr i!4u(at\on. In order to mrresse die deals nest extensively with nscununitv mimlier of students reached and to improve igenoes. suck as the police department, mo- the quality of irntructtan, the foflowmg ue vehicle dtpunuieut. the courts, highway techniques of instruction in driver dnr*rirm and trafte depaxtracats. traasportauoo aurequire special teaching skills; heum, ch<&nrf, aiacenobdc dealer*, awgraace atscr* these techniques are not adequately covered qiHtkiw fnic and lernea orgamzaaseui, and m the minimum cour*e requirement: niu- lor-mes* grvwps all of which help support pie car oft'-street driving range. driving newritor*. educational television, the Car follow plan, effective utilization of aruHMe **& uvuat aids and demons!radoot. etc. i- Tt*s<k<r Orinftg msrprmtwi, U bn* twen found that inadcqvate S'CmeSon r* tiring given in meeting timing etoargeane-. t>< whops geograaa Driver cvkma&oa i> b- tfwaHy rabnble beotae of its rviation>hip * the parents. The peoeat coursm du not .Irvuac enough time showiog teachers Avs*1 euahlbh apprtqwiaie public awarene**, appemaeoe acid support of the ``values' nf lm edaotacea >tunv of which contribute t<- acodrai'*. 4 i'hynolui/tfol Atptctt t L'mom# M^r nine should be available `or nmcfuAg that effects that alcohol and uber drugs and narcotic* have upon driving. A tnepearngfr t.irge number of night tragniua orrarie driving while under die mrioeoce ut ibrAU. '> cihfcwship. The major objectives oi Inter ehs&ow are eoacemed with tlie -wnK.-ihMi.g ,,i good citUensfcip through ilw g. It n a well known fact that people 'end to drive as they livt More stress -humid be placed upon this highly important oral m the teacher preparation program. 3, Discussion MrtMods (t baa Wnn touani tlvat the ban* oi aendmts Mrafrrimc \oung people arc ir err m>j-U pa/y dbe to faulty attitudes. One <>f the best ways oi improving attitudes ts through the me at discussion techniques. There is inadequate time to prepare teachers in the use of db* cussion methods. tu Per/oitii/ity Chdroc/eruricf w ReialvM !<> Driving. Mathcmaucs ts pnaeipai!? cue- vertted wnit knowledge znd skillsi the came t.-> true in science. However, driver a&aea- 101 CiMn Support. The general level of rradk ui`y at a consnasty and nt the aaa* dorpendi to a large extent upon die .agiport girca to improve highway corutruc- ihr, of cmorcesnenc, the work oi the courts and the driver licensing agency. There is a strong feeling that young peo- id* should be well prepared la this area to they will be able to understood and support the worthwhile activities of these official agencies, which make for greater safety. More time is needed for the adequate prep aration of teachers ui this area. 61 IVfk? Xah&HJl 'inftly C.fftpresr II. Tracker--an Expert Driver. High ^ It*teacher* of driver education siiould I* expert drivers as well as teacher*. Un der the present conditions not enough time is provided for them to acquire the neces sary proficiency. The foregoing rationale vu developed by a Joint Resolutions Goeuruttec of the Driv er and Safety Educators Association of New Vork State and the Sew York State Citizens Council on Traffic Safety. This rationale is in the nature of a preamble preceding the actual development of the content and time allotment! to adequately prepare driver education teachers. These course outlines are being jointly developed in a committee representing the teacher preparation institutions in New York State, fie Oriver and Safety Educator* Auecutin hi *-t N'tw 'i .*rW Mate. ami the New 'tt.rW Mate I Vf.artmeni ..i hdm ation The New York State Citizen* Council is tone(inning as the coordinating agency and ' providing state-wide supjwrt lor raising the educational qualifications of driver educa tion teacher*. When this step has been successfully oomj lished, it will serve another purpose, also. The status of driver education teach ers suffers, because some educators and laymen alike consider dnver education a "snap"' course. This errenews impression lias its roots tn the amotau and quality oi preparation required to teach this subject as compared to other subject area*. How ever. the prestige of dnver educators cacmcx be downgraded, if they would meet the high educational standards demanded by today's traffic condition*. The heartfelt gratitude of 3 motorized society will be given competent driver educators wim can prepare rot-iamlmg high *ch'>l triitlic rihrem USE OF PSYCHOMETRIC INSTRUMENTS IN THE PREDICTION OF AUTOMOBILE ACCIDENTS By CHARLES F. HAMER Professor oi Psychology. CrinneU College, Cnnnell, Iowa Thiv paper r^jv-rt* ihe rciih nr three vear- oi u*tng ji-n hoiuetru m-mimeiM* ' tlwr Kite f*i f<i underwriting ot automobile in.uf.incr mr mate ilmm umSer J5 >e.ir. id age. in Sr|itetnfrr 1.1 IVfb. the harmerMutual Reinsurance Company ot Grmm.ll, Iowa, began to use a ji-ychotogira! test or inventory developed by (lie autiiar tn predict the accident or liability risk oi youthful male drivers and to <et premiums commonsurafe with the adjudged risk each repre sented. Initially three risk categories were established -- Group 1. being the best risk group and Group lit. the poorest. After some experience a fourth group. Group IV, a very poor nsk group, was added. A per sonal history or biographical data form ha* also been u*ed as a contributing variable in the decision to accept or reject an applicant for insurance. This entire program is predicated on cer tain assumptions: E Driving behavior is more closely re* ijitcil im die iinui'le nr tfie driver than t.. r,i% -cnuirv .uiitiv, conrihnatiMt, rrieti*>r tour. nr Aitccr driving *.ill. .? Awmxlc* differ among individual-, arc tar from ix-riertly correlated witii age an-! --an and do tlumge but general!v milter -Sfiwiv, j The relevant altitudes con be isolated And measured with sufficient accuracy * pertmt actuarial prediction. .N'o device* t\ tint were considered appropriate either f-r die task or population involved. Using fairl> conventional test construction techniques, the .uthor developed an inventory and a perjinal history form designed to measure wliat we believed to be relevant attitude*. ht the begtnmng, all bnvs insured with the company were divided into four grou|~ on the basis of (aj put driving record and (b) data covering exposure to accidents. Criteria for inclusion in the groups were established. The grms categories were a* follows: t \ group m hnvs insured for nt ieast V'> i ear* with very poor driving records. b A group of bovs insured for at least J' i sear* who had unblemished driving rec ords. < jjroup of bovs insured tor at le*t W\ vear* whose driving record was inter mediate to the above groups. -i A group with less than ZVt scan of driving experience or insurance coverage. Some EjQO of the bovs insured with the company look the inventory and lilted out n* personal history form. Their replies by groups were iirm-uialysed, and an empirical key was developed and tried out on a cross validation group, Tle population involved in tfits study is extreme!* homogeneous, insisting of male* under iS tears of age, alt living in Iowa and most in -mall towns or rural area*. Most have had little driving experience, no rmbiary and little employ ment experience. Few are married and they represent virtually a single racial, religious viid v>ck>-economic group. This homogeneity lirecludcs the use of many demographic variables which might wdl be predictive of accident record, and presumably make* dis crimination among member* of the group more difficult than would be the case were the population more heterogeneous. Tnc value of a measurwig device i* *tested, ot course, by the degree to which <t i> related to some entenon. Virtual!) all -miles of accident prediction use frequency ci ics-tdnit as a entenon, often tumping together indiscriminatciy culpable and nontuipablc accidents. Almost without escep* tici>, tjicv are based on a concurrent validity dr*gn. rather than assessing validity with predictive criteria. That is, they attempt, lifer the tact, to classify accident-free or .cadent groups. Thu is purfe**M-i dassieimnon, not prediction. Furthermore in most -iwh studies, the groups which have bern classified have been extreme group* tie, ones with extremely good or pee* record* I which are clearly easier to categorize than would l a population covering the entire 4.uimt ot nsk and record. In the present study the majority of the accidents (90 per rent) have been incurred viter the evaluation, hence the data are primarily of a predictive .rt nta an after the fact classification. YimaBy all claims .ire reported which i* nm true oi state record* or ot ilai.i obtained from interview* bach accident i* mretullv .mevtigated and .iiipabthry i> asve**ed along a inree point continuum ranging trom -no taulf through ''contriNitorv negligence' in "primary repomibiitty," The reliability ot this itidgment oi culpabihfy can be determined and is known to be e*iremel> high :efiauiness ot claims can also tw used u i criterion and it i*. ieriousneis can be assessed in two wan, tl) *er!<,uwe** ot intury and dollar value settlement The two are undoubtedly correlated although tai trom perfectly. No attempt i* made herein tn u*e notation* as a criterion Records oi 'lolauoo are loo mcomplete, too subject t< chance, too much dependent on die wlum oi local officers and the like to i* very mean ingful. To tfie autltor, im lUentificatinn -tudy using viubtion* a* a critcm-n t* vu*- :wt. License revocation or Mi-|n-u-n hamany ot the same mull* hut .u tea-t repre sents a lairly careful evaluatioii l> vcveriil person*; hence these are used a* cruem herein. The statistical evaluations which follow are efu-squaees tor frequency, i.e. trtqucncv nt claim against the expected distribution, irequency ot senousnes* of injury ami fa talities against expectation, etc., and `t 'ewt of the differences between the mean -eitlement* of the risk group* Determina tion of baal measures ar trequetictes t in erms of car -ear* of insur-jnce coverage, not number of insured, bmee the premitun vane* considerably lor the various nk categories, the attrition among the gruii|its quite dttTerentul. Groups 1 and II bov* tend to continue to insure with the compum, whereas Groups 111 and IS' insured are more apt to drop out. Thus, the mean dura tion of coverage ts greater tor the better n*k examinees. To use only the number of current m*urd a* the basal frequency would under estimate the number of boys tn Groups III and IV* who had been insured, albeit briefiv. Conversely, to use as basal frequencies the number ever insured would overestimate the Group III and IV coverage since their mean duration of coverage is con.*tdrabiv <tnallcr than that for boys in Groups i and II. No accidents are included unless the boy was insured with tfie company at tlie time of the claim. While we know of some claim* before and niter rmerage with the U /0&? National Safety Congress comiunv, we undoubtedly leant only ot llie ifwir* venou* tine*. Inclusion ot them would truroducc possible b* In addition, we can not judge culpability in manv ot the*? case*. Such exclusion may well tower -mr validit) estimate as the boys who drop out are the ones who presumably represent the greatest risk. Two major entem may b< used to assess the validity or accuracy of deuce- designed to predict automobile driving record1 (1) the frequency of culpable accidents and (2) the seriousness of them. For the most part two tables arc presented far each criterion measure. The first represents the results obtained using the inventory, the second the personal history form. Within the hrst table two sets of dates are presented, the hrst based on the three category clarification used initially, the second on the tour told classification subsequently introduced No insured nr claims are dually listed- `Tnfv closed culpable claims are included. Claims involving serious injury, uncertain fault, subrogation, legal suits or large settlements are closed much more stowtv than minor claims. Table I presents data relating die fre quency of culpable claims to test u*c>re classification. Table 1 the per cent of cov erage by groups, the number ot dosed cul pable claims, the theoretical or expected number, the actual claims as a percentage of expectation, the per cent of expectation of the group divided by the per cent of especial ion ot (.roup I and the number of claims per 100 car sears or coverage are shown. FREQUENCY OK CULPABLE CLAIMS RELATED TO INVENTORY fTEST) `CORE percent of expectation tig Percent at ee*ct*Uoa. Oxime per Group I Percent 100 ear ran ot expectation of coverage to.? t.*9 IC7 M Imt m? i ot' In Table It, much (he same sort of data are presented in reference to the personal history form A few boys who have had accidents have completed the personal his tory form but have not taken the test so me number of claims here is slightly larger titan on the inventory. FREQUENCY OF CULPABLE CLAIMS RELATED TO SCORE ON THE PERSONAL HISTORY FORM Percent of coverage 1.2.1 tT 23-S 22.2 XXi Closed Culpable viiinu -? !4 itri is* 20? Theoretical Distribution 14.3 IlMtUS in* 17S-1 rril* Claims per too eiur yean of average 'Urge C /mtemu There are slight inversion* mi the mtnwhen :!>e tuur-lold classification is used. The inversion between Croups 1 and II >* largely due to a number oi contributory negligence claims on the part of Croup I insured. Both tables also indicate chi-squares. The em-square for the inventory are sig nificant at the one per cent level of contidence and at the two per cent level of osxindence on ihe personal historv form One might reason 'hie am one could have one accident and thai multiple culpable claim* wwild be a better lest than total frequency oi claim* The following tabulation presents ilaia on multiple culpable claim* The fretuencies are lor boy? in this case, not numi-er of claim* Little discrimination it found n the three-fold clasufieatifm, but irond ii-cnmination exists m the ca*e of Ihe four '.hegorv brcak-<(own. Actual N*n of Inaun-tf with Multiple Cutpahl* Th-nretiral Multiple `"ulpafttr fliUtn* ever, ilir mtmlwr of *-lnj*d claims >. lar^c enougu (.shout 7?0> to lujtuv die use cjl *e*ilemene data- Table III inrUcaie* the mean settlement tar accidents by test score groups and the settlement per car tear of insurance (total settlement divided tyy car vears ot coverage) and Table IV presents similar data me the personal history form TABLE HI Mean srtilfmrnt & Settlement Per Car ear Of Coverage Bv Inventory (Test? Score Grouping* Group Met Settlement Settlement of coverage l S55S T3 ft 7W.M til tltS 1*0.10* to.SJ S.ft `include.? nne large settlement which, la tn# ipituoa of the author wu u of doubt ful culpability. Without it tne respective < aiur* would be SS34.S2 A 1*4 Si. ( $301 S3 U 2820* IH 4l iv :.s: vt $2XB ?4gg -i-i 12 iujaS IP Due factor tends to limn the usefulness >i this criterion. The men duration of '"veraqe of Groups l and II boss is much I-dyer than that .f Croup IV insured*, which means that the Group IV* insureds mav rv>t be around long enough to have mure than one accident with the company, it is believed that if statistics were compiled w which the duration of coverage was equated, the discrimination would be much -harper. ' The seriousness of the accident is a second criterion by which the validity of a predictive device can be judged. Seriousness cm be defined in terms ot iniuries or of monetary value of the settlement of the claim. The two undoubtedly are correlated hut rv*ne perfectly. Dollar evaluation of settlement is not apt to be a meaningful criterion when the number in cases is small, ,* * few large claims can grossly affect the wm whereas injury and frequency ot claims are both frequency measures and uniffected by extreme cases, Settlement data are less stable than frequency data. How CABLE IV vlc-ui >-ttk-n>ctit d Sclilemnn IVr t ar 'i ear Ot (.overage By Score ()n Ihe l*er<nnal History Form Mean Settlement $303.3)1 ISO. J-2f 4W Mi ss$ aof MX 14 Settlement per car rear o( coverage :a.H 52.43 The difiercnce between the means for the three category break-down on the inventory is not significant The difference between the means ot Groups I and IV on the four category classification m the inventory is significant at the 10 per cent level. No test of significance was run between the mean settlements of the personal historv1 form groupings. The distribution of settlement.* i* markedly skewed and very large. Huge dif ferences are required to reach statistical significance. It is dear that there is a defi nite relationship between test score and ^etilements and personal history form score ,ittd settlements thus far. Whether the dif ferences are *iti$ttcnllv significant or not, it has cost the insured 375 times as mudi per ear year of coverage to insure Group IV boys as it has Group 1 boys. 65 ?v..; jji. ytwujiicii! t.in *f> Ire eviluaicd 1*1 iff**** tit injunct involved in the accident. -Ml uipabie Haim* are, at ihe time they are ck>Mfd, coded a* (II involving no injury *o anv party or onlv a very minor miury, t2) involving a minor to moderate miurv to tome party, or (3) imolvinx a moderate to venous miurv or death. Most tall m the rir<t miegor' Tablet V sod VI indicate tlt< (requenev *n moderate and serious in juries t\ tc<t score categoric* and by bio- ^'a|*lurai >Uia urm srurev Because ul ibe 'fliiHflv small rajmbrr oi injuries tailing in >i modemie and serious categories, the personal history form scores have been com bined into c*al> three categories and the three and lour category divisions oi the test have been combined into only a three rategory grouping. The actual and theoretical irtqucnocs are shown along with the per cent the actual frequency oi the expected (requeney. TABLE V RELATION' Oh SERIOUSNESS OF 1NIURY TO INVENTORY (TEST) SCORE CROUP Actual rrequeney at Serious Injuries i S3* Percent at SlapeeUtion J Actual Distribution nf Moderate Scrlovunea* 3 Hi 20 o is m. Does not include S accidents involving falalitica In which tested but acx insured boy* were driving, The three were In Groups III or IV T MILE VI RELATION* OF SERIOUSNESS OK INfL'KJES TO SCORE ON THK PERSONAL HISTORY FORM Score ?-> it Actual Distributive of Serious Theoretical injuries Distribution 3 Ci '? 1:1 Percent at Expectation Actual Distribution of Moderately Serious Theoretical Injuries Distribution 1 li percent of Expectation J Mr l SI 127,9 Does not include 3 accidents involving fataJltlw In which evsiusted but not insured beys were driving One fell in each of the abort groups. The inn criterion for which data arc pre cut 1-iJ ts that of licence suspension or revovtitiun. There t ttsnc capncioucncu to rrvnraiioo of drivers' license* but. for the mr*t jart, such satpermoa represent* a venous violation or a scries of themKeniusc of the rather small number of the three and four categoric* of tl>e mnttriry scores are afprin combined and M<c j<ersotl history- tcures are combined mim onlv three score grouping*. Tables VII ,um1 VIII indicate the actual frequency of millions bv groups and score categories, the r<)xxted distribution and the per cent d<at the actual frequency is of the theoreti cal or expected frequency. No chi-squares <verc run due to the small number of cases hut the results are spcvtatcuiar not with- -t.inding- TABLE VII I.kcu.-c Suspension Or Revocations Related To Inventory <Te*t) Score Croup Actual Number ef Suspension er Theoretical Percent of Group Revocations Distribution Expectation S7 .* The same *rt ui' data could lie presented for both non-culpable and comprehensive claims. It would not seem likely that nonculpable accidents could be at all predicted: in actuality, a pattern rather similar to that tor culpable claim* is found for the nonculpable ones, although the differences arc te-s significant. s.Arjof c jlifitt C T ABLE IX -n-tm'ir-n Or Revocation* Related TV rr f'*n The Personal Hxrnry Fnrnr ! 'hii i|iwur ilut psjchonietrir devices t'r capable of identifying groups oi youth- I ~`..lc ilrivrr- <to hive vintng prnha- *liiics of being involved irt automobile it - -rtems of their own making, Tliere appears {wt a relationship between the seriousness t the pendent and performance on the p>hometne device as well The ability ot both me inventory and personal ht*tor> form to dentil v 'he boss who will drive or behave in such a lashton a* to have tltetr drivers' licenses 'evoked is little vlvort ot phe- 'uwnenal. The data, thus tar. support our -suumptions concerning the relation oi atti tude driving behavior and the abilitv iu i.ve*s surh altitudes. Refinement ot the de. ii r. daifd lead to even Iwtt^r c>redictinns SCHOOL AIDS THROUGH LOCAL SAFETY COUNCILS Br W. RUSSELL HICKS Manager. Hamilton Safety Council, Hamilton, Ohio {>ur children are iwir nation* -im-t vatii. ble posses***. I'nlc-* thev ire taught to hve sateK, *e *"111 fe** ''*ete*--t> dispensing Air must valuable natueul ir^et It 1* imi'orrur-are that most rommumtie*, with let* than 2Q0.0LX) population, and mam aryer mmrmsiirte. have faded to rccognie* the sxiue of a full-time satetv specialist in ihnr *cfv4 *vnetn< In marsv communittes wi>ere tl*e need femenued. puWic support errisrv tor selling the idea ta school frffiuls has been insufficiently generated to make '<1* staff {aifuion a rcaiitv. Therefore, the -ai s&frtv council can give valuable help the `eUeJ *y*enw of their communities. 1 k no* believe there is anv worthy chool ihmnt*initor wiwv would not be agreeable a well dcvelopeii, well rounded safety (mgram that could be worked into the school irtivities. It is my optnioo that Dr. Walter t'rewson. formerly superintendent of Ham ilton public schools, has most ably stated the hinking of school administrators when he -aid "What is the use for us to teach our hildren the sciences, the art*, and related vtal subjects il we do not teach them how li 'o apply the knowledge we have 1 nieht them,' I ilo iv^t wi*h to imptv that a satrtv eouni( *.in or should .irtempt to step in and lake mcr the safety vcuvitiev of the vcitcol -vrem hut heiievr the safetv council can be ' *-ituabl mntrthuiing agenev, and can ahtv -erve m a liaison capacity. This can be acmiphslied by bringing school and safetv ofiwtais tngether for the study and solution t problems before thev arise. As an ex-imple: When a new school is built or there t* a rliange m the tratfic pattern m the area t .m existing school, eitv and school otltcitils meiMing together can eliminate or greatly reduce harards that might be created f*r children going to and from *c1hxs1. The safety council ran also be a spear head in advocating the employment of adult crossing guards which, of course, is a rel.ndnlily of the city, rather than tl> -cltool board. Your program chairman has requested that I discuss, with vou, the program ot tered to the parochial and public schools o( Hamilton, Ohio, by the Hamilton Safety Council. First of all let me state, emphatt- callv, that we have the wholehearted and undivided -eration of all members of our Board of jeatton; Dr Lester L. Dickey, uiperintcndenc; Ray M, Taylor, assistant superintendent, and Msgr. Basil Haneherg if the parochial schools and the principals of each nf mir schools. JOs/ tJatumat Safety Congress Tt* School Division of the Hamilton ''f'lV' Council is romprived of the principal, i facility representative am) a Parent-Teachr<- irprcsentative from each uf our -'l -.chnols Monthly meetim** -ire held to divus> .xceideot problems i out thildren gomg to ant) from schools, and safety in school Wildings as well as on the school grounds, and after school hours. For the nine month* of our school sear 1061-19&2, ue had an average attendance of 46 persons to meet and dtxeuv* mutual problems Our school programming actually starts >n tune when we prepare a letter which is di.tributr-l to all kindergarten ind first grade students to be taken home to Mom and Dad on the ftrt da* ot school We also prepare, with the cooperation of our ifenoma Club, the identification tags which arc worn by the children of the kin dergarten and first grades during the first eck of school. These serve ** a reminder `o motorists, and also <o the mothers and lathers, rf the traffic hazard* encountered b> >h# children when they are on their own, *n mans cates for the first time. 'A* also seicet the children whose photo graphs will appear across the top of the hick page of our newspaper on the day be fore the opening of school- The** ptwto,:nphs are taken by the local newspaper without cost. During the month of August the Safety ''ouneil check* with the traffic engineer on the proper legal signing of our school zones and the painting of cross-walks and other items which will add to the safety of our -udmt* We also meet with the principals during the latter part of August to obtain their imnktng on tne aims of the School Division for the coming school year. Working with the automobile club and <>* police department, we have developed a inumng program for our school boy and >;tri patrols which is conducted in various (virts of the city during the last two weeks >i( August- We also participate m sessions conducted by the police department for training of adult crossing guards. The month of September is a busy one in tHir school year for immediately after the peeing of schools, the Safety Council works wt'h each school in the formation of its tumor Nilety Council. Details on the for mation and operation of these council* ran be obtained from the Senoot and College Division ui National hafetv Council The personnel of our school -Wets fumiul 'ue a* hall patrolmen m our school build ings The*- have tegular monthly meeting* *nh representatives from each grade and rlas room where student -Atetv problems ire discussed and arttem recommended for correction. Also at the opening of school our teacher* n the lower grades start the children tn drawing map* showing tne safest way to .md from school from each child*? home Alio the start ot school, we put into operation what in mv opinion i uw* of our mo*t important programs With the full, '-operation of the police department, _>* *f `iur traffic men, who n well ijuaJiried m dealing wuh children, goes tv each eleTren- tarv school and ccxiducts a pedestrian train ing program. We utilize a traffic light and a stop tign, a* well u automobiles in thi* trumnf program and if there ts no tratfic light at the intersection of the school, we take m a portable traffic light and teach iilose of the kindergarten and first grades how (o cross the streets safely under all v'.todiliont We keep a record a tb** trained ro determine it' they later become a [edestrian casualty. To date thi* program u in its second year and shows grot promise. Thi* program is conducted in the Fall and repeated in the Spring for those of the kui- dergarten and first grade level. Thus we have four opportunities of training each of these young students. Also at the opening of our schools wc announce our Fire Prevention Week essay contest for students of the fourth, fifth and ?ixth grade,. .Annually we receive essay* front approximately 65 per cent of our students in these grades. The subject ts "How 1 Can Prevent Fires n My Home." One boy and one girl from each of the three grade levels are chosen as winners by an impartial group of judges. The winners are awarded a luncheon, a day away from school and appointment as a honorary member of the Ohm Fire Chiefs Association. The ap proximate annua) cost for the luncheon, lor winners and top city and safety council utfidaJs is F20 oer year. Early in the school year we start working with school officials and PTA association School and College tgnierrner jThnal* m ui*- Accumulation nt materials and ihe follow-up of the suggested recommend#' Hons, to order io nullify our school* tor the National Safety Council Honor Roll Evalua tion. *-Ve are proud that we have 100 per cent tianicipaiion of mu public and parochial ,,>stem* enrolled in th National ^ifrtv Council program Other programs started in September are btcvrle training, nr* drill*, driver rdurnnon and vocational shop inspections During October we dtsinhute approxi mately .51,000 piece* of literature and a tire prevention week poster for arh trhoo! room m uur ettv, The pass-out materials in the nam are received from tne National Board _t Fir* Underwriters and supplemented lo-~lty hv a now* tire drill plan which ha I--*n developed hv our fire dejartment. Through the principals and teacher*, we hold orientations on how to use the safety -e**on leaflets which are contained m Softly Education magazine and are available tram National $af*tv Council We turt work throughout our elementary <hoots on Halloween vafetv, urging our parents and students to nvke their costumes out of something white or something light, and give added emphasis to going to the *9mer to ero, Through the vrhool svstem and with the cooperation ot the police department--Op eration Pumpkin pant*? are held at each whaol This ha? hern xerj helpful in re ducing vandalism and concentrating the chil dren in school building* and churches which keep them otf he street. Valuable merchan dise in prizes are given to children whose names are drawn from those who attend he Operation Pumpkin parties, provided they are home to answer the telephone with in 30 minutes after the party t* over. In November wc have -indent* of the imjrth, fifth and sixth grade* write three*rd slogans which can be applied to a piece st metal the size ot a license plate, Aince in Ohio governmental cars are not required to arry a rear license plate, we make a plate He mz* <jf the licen* plate, place the win ning slogan on the plate and aiSx u to the -ear of our police cars--recognition is given to the ooy or girt whose lugan i* .elected ''Kir school emphasis program tor the nnmth of November is on survival, and is inducted with the cooperation t the betens* and Satetv Council We also start plans for the school i the Butler Counts Regional Safctv ('pund which is conducted >n eooperauon with the Sjietv Council nt \|iddl*tnxxn and held early m March December ts devoted entirely to noiuUy -atety with emphasts on the dinner hour? of daylight, pedestrian safety and Chn?tma? tree ?afetv. Annually, we distribute 13,000 copies of pamphlets on Christmas tree safety to kindergarten, firt, `eeoncf and third traders of our public and parochial school* January and February arc devoted to winter hazards with emphasis placed cm sleigh ndinr, tee skating, falls, and the hazards of throwing snow halts and shoving children on *lippcrv sidewalk? We also, during this period, consolidate all of our materials and ininrtnat'on u. the school section of h* Trathc inventors- March brings a fit it nur Mutter Countv Conference and safety assemblies in school? Emphasis is placed on kite dying, btevete safety, and the hazards ot playing wvth it rang* animals, and also the proper use of baseball bats. Late ifl March we start training the team* tor our bicycle inspection program. We ue a team of 12 inspectors who are trained to do a bicycle inotion on an assembly line basts. During the month of April wc start bi cycle inspection programs tn each at the elementary and funtor high schools. 'A* repeat, with the help of our police depart ment, our pedestrian training program: con duct an essay contest in the fourth, fifth and sixth grades on Clean-Up Week, *nd the value of having a clean home and a clean city. tn addition we complete -"'*1 submit the information on our National Safety Council Honor Roll Evaluation. We. in Hamilton, are very proud of the f;ict that we have 100 per cent of our parochial and public *ehols enrolled in the National ?*fety '."ounetl Honor Roll program. May brings us toward (he end uf die school year. We have safely assemblies in each school dealing w.th usier safely :n.-i vacation safety. We have the assistance of a number of the Coast Guard Auxiliary who t'.'h* \o)i..n,jj s ........e iti umiofm vj *fak t/p (lie <.tu<fcnt* ti ihf hazard* m vMinimin? in vuiMqwT areas imd >lwm a film ui> swimming ,md other water *poru. Encouragement is r^ to all Moderns who are ion-rimiTxr< to take advantage " learning to im-lons are given at ill of our municipal pools. This program <ia l*m verv nxresvful and annually more Ilian l?00 children are taught to iwim also bring to -roneItuton the prerwratton winch are trade for Senior Class Might activities Starting in !W the safely council aistri in the formalum of a parents' comiMiiier to provide entertainment for the mmiher* of the senior rla*e* on (heir class night and to keep them off ilie highways, riiese liave developed into verv elaborate IMrties with ileeoraiions m die Jcbool gym* M-mpai-able u Hollywood productions fea turing nationally known hands, with aJI of die (<! and ofi drinks that can he con. -trnnJ -- irre rliarue--ind rk>*e .if ihout ' 00 A .Vf. Aith complete breat<at tor the students and their dates. Personal letters are mailed In each member >i the eraduating dais dealing with highway jfeiv and placing emphasis >w the added emotional stress of class mght In addition the manager of the safety council speaks to the graduating class on (he morning of thr etas* night on traffic safety, plainly, without pulling of punches, disputing the hazards that can he encountered tn week end traffic on the streets and highways. The results have been gratifying and we hasp not had a fatal or personal injury to any -undent of our four high seimols foe the pat eight tear*. We al-o distrilttite many certtfirales of* recognition 10 those who luve served faith, fully througltout the school ear * members of the junior Safety Council and in out rhonl safety programs. PREPARING TEACHERS FOR A UNIT SYSTEM OF SAFETY EDUCATION By LILLIAN C. SCHWENK Head. Teacher Preparation m Safety & Driwer Education Iowa State University, Ames, fowa i|'l .ii'"! hi -*.*mf.le In me -.iir*.|. ..f * .illcrt, low.s during the BMtkftl and tUfit'C -choof vcar the unit vstcm of *rfctv cdm-ation wa initiated hy a voting teacher, wliu felt that he could put his ''free' penods in good n*c, This voting man was a graduate `Itidnil who Nitended college classc* tn the morning, taught driver education in tiie afternoon, and coached after school Being dedicated to safety education and extremely fond / children, he asked per cussion to "try something ness'' m the school system. This "something new ' was wlui e pro fessionals refer to as the unit system This imhttious young teacher -et up a relational schedule, wherebv he could spend one period per week tn each of the thirteen grades, kindergarten through twelfth This meant , iiihiv * ',tjs.l flirts *rh day. shortening h tench ind eliminating all < hi* >*,iltrd 'free time." lint lie was willing flie school board not only gave him the requested permission, hm also gave him a r.u<! The results of his experiment were > gratifying that bv the second semester, hr had been given a second unasked-for r.ii'C. Mow, what did this young man do that generated so much enthusiasm and gener ality f As already stated, he paid a one- period visit to each grade each week. During this fifty minute period in each room, he presented safety topks which were timely :ind seasonal, and which were also geared to the age level and interests of the group. There was a single strand of basic informa tion woven into rads weekly presentation at each level, but widely varying techniques were used. D ?f C iu/rrcnr- *!* ofliMTun' rraifc*. much use a- axis sttrh * color i,' Mtcty songs and games, , , rr. xttcl*. pvutle-, television, him - {>* *-~f -nr Me* The upper elementary j*%trr ind wrote poem* and >-nr> and games were used on Aue,, ind pamphlets were introduced, -iers nrrt dtsplaved and use was made p -he oeVr mini 'aodwvnvuals,'* TW i&m* tut*. M high vctvoal levels ii -*> h*| jew**--* *1*1 ixunphlcM In addition, > cl everted m-puper and magazine ir -te* Rnsnd-aMe discussions were utilized, >. were <i'm e*eek *f various sorts. Since i>i* ta> a fanrmg eommunitv bordering n a ueaverwti nty, rU"e* w*re even!* Hided a* to - and urban interest, Thu* . Kk sarart* iipiew cmild be introduced. \,ras tsUi*asv n!* tnp*. and motion pic- `ure* were s*ed. ac writ a* overhead projec- *-1*1 fa adtStkei. the older students often pfeporad prog ram* for the 'singer nnc* and foe the PT i and also wrote news- taper reieiteti. All in afl. tt was exiremeiv successful ind the seedesu cnjo>ed the experience They even t'wegpiamed it wme lemporanlv -<hedulcd event cancelled or postponed their regular weakly safety session. The voung man again enrolled full time in school and thus ha* had tn abandon his tachmg. The iearlier who replaced him doe* some of this work but doer ncM hare as much time. The elementary teachers teamed so many new technique* during iho*e two e*r, that their individual safety teaching i* now much im proved. There are both advantages and disadvan tages, naturally. The advantage* are that one person coordinates the safetv instruction .tnd ensures continuity; the cost ts low: all grades receive attention: ail students benefit from the teaching of a professionally pre pared sal cry instructor. .Among the disad vantages i* the fact that other teachers may tend to eiinurate <afciy from their teaching; the plan is almost impossible without a !-*i.Krtv orvp.ireU teacher Hus approach kies have vigntnratice tor -atMv educator* it could w-ltet lie Cfimmunitv appetite ami p.tvc the wav for a full-time c.uctv mMr>tctuf and/or coorlmatnr It dues prruide an ipporrunuy for a school svstem ot anv uc to provide full-time education tor it* voting. vters. It also allows tor broad afetv acuutv tor student* nr all ages 'vow, what kind of preparation i needed ti'f inch a teacher s ''nice nung*ter* of all ages are to be taught and all area* nt ui>n ^re to be covered, it follows that the pr*j. rxtion for `ucfi a teacher most be as compreheiwiv* at pn*thle, The icnrher nut-i have a methods course tor both the elemen tary and the jeenndary level. He mud tuvr iiad both a general -afets education eour-e and an advanced course in the organization i>i safety programs. He muit have had some special problems courses in which lie could develop additional teaching techniques. For exai ie, our students all develop a complete teaching file of safety material* So two files are exactly alike tor each Undent develops hts own as an individual protect. But it must W comprehensive, sumcioidy categonred. and alphabeticallv ar ranged for convenience. Thev include texts, workbooks, tests, pamphlets, posters, sample worksheets and color books, dippings, car toons, film strips, film catalogues, charts, models, pictures, and fust about auvthing else usable that you could name. These files arc constantly being revisedexpanded, and updated. In addition they develop JxS inch card file* of references to or abstracts of articles tn many current magazines, including "Safety Education," "Reader's Digest,*' and others. Thu* they can be ready m a matter of minutes, should the need ever arise tor a presentation on Jiort notice. Al*o they have wonderful!'* complete reference libraries for developing tSieir regular safety ies*ons These teachers, I hen. are generalists in education and spe cialists m safety. 71 'jft.'HJl/ S>, GROUP DYNAMICS OP DRIVER ATTITUDE AND DRIVER BEHAVIOR By THELMA HUNT Chairman, Department oi Psychology Cttoege Washington University, Washington, D. C. Til* rheme or mis 'saor.n.il 'airn i.vu- err**-- 'Vi hat rut'i rirnlnjnic --. g*jud urtmg fo'nt irmu wluch *' deselup (lie citipliaws <?i 'lu> jM|<r flu. ,-ttipliai - '`enter* upon Or* u-c >,i the principle' metU. ids of mnitirv research, and techniques of group dvmmic* ir. approaching Mir pr*1t- lem of sat'elv in automobile drums Tli< prologue i* (he period which cm(*h- `taed the automobile timer nr prospective driver u an individual with little reference to group influences and interactions, The prologue produced a senes of studies on the relationship nf an individual'* mull and characteristics lo occurrence of accidents and accident pruneness. The studies resulted in correlations ol automobile accidents and traffic violations w-uh physical characteristics i visuai acuity, glare recovery) ; with p*v rhomotor trails (reaction tune or eye-muscle coordination); with intelligence (moaured by psvehologtcai tests) ; with personality traits fas measured by personality question naire* nr clinical evaluations); with age, and with socio-economic characteristics (in come bracket, educational level, place 01 re\id*Tice)- riteie -tudic* have not led to the delinea tion of any list of individual driver charac teristic* which could be used as a ba*t tor improved licencing of drivers, or for dealing effective!* with the driver who i* involved m accidents and violations. The research dudi have suffered from a number of difficulties--including the problem of a cri terion oi driver performance. However, my point ts that study of the -ndnndiul in isolation from the dynamics 01 it'* group has not yielded an adequate approach to the problems. Neither physiological nor person ality trait studies that attempted to differ entiate between the acadcnt and non-occident individual have been encouraging. The prologue ui safety rdiw-ifum -*i*d timer training or retraining las also pre'Wmreuitly emphasised directive, authori tarian, or instructor oriented methods aimed ii Mir mdtviiin.il w nn a neglect of group influence* The driving instructor has expi.uned and demoimraied the techniques of -peMitng a vrntcle. The licensing depart ment nr ih* safety educator has bombarded the pr'jspecme driver with lectures or book let* on rule* and regulation*. Conductor* of the traffic schools to which the court remmil* irutfic \<lr* have relied ui<* directive,, authoritarian pre*entaiiunt iil material on good driving *nd driver attitudes. It ha* been it-mmel >hat the individual will apply (he rules and regulations directed at him, in the complex group reaction situation which driving is, without any emphasis on the group factors involved. Two promising approaches lave come out ./ ihe prologue. The earlv studies relating individual trails to safe driving wrought out the predominant importance of attitudes, which are inherent aspect* of group inter action or the result of group influences. This has led lo recognition of the importance of jroup identifications of individuals (teen agers as a group, for example), and the relationship between group attitudes and driver attitudes, ft has led to feeling* among researchers that it would be more mntfui to study the extent to which the individual can put himself m the place of others and feel himself in relation to others, than to tudy isolated individual traits and charac teristics. Second!v, out of the period of prologue have come techniques front the broader held of social psychology which can be applied 10 the problems of driver education and driver retraining. These techniques are iden tified with the aspect of socul psychology known as group dynamics. It is difficult to define or delimit the area of group dy namics, To some, it is a theory of the nature of groups and of intenctkai within itroups. If groups and their interaction* have a baring upon attitudes related to driving behavior (and their certainly i* evi dence they do), then group dynamics may T2 have much u c-.mnhutc to undemanding the formation of these attitude* To some, group dynamics oi * vet of techniques which can be applied to ,-anous types ot problem* involving human relationships and social interaction* Thr*e rhmqu<* include group discussion tech* tuque* which can be aimed at group deeismn (;roup attitude change, 'jt group commune nation. Thev include group acting out techtuque* < Alien called pvyihodrama leeli. mques), which afford excellent medn tor individual i-ttulmihuI eathar-i- and evpren>n >l feeling* and attitude* Then there are role playing techniques which ran give in- ight into the position which others play m nfluencing r,ne behavior These techniques an also serve a* -* i,lu.<hle device for hanging attitudes Fuul mention might be nude of die sett-i* (mty tnuning technique, calculated to pro duce self understanding--and ouen change-- ihrougti an individual's experience in a group situation m which he can tretly express hi* eeiings and attitudes toward other group member* and permit them to express their icelmgs and attitudes toward him. The** techniques of group dynamics offer promis ing approaches to studying many of the problems of driver education and retraining. About a year and a half ago. wuh the assistance of a gram from the National Institutes of Health and the Division of Accident Prevention of (he Public Health Service, the Department of Psychology ot the George Washington Vmversitv initiated its Driver Research Project with a proposal to study the problems oi driver behavior >risen a group dynamics approach, I would like to describe a few of the studies planned ;f in progress, with an indication of some of (he preliminary findings and conclusion*. One of the projects is "How* to Change Attitudes Through Discussion.'' It is being earned out through the cooperation of the psychologists of (he Drutr Research Protect and the Distnct of Columbia Department of Motor Vehicles. Group discussions are being substituted for the more traditional "lecture'' methods that have been used m the District of Columbia Driver Training Clime sessions, attendance at which it compulsory tor driver* who hair been involved in traffic i tohcioris lotaluig a given number of points m the District ox Columbia joint system. A htle me discus-won n*i|md is not new, *jipl>ing <t to driver education is * recent innovation The dtcu*mn method lia been highly successful m the business world where it `as proved suitable for solving a wide range nt human relations and attitude prob lem* Khv cunt u prove -*ur>-e*nu with Me problem? or driver nutudet* The new program m our *tulv hm number -.i unnnie features, For one thing, people who nar*>e*pate in the discu**ons need has* no special skill m discussion technique. Those qvolvei! in any one di-eu*-n<n croup mas represent 3 cros* section wr the driving public, ranging m I Q from ) to UO or Higher, and ranging wtdeh in v>ctai and ei'inomic background. Lspenmee. so tar, iinficate* that these different'** are no barrier a successful iraffk di*cu4*>oa. \nother unique feature >* the iitikuatmn > non-prorosional diwrussioo lemlers, who ma> be drawn from the groups thermelses ihe Staff of ihe Driver Research Project has prepared a manual for group leaders -'omhicting discussion sessions ahout driver attitudes, which will be available s.n i'r<r general disiribution The manual contain* ^elected maienal* and suggestions for their use The third unique tenture * the nro injure worked out to channel 'lieu<*un Avion* so thev concentrate upr,n vtmudmat -<ial feelings, and so they proceed from an mpersonal `story' situation and discussion a real-life situation whtrn happened, or c -uld happen, to member* ot the discussion 3roup. Following a description ot the procedure hy a staff member of the Driver Behavior Research Project, here i* the way a ifiscu-- on at the Driver Training Clinic works, l-trst some miormaiton is prwnud m the M.rm of a tory. The *rom-s or Anecdote* ill have something to do with driving Tliey .ire short, so two readings are *ut?ieient for even-one to remember them and get some ideas for discussion. The sec-nd -tep iui'itdie- lie discussion; the group iu> >tv first task, pecifying what happened in the <tory, The members of the group talk about the reel ings the characters in the storv experienced The third step is for the group to discuss why people might behave this wav This give* everyone a chance to think about the p scholoo the situation The answers dim people come up with niav nut always Ex* right but it does not matter, once the 73 i962 A'a/io*<j( Safety Congretx purpose i tv nuke people think rattier than iij produce expert psychologist* I'he tourth stage is a crucial one It in volves convening an experience which hap pened to a person in a Mary to a real hie tituatiOR which could happen to the members oi the discussion group. This stage attempts to get the members of the group to conned the insights they have gained to their own personal driving experience. Mot everyone can accept this personal application. The group leader goes easy at first, asking it ,intone has a friend who has had an experi ence similar to that described in the story. Then, when some persons are asked directly whetlier this has ever happened to them, s iew may be able to trarwer tlie experience to themselves. The last stage makes tome effort to rr-Use the issues tiiat have arisen during the discussion. This is the problem-solving stage where new attitudes are developed through insight. '`Well, if you know that not getting on with your boss makes you a bad driver, what can you do about it This is often an insoluble question in terms oi finding an ideal solution. Some people in the group will feel that it is a question outside the cope of driver education. Vet it can be argued, that if this kind of i rustrating situation is a factor in poor driving, it fails well within the scope of a training program. Often people ui the discussion group have never had their problems presented *,o them vo dearly before, and they are able to find Kime kind of answer. For those who canor-t find an answer, some increased awareness oi how their daily problems affect inuir timing may lead them to take out their regressions elsewhere. While it is too early lor us to draw reliable conclusions from our experiences, it it believed that the discussion approach 10 ctianguig driver attitudes lu* unexploited f<otmtud, if systematically and experimentally -ludunj, The eflect of traffic schools on sub-equent driving behavior and the kinds o* methods that are most effective have not leen adequately investigated as yet. Another research study under way ts our Parent-Adolescent Study. The aim of the study is to develop and evaluate methods oi influencing the driving behavior of the .cloiescent male traffic violator. The need mr research m this area * indicated hy a uumlicr of things: S 1 he number oi cars per lamtiy anil hr numb t .>r licensed adolescent males are teadily increasing. 1 Census data *hnw (hat increases m l*piil*tion will continue for *omc time tn die future .1 The young male driver between 16 and 24 sears of age incurs a disproportionate itimher of automobile accidents. i The mayor cause of death among this c?rmip is accidents. Programs concerned with decreasing acci dent among any accident involved group, ire generally of three types: diagnostic, -nMnipuiative, and attitude-change oriented. Diagnostic research studies attempt to reveal individual traits and characteristics a**oci-. vted with the production of accidents; at already indicated, these have been unpro ductive in terms of accident reduction. Ma nipulative studies attempt to brine driving behavior under control through training. With present training emphases, this ap proach ha* not Yielded encouraging results. Attitude change studies are concerned with `hanging drivers' evaluation of the driving iisk. and our Pa rent-Adolescent tudy has tarn planned with this approach. The study it essentially a training pro gram imnIWnc both parents and the adoles cent violator, using boys between 15 anti HI years of age referred by the courts in 'he Washington Metropolitan area, ft i aianed that changes in the adolescent1* driving behavior are more likely to occur if the parent, is well as the adolescent, can br included in the experimental program. Utili sation of the parent in attempting to change tbe adnJewm"* attitude has several advan tages. Studies indicate that attitude change pwxhKfd hv evperunemal treatments lend to ih.wpote over time. Attitude shifts are >t a maximum immediately following ex[vriinenUl treatment. Thereafter, measures oi attitude show a distinct tendency to re press toward pre-treatment levels. Attitude change ts a three-step process utvluding: cmfreesing the present aftihnle. moving to a new level, then rreeling the attitude at that level. Research shows that the process of unfreezing and shifting i more readily accomplished than that of i reezmg or stabilising new altitudes. The dtered attitude must be insulated again-i ilm-e variables that influenced the prior i*vsi. ?4 Uun. Oivr the `object teases Uic expvfimenial situation, (lie new altitude is no* ustiined by experimental treatment and the pur-treatment circumstances lend to become dominant again On* of the major difficulties in stabilizing -ittiUKtes at a different level, lies in the f irk of control by the investigator over the non-experimental environment of the subjevr i'he experimenter's efforts to compete with mtside influences arc usually confined to a relatively brief treatment period Bv working with the parent, the present study xttempts to cope with this difficulty. The Sirent has at least two characteristics which govern hi< choice at a leverage point: his accessibtlstv to the experimenter and hu linkage with tlte adolescent. In sum, parent* may be able to sustain altitudinal changes initiated hy an experimental program, after it has terminated The parent is potentially an important tactor in the freezing process. The training program involves separate discussion sessions for the adolescent viola tors and their parents. Sessions with the adolescent violators are aimed at attitude change through group discussion methods -imitar to those already described. Sessions with the parents are also aimed primarily at Attitude change; In order to minimis* re sistance of the parent to new ideas, however, the task of the parent is presented as one oi understanding what the experimenter it trying to accomplish with the adolescent, -xid assisting or supporting that program. In this manner, tlte difficulties involved ut changing and sustaining the parent's own attitude mav be reduced. The parent is asked to accept and supplement a program that. Mttenibiy, require* changes m the adoles cent, but nert m the parent. The contents of the parent program emHtasizc modification in the parents' rule making beltasior. an area that may be a major source of parent-aifolescem conflict. The sessions wuh parents aim at an adoles cent-parent-automobile interaction, at estab lishing consistent and mutually agreed upon rules, at developing maturity* in adolescent driving attitudes by an active parent-adole* ait interaction and participation. In brief the study is attempting to modifi 'he idolcscmi's attitude toward parental ami -icial driving rules by differentiation of the tActors giving rise to rules and emphasis .( Ill* [Ii-oiccm f giiidxncr Mm 1 rules have for the inexperienced dower Tiff parent is considered an important I actor in both the modifying and freezing proce<** The course for parents contains An explana tion of the experimenters ooiectives an*! i <ltscu*sian ot methods that 'he parent might use to supplement these The -mph- .men is that the parent should -oend more ume on the adolescent-aut -.mobile relation -hip. An far the stuilv is m a pilot *iage in which the emphasis h,is been upon i- Adminittramc procedure* 2. Alternative methods ot prc-cuung fi.nlent material. ,1, Clioice of content material 4 Thedevelopmem of altitudinal mea-urcIn tlte final studv, the significance of re sults will he demonstrated hv comparison of changes in driving attitudes in four groups *11 a control group with no attimde-rnancc sessions with parents or adolescent violators. (2) an experimental group imnlung ses sions with both parents and adolescent vio lators, (3) and (41 experimental groups in which either parents or adolescent vola*rtrs experience attitude-change session*, but not loth. Preliminary studies are e'*nuragine is lo the effectiveness of involving patent* in attempts to change adolescent attitude*. One more approach in our studies will he mentioned--a .study of rot* exchange m changing driver behavior Tin* study ua* carried out, wiin die cooperation of the Office of Ground Safety of Andrews Air Force Base, hy a member of the Air Force assigned for graduate study at George Wash ington University at the time. The subject* of the study were Air Force men at An drews Air Force Ba,e under it1** age *t 25 in a compulsor; driver improvement course; Air Force regulations require att airmen under the ape of 23 to aitentl mu a course. During the i>criod of the tud> i control group attended the already established stand ard driver improvement program, which con sisted of ten hours of cla*room lectures, film showings, and the ordinary discussions ..f problems presented in lecture and film Members ot the experimental group were uivcn ten hour* of instruct ux_ to increase thrir perceptual skills toward the other j>enple involved in a total driving situation. .iniJ y acquire the eapahilnv of role ex change w nh rite other driver on (he road The trwruction consisted ot classroom pres entations ot the importance of role exchange .imtudes; discussion of films directed toward mulling role exchange behavior: and actual road tests making use of commentary driv ing (verbal expression by drivers of choices <*( actions and reasons), with subsequent analysis from the standpoint of role ex change. Pre-course and povt-course measure* of cfiaractrrotK driving habits, driver knowl edge. and driver attitudes were recorded by tie u*e <>f instruments developed <n the -mdv This studs has gmo evidence that c'mrritnating audio-visuaf aids and artinl road practice tn rote exchange with class- win imtruction, is an effective vav ui increasing driver knowledge and of chang ing attitudes toward the total driving situ ation. Furthermore, the program provides a model for driver courses designed to im prove attitudes, av well as skills and knowl edge. Even in raves where it is unpractical lo use actual driving -.evstom fhe use of films and discussions to teach the role ex change attitude can improve driver education programs. The studies described are in (he planning and preliminary or pitot Mages We believe ihev demonstrate, even in toe preliminary Mages, ihe importance ->t group dvnamies principles in understanding Unver behavior, and of group dvmamic* irri>mqur* in modilying driver behavior IMPLICATIONS OF EDUCATIONAL TELEVISION FOR DRIVER EDUCATION By ROBERT A. WING Co-ordinator of Driver and Safety Ed- ifton Harvard Community tfrut District Ho. 4, Hov *rd, Illinois The main purpose of ihis studv m* ti< fetermine the po-uhle rn(e nf ednraiion.il television in the classroom phase of driver `lucation. This was done h* idcntifvinp the background and experience of high school Inver education instructors, the content taught m the driver education course, the -tress placed on each area at instn, (ton, -i*i*l the instructor's need for television assist.mee. More specifically, the purposes of thu -t'ldv were: 1 To determine the content of the driver i'lunmnit course a* described by the liter*- w. To secure data about driver education instructors and the driver education course a* taught in their schools. J To determine the areas of instruction which instructors include and stress in the cia*room pliase of driver education. 4. To determine the areas of instruction winch instructors would select for television -oMvlance, fhe jrclirninar> w-.rk tc< develop the *ub,i-ri.rr<mrnt area* for a high school course n driver education wa* Marted .it the I'm- f"ty oi Wieonin hv , teacher preparnii.,n class m driver education in the spring oi 1961. \ summary report of this <la* project wa* given to ihe teacher preparation la** m driver education in ihe Summer of 1961. As a class project, refinements and revision* were made. ! further developed the instruction areas from the revision and documented it with all available high school driver education texts. A selected population of 50 driver educa tion instructors participated in a pilot study to validate the questionnaire. The quotiniv rcaire was then revised and mailed to all driver education instructors in the State ui Wisconsin. After the first mailing, 1 re ceived 240 questionnaires or 40 per cent. After a follow-up with a letter and a ques tionnaire, an additional 120 questtorauires were received making a total of 360 questionnainis ur 60 per tern returned, Of the 560 questionnaires returned, 500 were fullv 76 v(ii*1./ md -fir'll- l Hirrem-r -aiile. 40 were pam.illv .ij-ihte. and 20 .,^rc not usable Ktfaltd /.ilcrjiiirc--The btu-knewn tele vision programs tn driver education have iieen developed by the Cincinnati t'ubiir schools; Dade County Schools. Florida; and the N'ew York State Education Department In general, these programs include a senes *t television icssoru, the subject-content of *hteh follows a my or irate course of vMidr. Presentations are given bv local (river education instructor*, and coverage of banc htgh school course content has been ihe primary concern. Ciftciarunu--The following conclusions .ire based on the conditions under which tfus survey was conducted and apply only to the problem as slated and the question naire n*ed in conducting this study Part 1 I. A majority of instructors (70 per cent) have from 0-5 years of teaching exiwnencc in driver education. Thirty per ,:ent have from 6-23 years of teaching ex{enenee. 2., A large number (78 per centj were .mined to teach driver education. Twentv<wo per cent were not fully certified 5 The length of class periods (exclu sive ot time between classes) varied from 50 minutes as indicated by t7 per cent to i minutes as indicated by 48 per rent, 4 A majority of school systems (66 per rent) indicated dnver education was taught as a separate subject in the school curriculum. 5. A vmall number of school systems <54 per cent) indicated dnver education was taught as unit in biology (36 per cent), history (25 per cent), physical education (19 per cent), and other subjects <20 per cent) 6. A majority of instructors (72 per snt) indicated driver education was a re quired subject in the school curriculum. Eighty-six per cent indicated only the class room phase was required. Fourteen per cent indicated both the classroom and prac tice driving pha>ei were required. 7 A large number (94 per cent) indi cted driver education wa* aught at ibe tenth-grade level. $ A majority <55 per cent) indicated credit was given lor rmirvc cmpicti*>n Forty per cent indicated '1 credit was 4>v m for the course. 9 Hie classroom iitiwic wi* -.ffered dur ing both the hr-t ami second semesters a* indicated by 54 per i-rni m ttie *ch<xil *v-- t0. Two periods were required racu week inr the classroom pha*e as indicated bv 43 per cent of the instructors. Thirtv-nme per cent indicated five periods were required each week. U The minimum length of itme allowed ror completion of the classroom phase was 18 weeks as indicated by 33 per cent of the instructors. Twenty-three per cent indicated is weeks was the minimum lenzth ot time illowed for completion. 12. The minimum mjtnbc-r oi deck hour* spent m the classroom phase was 30 a* indicated by 59 per cent ot ihe instructors. 13. The maximum number of clock hours <pent in the classroom phase was 36 as in dicated by 30 per cent of the instructors 14. A large majority of instructors (99 per cent) indicated no student, ire wav charged for the classroom phase 13. Practice driving was offered during both the first and second semesters as in itiated by 24 per cent oi the instructors. Stxtecn per cent indicated it was offered during the first and second semesters and the summer. Thirty-one per cent indicated it was not offered in the high school. 16, Six hours oi observation time was required of each student in the practice driving phase as indicated by 42 per cent oi the instructors, Fifteen per cent indi cated 12 hours was required. 17, A majority of instructors (90 per cent) indicated six was the minimum num ber of dock hours spent in the practice driving phase 18, Eight hours was the maximum num ber of clock hours spent tn the practice driving phase as indicated by it per cent nt the instructors. 19 A few instructors (21 per cent) iniioted a student fee wa charged for die practice driving phae The amount mngeu from S3 to $10. 77 I Pert tl i T}f uivtrnrtrir* indicated ihr- would iilare mofc rmphasi* on the foil,.wing Iruirf?m ,-nriieni *re*- i. Future Problems -- improving Driver \nmide* b Future Problems--Correcting Improper ttrmng Habus Driver Owracterivtirs --* Persnnalu Trans ' A Future Problem*--informing the Pub* b. Driver Charaeteri.vtir*--Types of Driv er* c Driver ClMr;ctcn>lics-- l*svcJioph)Stci < Itaraciemtici 1 Driving Laws and Regulation*-- Insurvnee and Liability c Skill Requirements--Expressway Dnv* n* i. Skill Requirement*--Might Driving g, Driver Characteristics-- Responsibilities h. Skill Requirement*--Bad-Weather Driving e Driver Characteristics-- Psychophysical Characteristics i Driver Characteristics--Responsibilities g. Driver Knowledge--Rules ot tlie Road H Skill Requirements--Night Driving i Skill Requirements -- Bad-Weather l Skill Requirements-- 1--xpreuway Dnvmg k- finver Characteristic*--Tvpe* of Driv- \ Driving Laws and Regulations--intur>nre and Liability m. Future Problem--Updating Satetv !-aws and Regulation* n Special Problems--Effects of .Mcnbol iml Drug* - From the above tourtetn areas, the in* miclorv indicated they would desire full 't partial television assistance in die fob 'wuig areas {-y/ a- Future Problem* -- Improving Driver \mtudc* b Driver Knowledge--Rules of Uie Road i Special Problems--F-ffect.* of Alcohol md Dmgs d Future Problems-- Informing the Pub lic e. Future Problems--Correcting Improper Driving Habits f. Driver Characteristics -- Personality Traits Airfia/ a. Future Problems -- Updating Safety Law* and Regulations X The instructors indicated they would place the same amount of emphasis ott the remaining content areas and would desire nL vartial television assistance. Recommendations 1. Definite steps should be taken to enouitrage high school* to offer the complete driver education course (classroom and proc ure driving phases) on a twelve-month basis o as to reach more students A large mimb*r of schools are offering only the cla*risn phase as a 6- to (8-week course dur ing the semester and are teaching practice driving in the rtsnmer. The two phases -hoold run concurrently to be effective. 2. High schools should employ a full* time teacher with at least a minor ia driver iml safety education to handle the program % large majority of instructors are now teaching driver education on a part-linnlasts. X The need far developing a curriculum guide for the State of Wisconsin is evi dent by the high degree of variation in sub ject content taught by instructors. 4- Instructor* revising or developing a course outline in driver education will find that the information in this study w.ll delivilely serve a* a guide. 1 Further experimentation should be cur ried on to determine the effectiveness of educational television as an aid in teaching <1 river education. 6. The fourteen areas of instruction de veloped in connection with this study should be uv*d as a possible guide in developing a series of television program! that wilt supplement the classroom phase of driver education. - ?% md I'.-ri;.-.!,- r THESE ARE SOME OF THE PROBLEMS: IN LEGISLATION By DANIEL P. WEBSTER Assistant Chief. Recreation Branch, Division of Accident Prevention, U S Public Health Service, Washington. D C v-ohegr* gcnenUv nave txm 'gnoroi, or -i.ive ln o.tiudered a-, not needing the .opiwirl ot h-gai cim, ti'ienlv ot *ite educa ion dcpartuimi Uireyuvev ur !. inclusion (irnvnle tor practical accident-prevention turnsures mi ,,mpuv This conclusion nv l-e drawn irom Mur of a di*crta- nun by I Jr fame* F \'ih.ia'" There are iiunv Dw* ami regulations which arplv to elementary and secondary schools Onlv a handful are reported which prescribe re- -nmisibilitie*, or authnnre actmtir* in *afei> -.n the part ot hiehrr r-lucatwiai itwuu- Vet, in the introduction to this publication, Dr. Herbert j. Stack emphasises. Laws vd regulauons regarding ucty education Have had much to do in the development m adequate safety programs in the vanous .tates School administrators should welc-ime law* and regulation* that aid in the levefopmcnt of sound programs, fur sound t<r*`gram vivc lives.1 Doer this appnreM iiscrepancy l<twetn tlie timlings ot the rerarcher and the opinion* of this eminent aiev educator indicate that laws and regu lations are desirable as guides to adminis trators of school systems, but not for those -a colleges? Tlie judges who evaluated the laws and regulations in Dr. Alban's study seemed tu rcrieet a feeling that laws affecting school jiety are only aa valid as they are reason able and enforceable. Do you also feel that many of our present laws and regulation* .ire too restn^'T, or were concaved and written withoL due regard to the educa tional mission and capability of our schools? is there then a challenge to colleges and in their safety educators to stimulate the introduction of better legislation or regula- `Nihu. James F State lava and regulations 1 - ed-j^stlon Safety^ Monographs ` . i.n, ii these can be helpful in impierrtenroig "icir Uil'etj efforts1 'State legislature* and > lt4 administrators liave a responsibility -i going ow-f their state code*, eliminating 'hove that lute outworn their usetuhtt**, and propo-mg new legislation and regul.i- < U*n that isU `irengthen the satetv prorum "M' 5diould college* provide leadership hi meettitg this need as described bv Dr `k.meone (I believe it was Dr Walter t.utter ui New York Iniversits) at a i raigrcss a few icurs ago made a statemeni io the effect that when safety become* i .ervbodi's business, it mav suon deteriorate mto being nobodv's business. Ground ndes delegating and designating authority and res|ioni>ibilit> are needed far (tie orderh nmduct ot all of man s actmiies. Do >*>u 'gree with these guiding principle* vumnisnted by Dr. Xthan. that. 1. Safety-education laws should mandate in<truction in general safety for all grade* -il evrrv school, with required empliasis on -IKcitic phases of saietv when necrvirv. I Safety-education code* should nut be oicesMvely prescriptive, nor should they be inordinately permissive X Safety-education legislation should leave instructional details and methods to the regu lations of state education department*. 4- Safety-education laws should avoid mandating or authorizing non-educators to tench and non-cducatioa agames to control - ictv imtruction and activities in schools. For instance, what U your opinion as to the needs for state taws or regulations gov erning evacuation drifts in colleges? There ire statutes governing the conduct of drills in -event)- per cent of the states, according in N'titan. Is it reasonable that these legal l>ruvi<inn* specifically require college* and Thiil, 79  'W ,tirir 1 n<fvjr ..... . >* conduct drills in cinli 'Hirer tli.xt 111 lii state* thrv higher '.'hicaiion institutions, and that hi -uner 'i.itet application to the'e institutions is drumt l ul since they arc couched in hnguage which not clear or which n subject to (rq-al interpretation? !$ it desirable, or not. ilt-H onli, one vote provides by law that .iliuot housing dormitories'' shall have fire .trill*J k the simitar omission i college* and universities from evacuation-drill pro* vi*iru of state education department regu lation* of equal concern? This example ha* been cited only to point up the broader questions. Are there circuits'iinces where legislative fiat must be re* orted to in order to insure that proper action will be taken, or that such action* wilt be ol a uniform nature? Have colleges tailed to take full advantage ot legislative approaches in the attainment of needed safe guards and constructive educational pro* grams1 Of the many problems facing col leges and universities, are there some which `ou!d be solved, at least m part, through Uw* and regulations? The questions which follow, under (he categories of general -aietv education, professional safety prepara tion, and cunpus safety, are not intended to If comprehensive. Instead, thev may be representative of the many problens which affect rr.llrgei in their day-to-day efforts to .vmi to improve their vafety pro grams v*rrj? Safely Education t Shall colleges be required to provide m*iructtcfl tor all students m rivil defense ..mi disaster preparedness? 2 Shall colleges require all college stu dents to complete a course in first aid. and to demonstrate proficiency in swimming and taste lifesaving ? 1 Shall all students be required to com plete a general safety course, with units devoted to accident problems in their chosen professions? 4 `Shall teacher-preparatory institutions require prospective teachers to complete a r>atic course m general safety education, in cluding units on recreation and playground supervision, student activities, m lunchrooms, -hop, and laboratory, and other items of r-uneern to teachers* ,'V/<-!hi.m w/wy I'nfuriitutu 1 `'houid there hr umiorm requirement* r-.i major and minor curriculum* m vaiety education, and for content and credits ot` - curves ?. Should there be minimal qualification* for the teaching of safety education m col leges and universities1 I Should college satetv-education center* !<e financed through Irgiitaiion providing for earmarked fund* * 4 Should colleges be prohibited from ac cepting donated instructional materials, when -uch matenak imply endorsement or contain advertising * Cumfur Kaffir 1, Should colleges be Subject to the pro vision oi state and local fire-prevenuon and protection codes, and periodic inspections m uxiperation with the State hre marshal or local hre departments'* 2, Should Slate labor laws for the pro tection of workers be equally applicable to the safeguarding of all staff members of higher education tnsutuuoos? d Should it be required that college shops and laboratories, both instructional and main tenance; provide and require the use ot per sonal protective equipment, such a* goggles, respirators, protective garments, glove*, safety shoes, as required in industry? 4. Should prospective student* and all staff and faculty members be required to have pre-placement and periodic physiol examinations? 5. Shall colleges be required to employ competent personnel to direct and to co ordinate the college accident-prevention pro gram? 6. Shall provisions of state and local laws pertaining to health and sanitation of water supply, food services, waste disposal, be applicable in colleges? ?, Shall colleges be responsible for the recording and analysis of accident* involv ing students, as well as employees and fac ulty members? How mu can taws and regulations con tribute to the answering of these questions? To what extent and degree should we en courage legislation to resolve these problems, and the many others which undoubtedly come to your mind? *0 (, jllffje L`*tterrnfc IN FINANCING By C. WESLEY DANE Assistant Professor of Health and Safety. Indiana University, Bloomington, Ind. K recent announcement bv the .\qriulk, * a City Public School S;.*iem lists 00 different orit .riuations -illicit have, for everal jean tuntrihuted to it* Health, phvvica! anil Saie< Kducauon l>*part*nent. Thev have donated in excess of 2.-0000 in>truenon booklets vearlv Their ai*tance, through the -Innation ot service* and insEnirtinnai materials fo the secondary tchook, ha* <tved |*arens and ta*pa>er* about $50,000 annually Wh-it arc 'he implication* m this anmivinccmcnr mr college* and umver-itte*? If c-j-lieges u*e donated material from com mercial firms. ^oe* this constitute an en dorsement oi their product1 Many visual mk. mch a* films and him strips, are dis tributed bv commercial firms. Most ot the have v>me reference to the name ot the 4*mor and its product, k this use of brand name considered legitimate when using films -ml film imps' Is it considered just a* j-royer (or just a* objectionable) in con nection wttli other teaching material*. ('linuld colleges make an effort to distribute material of two or more competitive firms i prevent criticism relative lo emlor*nent? When donated matenal is used, does this lent! to dictate course content? Would some area* ot emphasis be slighted and others *v, er-ire*ed bercusc of certain trends iV-und in contributed matenak? With refer ence to being up-to-date or obsolete, would vou faror textbook material or matenal from outside sources? Are state supported school* as free to use outside matenal* a* arc private school*? On the other hand, vliould we not expect slate supported schools to supply alt the tacking materials that are nerevvary? Wltal can he dune when budgets are insufficient lo meet needs? If budget* mut be supplemented by outside sources, how far may we justifiably go? Let us turn to another subject. The im portance of accident prevention programs are obvious to all or u*. ``A hat can be done >o get college* p.irtieuiarH those responsible i<r tmeher preparation, n offer well rounded program* of <iictv education? "hmibJ the vtai* te*tlatur* `tll out the kind of program to be offered by it.s chnok1 Should the legkiature ippropriale e;.f-marked fund* for itm purpose * Should official sources *ek grant* to establish cen ters tor the study ol accident prevention? How could an adjustment of student fees Simulate interest in tin* field What other uyurcev of money are available? How can che valuahie outcomes ot seminars be offered to marc people' \re more scholarship grant* part of tin* answer1 How ran work shop techniques be improved upon ' k finan cing fart of the problem? \nother area of questions centers around the nnn-iate seltools What *pecal financial problem* lo private vciinols liave' Are there problem* wliicli ate unique * iMroelual ,-rhi-ok1 Some question* mav be asked con cerning driver education. What equipment k neccary to inaugurate a eeur*e in driver education? What is needed for a complete driver education program? What is the minimum expenditure possible? Where can help he obtained? Should special fees be paid by student*? If so, what should the amount be? If driver education ears are borrowed, i* the school obligated to the dealer? Should schools own their own cars? Haw can (lus be financed? These questions are sufficient to stimulate our thinking along several tine*. It is our Ik3(. 1 am sure, that they be answered as fully as possible. Perhaps this brings up another quei-tirm; what rc*earcli is needed m the problem of finance? And then there t* the grand-ttaddy of them all, do we need federal aid to education? The term* college, university, school ra ter to alt tnatttutloru of higher learning. St IN PLANNING AND PROMOTING PROGRAM By IVAN L. ISLAND Director, Safety Education. Iowa State Teachers College. Cedar Falls. Iowa I t-upan'hntr the |irnmm i mm a rumor `t. mainr field ,s ''ctlrm? tfte <..irfiruliun ommimc of the college {`romlino Mart' and budget a Providing taeiim** ! 'cllirte luevitv ,vid idmini-iration. t Kxtiandme the high rhont program* m (oxide a need for mnre teachers I fe.iehcr turnover and leavim? the > Mar<halltnr public sup(-n tor die prucram throughout the 'aic ft Hrnmottne * ri^iuirrrnrnt -. all *e**bers io take a course in "Principles o? ^rodent Prevention " 1 In light rhe bra" einpha*it on wienre and general educatim wha are vorne >ti the activities to use in promoting the safety education prgrant4 " *\hn r-m l>c -lone t'- upgrade college Mrrp.tr.uiHt niir*cs and j*r>jtr*ni * THE BETTER WAY By WALTER EATON Executive Secretary. Inter Industry Highway Safety Foundation of Michigan. Detroit Ml tr( u are ..ware 'hx* thv tu- ti>r ve hicle has become predominant m evendav living It lakes u* to work. to church, !<* .Imp and on t.ifalmn Sifmfirant a* i` fhis contribution to mre ftcncmv and vr arty, widespread u*e ot the nv.tor vehicle Eia brought areas ol concern. Kadi artif m nur nation, there are ap proximately .$8,000 kilted in trarttr stect* Inif*.--over 100 per dav M the ame time, trattic accidents cause injury to 1.50O-OP0 Mthrra Tin* i* an average of three injuries every minute, of every hour, of every day. fn Michigan, about 1,500 of our friends, neighbors and relatives lot# Ihetr life an* titullv Meanwhile, another WOOO people ire miured on Michigan highways and bvwavs. I'm sure you wtl! agree that this t a most useless waste of human beings and a source of needless pain and suffering. In addition to the humanitarian aspect, 'here t* 1 tremendous economic loss to Michigan--$250,000,000 per year based on \'uttonal :*afetv Council statistics. Ml r,f vr.u are quite familiar with fi nancial problems id our state, Thev have rv-n* the new* in every community in Michigan, a* well ** many national |>uh- hc.ition* 1 ask you, "ft there a better war pt solve some '-f the*e financial prob- tems than reducing this waMe\n im- I* riant hv-pmduct nf this approach, of course, would he the ilecrexsmg of lain and suffering and the saving of lives, Mow there are many variables in th very complex problem. However, we will concern ourselves with just one--hue a m.r important one Driver education in our schools. We often hear discussions on safety and they always involve the vehicle, the rvadway and the driver. Manufacturers today are vitally interested in the production of a safe vehicle, Xny inspection of a modern vehicle makes rovdilv apparent the many moil features tliat con* tribute to safe operation. Highway engineers are continually build ing new roadways designed for safety. Modern expressways and thru-ways are con structed o as to eliminate as many error>naking situations within reason. ft would seem. then, that our be*t chance for success is with the driver. We par* 'i'./iiW end v'lffcyc <`imtrrr*>fr >. uiarlv cmph** school age people, he . ,>tiv *>* want them to learn correctly from iIh beginning, and equally important, they thr leaders of tomorrow. to point-up the importance of activity ,`ithm this age group, here are current Michigan statistics. Young drivers, under compromise onlv t? per cent ot the nisi driving population, but are involved <i iS per emt or the fatalities you have questioned rhe real "eed 'nr timer education in nur schmlv. These figures indicate the di`proportionate ,vv*t of our voung people Thee are be* *tg killed tu*t .is they iinnd on the thresh- i>| of life. How important are these >oung people-- vtwr children* How much are we willing <n spend to allow them to know life and nake a rontnlnittem to the world* Would mi call an'thing designed to reduce this fierire a fn//.* The prospects of this ri'uatiun improv ing are further complicated as these figures reveal. The so-called population explosion evidenced here in Michigan Our largest increase is in the 0-U age group. There is an increase of 48 ft per cent. Mow, and m the very- near future, these 'ming peo ple will be operating vehicles on our high ways, They will a fleet tremendously the theory'--more drivers will he driving more cars, more miles each year. It iv ifnfvrrative that driver education be nailable for these young people when thev approach driving age- Proper training will greatly incrOLse their chance of survii.il. There is a great increase in total of "older drivers"---31.2 per coil It is reasonvMc to expect this group to increase tn number because of medical advances and research in general. As these senior citirens increase in number, they must he aimed to the changes in their ahihtv and capabilities. Related to this program is the need to provide facilities for others who request assistance pnor to obtaining a license. Also, there will b* a certain number who, by fheir actions, require additional help as a means of rehabilitating them to modern driving requirements. Most of you have heard of driver edu`ttort, but really didn't know the general ^ijvttiiev >! die nnif*e Weil, firi ot all, it' aimed at redurmg accidents. Fjiu* caiors and <pecialnts liavr done consider, able research <lcigtung a course to mch.ide si! the msnv aspects of driving. Secondiv- being a good driver require* tn* *ame qualities needed to be a good .ituen or a good neighbor Learning * time iv elusely related with learning f" hvc. You cnnnnt teach people to be coM drivers without teaching them to be good eiiirms Third!.' the student is <*u{tht io achieve a high standard or performance He iv trained to ue an automobile tth gxl -fvjrimanship. a sense ot re*pnnihiliis, lurtesy and good lodgement. Through this learning process of a"iude development and application of drh mg skills, !h< student will experience greater .tlrty. efficiency of operation and thousands of mite* of pleasant motoring So that there will be no doubt aWif *he meaning of driver education, we include the classroom work and practice driving i* a complete course. flood classroom instruction enable* the itudent to acquire attitudes and knowicdcc necessary for successful driving. The menu! make-up of a driver is more important than -ts skill Oood driver* possess the characteristics of emotional stability, eon'rolled attention, sound judgment and wit control Practice driving i* essential beca -if the extensive use of the motor vehicle in nur present societv Traffic conditions and situations will not permit the old-fashioned h-md-me-down instructions. The constant!'- -hanging pattern, urban vs rural, express way vs. surface Mrects. demands constant ebservation, alertness and skill. More specifically, the student Iranis in vperate an automobile <nfe!v and effirtenm. K pre-dejigned r*n allows him lo engage in most ot the experiences that will run* front him later as a driver This experi ence and familiarization wilt increase his ability to reduce unpredictable behavior. Through .ictu.il driving, he wilt become more profiete t m cir control Thus, hi* abilities and rapahilmes are srudied under actual conditions. Learning the limitation* of himself, and those of the vehicle, in eon- Hi i'ZQd ,\atiuiui JsUf'fty t rolled circumstance*. "-ill result m i belter finished product There ate mam* specific skills and fun damentals taught m practice driving They learn a Martins, stopping, steering and shift ing gears b Giving signals and turning corners, c. Baching, turning around, starting on grades and parking <ievel roads and grades) J. Different techniques ot sound practice applying to urban, rural, and expressway driving. r Handling difficult driving problem* and meeting emergencies. Three methods ot practice driving include 'Hi-the-sireet, tinder dual control; oft-thestreet--range program, and simulated tram rs--machine* and him allow the student to experience actual conditions in the ciassn.<%m and record his behavior The cla-srocm phase eonsisis ot learn ing many varied subjects related to the driving of a motor vehicle. vehicle and society' a. Tvpes of vehicles and highway system b. Community use of motor vehicle for *ehool transportation, police and lire pro tection vd governmental functions c. Commercial and hitse* and taxicabs i. Studv of traffic lay* and congestion farm use accident*, of trucks, traffic de Phxnevl requirement! and mental attitudes' * Importance of cooperative attitudes b Knowledge needed for efficient driving c. Emotion* and their relationship to driv ing d. Physical fitness--reaction time, vision. io-<>rdinatton, effect of fatigue and alcohol e Forming and developing good habit* and skills ( Citizenship on the read Streets and highways: a. Bond surface as it affects starting, turning and stopping h Road widths, shoulder*, lanes and traf fic island* e. Curves, turns, fulls and intersections as thev affect speed and sight distance 4 Types and functions of signs, signals :nd road markings e. Advances ui highway construction and irathe engineering Malar z'chieft tode: a Vehicle registration and cerebrate of title b Dmer licensing process c financial responsibility <J jtate iawi and local ordinances regu lating traffic e Enforcement bv police and operation 01 courts t' Vcidem reporting WrWiouirr and maintenance. . Automotive construction and operation b. Preventive maintenance--lubrication, cooling svstem, battery care, carburetor, spark plugs, brakes, tights, tire care, etc. .">"i/i4Hcr education a Selection and purchase oi new and used vehicles l< Selection and purchase of auioniotive accessories r. Driving practices as related to con`watton of gas, nil, ores, engine and other parts d Protection against personal liability r Reading road maps and planning trips They learn the better way- what sou and I teamed the `hard way.1 The net result of this type of course is the development of proper attitudes and good skills. Both must be present for a person to be considered a good driver. Should you ask someone what they would Jo in a specific situation. they would orally answer correctly. However, (his doesst mean they would react in this manner withm uch a situation \s an example, ask someone what they .imitd do in the event of a tire blow-out. !*m sure they would reply 1) gain control of the ear, 2) allow speed to be reduced gradually, 3) when safe, pull off the roadwav a sufficient distance. However, wouldn't most of us suddenly jam on the brakes and hold it? The difference here is what is taught in driver education--thinking right so the act ing right wilt naturally follow. wt.jft/ <jid C,liege Conference H is quite natural that wu should be interested m the cost. Wed, hcr u *-- OOQ per year. license will contribute to the <'*>*> oi the program. 1 'tie dung, howe'er, inusi be nude near \% sou wtil recall, actiucuts cause ,t Uic completion ot a high school course economic loss in Michigan of $230,000,000 iocs not imply the student is an accomplished per year. Kcimborsement under the state driver This, as jou well know, comes aid provision of tne law- supplies this amount through experience. -.ur school* This is approximately one jer cent oi the loss, He. si parents, mud know jntl under;fjnd the program *o 4* ty, complement tin* ! Tlut good u*e is being made of this il- learning process. Patience and guidance j kA-auon is proven by the net that ail must Pc afforded while the youngster is I eligible student* requesting the program art -ccktng proficiency. Parents must allow the being served, voungster to operate the u-*iiy car, but in the last school \emr, 1939-1900, ovei 102,000 students participated in an approval nlv with them in attendance. H s essen tial (hat this driving be done under the parent's observation so that he can deter ingh school driver education program. mine when the youngster is capable oi Michigan trams twice as many students each -penning alone. ' car < -ht!pared to xn> other state. -M*o, as parents, `--vu must understand Mnee it is evident that we are getting that when vou give them the keys to the >|uantiry. are we getting quality? Does this car. vou literally place in their control, program really produce favorable results'* everything the family has worked to ob } accomplishments ot driver education tain. One serious accident can result m nos been proven in several statistical studies. tremendous financial loss causing >ou to These research projects completed thus tar lose what vou own and seriously handicap indicate an average of 50 per cent in acci ping vour luture. dents and violations for the trained dnver It is the responsibility ot schools to teach v-. the untrained. v--ung people how to live in the world ol in support oi this program, most auto mobile insurance companies offer a dis count on the premium ti the young driver ha* completed a high school driver educa- today- It behooves all ot us to support and foster proper attitudes and supervision at home toward the school dregrams detgned to meet this objective. iiun program. Local officials charged with safety must How does Michigan compare with otiicr s.ates in driver education? Michigan is a recognized leader and pacesetter. Most states use Michigan os a model and endeavor to establish a similar program. Mo other state 1-elieve m a eo-ordmated, cooperative pro gram- The chief of police, sheriff, court .-uncials and others must dearly understand the commuruty s de*ire ior accident pre> eniion. I `as received as many sundry awards. ,\J*o, support vour local saietv organua(ion and its policies. If none exists, in vestigate the need for a citizens' group to encourage participation. The Michigan driver education law hat In summation, driver education means a v-.ree outstanding features; great deal to all of society- To you, m- i t Rrginning February l, 1957, no person fhviduaKy, it means more safety for you, under age IS will be licensed to drive on jfiut tamtlv, and Inend*. ' ( Michigan highways unless h* has pasted an approved course in driver education, youngsters 16 years of age may obtain I, personally, am in full agreement with the need tor a driver education program in each high school. I sincerely hope that 1 t driver's license only if they show evidetnhcies presentation ha* convinced you of this o< having passed an approved driver edu need* ction course. May I suggest then that you, as on in 2. Dnver education will be made avail able to alt under age IS without tuition or lees, including all public, parochial and dividual, write to your superintendent ol schools or the president ot the school Liard and express such approval. i>tft-of.school youth. }. Every holder of a Michigan driver's ivitj ,\dhr>ntil Soffiy Congrrst THE FLORIDA PUBLIC SUPPORT STORY By ED WILLIAMSON Dnver Education Consultant. State Department of Education, Tallahassee, Fla. The Florida *turv is probably no different, t`.ce|t in mtnor detail, from tint ot (he liter tatc*. like Michigan. .'.fame, L'tah. North Carolina, that have orrn successful io obtaining denralile legislation inr driver rducauui. -Ml have adhered basically to the om* fonnula vital to vuccesstul passage ot this type of legislation -- that nf gaining `.tmtheiming public -uppori. \\ nhout (his primary ingredient no legislative bodv i> likely to be moved to tax the public for -ervive, nn mutter how vivid the issue may ( described by die experts or its impor tance stressed. I shall first tell the Florida Mi.ry and then relate the achievement to main basic principles which *cem to be linked to success. Florida's legislature meets biennially, once every two vear*. During the 1941 session nt this legislature, which was dedicated to t-conomy, a bill was introduced and passed b* both houses which would have prohibited (he use ot state funds for financing am program of driver education ns the public -.ctioots. At this rime only 44i4 students vrre enrolled In driver education course* <n the entire state. Financial support came irom a general fund wmch supported the remainder of the program of education. *. *nfety minded governor, vetoed this act ui*l tints prevented the elimination of the program from the public school j*tem Nevertheless, school administrators recog nized the intent of the legislature and the enrollment dropped to 3.00J in 1952, The IdJJ Session of the Legislature, due to a change brought about by uncoordinated pub lic opinion, voted to require driver education mi every student for graduation. Unfortu nately. they failed to make an appropriation to defray the cost and a wise governor again vetoed the measure. Gear m mind dial up to this time there was no coordinated effort or leadership by any official or nonotiicial agency and this will serve to em phasise a basic principle which will be Mresied later. Kealirtng that driver education was be ' .imiiit tin i-Mte * interest ii the public ..id vmii{iivuil3. to <K- icilature, the Mute Ikpartmeni ot Education began to (<>iime the leadership role and " develop realistic legislative program. `A iih the . uftperalion oi me \rarnrui VM.-mobde \sMjcution the Fhjrida Avw/cutinn .*t In- urance 4 gem* the A uu.mr.bde iJeulcr Association, die Junior t. hamber ot Comnerce. the 1'irem-Teachers A-tonation. Ttie Flonda Education Association and the Dejanment ot Public Satctv a -cries ot meet ings were held to draft appropriate Irguiatton and to build public support. The btU that wa* drilled provided tor a rent merea-e (i* the annual cost ot a driver license to ,*r.*v ule financial support. All mi the agencies previously mentioned then t-frame a media for public information `long with the traditional sources- The job a* done v. thorouglilv mat 36 of the 39 eiMinrs *ersed as vo-uitrnduccrs of the i.ill Needle** to v*, ihe bill pns'cd with mit> inker! Mt'positton The ftr*t hill carrieil a $900,COO appropriation ior the 1955-5" biennium It was anticipated that this would Mittinem. but m the first year the en rollment jumped trom o,906 to 1.4.088 and in the fecund war i 18,334 It was ipparm tlut this -um of tnonev was not sufficient to finance such a rapid!> expanding program, n without much preparation the I VS? legis lature was asked to appropriate all of the none* raised by the additional fee on die Inver hrenses. which they did without hesi tation. In me jehooi vear 1957-38, the enrollment m driver education increased <* 24,614 awl tiwre was barely enough money to pay the :iHt The school vear 1938-39 again expanded with an enrollment of 31,146 and reunbur**uem was reduced by It per cent due to a -imrtage of fund.-. Armed with this figure, it teemed relatively ?impfe to point out die 'tendency to the legislature and expect auto matic action to take rare of such an obviou* need. Unfortunately, this was a miscalcu lation ; the new bill which proposed to double the appropriation never jailed out ot the Committee on Finance and Taxation, although the general feeling was that both jikaffi lud C `tlf'tf C mr'tni f homes would have passed the measure il t nad ever reached the floor tor a vote. The Stale Department l Education, Witch had been forced into a leadership role, in evaluating >t* legislative procedures onduded that over confidence was probably the major cause of ilefcat Once this con clusion had been reached, the program of public support was mapped out. Immedi ately after tn 1939 legislature was over. >-eprxj0itaavas of the Department took ad...mage of the opportunity to meet with the Legislative Council s Interim Committee m Trawc Safety and present farts relative to it financial need*. Fortunately, about (his irr.e the Churn* Advisory Committee for Traffic Satett, under the leadership oi the -hate insurance Commissioner, was organml ui*l Iwljwd to promote the program ot xjwuicd driver education through a sene* < public hearings held throughout the state. T!. Imuranre Institute for Highway ' .fety, recognising the effort being made *Vr improvement of traffic safety in Florida, made it a direct assistance slate and as a part of us program financed a study of the *r>M and needs for a complete program of Inver education. The findings *>f the studv aInch included the cost oi the proposed program to (he taxpayers, in comparison to hie gam that might be achieved through a reduced insurance premium was published in ic4Jet form and widelv distributed through itt the Mate, Tite speaker of the House of Representa tives was prevailed upon to name the former CtairmaR the Finance and Taxation Committee, who had been so successful in defeating the bill in 1V59, 33 Chairman of the legislative interim Committee oa Traf fic Safety. Strangely enough, this former , (i.urman. wlio had so effectively blocked the jci'iage mi the legislative program ia 1959. i<ecamc an ardent supporter of the expanded program that was 10 be presented to the !<*t Legislative Session. Through the efforts of the Otixens Ad visor}* Committee on Traffic Safety, the Legislative Coundl. the Department of Pub lic Safety, the Office oi the Insurance Comm>vianer, and the Motor Vehicle Commss-ion. driver education became the number tie pnrrfity ;ts far as muftc safety legisla- liun xs concrmcd In a>l<1iti*ni, ill 'he ni4i''fgamr.xtions iha( had Mt-rketl * vin-ritvcly for the pass-iKC ot ( fir*! 'trurr lirvation letnslanon again fell m hnc witli virtif *tjpt<*vrt, Hirovigh the c*wvrdinatd ciu.ftv oi ait such -ntrncies, .1 -penkcr- bureau wa <lcvcinped to csiabhsh ami vhape public Mjiminn at the local levxl. The effeeuxeness ot this approach u at tested to by the vuccesful passage 01 an art which more than doubled the appropria tion for the program, required excrv econdrv sciiool us offer driver rducuticei and alwj made an approved course in driver (.ihwwtion a prerequisite to procurement 01 1 driver license tinder the age of 18. In -todling the failures and evaluating the -ocresses, certain basic principles for devel oping and coordinating public support stand wit tor tuture guidance. The more imporlain principles appear to be the following- 1 The program alread> m exisiencc mu<i W Krauglvl up to a poutt wltere the (tublic i convinced that the best possible infe 1* lieutg done under the conditions a* they exist- It is highly unlikely the legislative V*dy would vote to expand a program which was not operating efficiently un a `mailer ,`cale. 2 Coordinated effort rather than a hit ami mi*s rehmqu is n'nre effective in bringing about public understanding and conviiueml> pubtie support, 3 In order to gain public support there must be complete agreement among the ottKial aycenecs concerned. 4. Cominued public support requires a constant Hovr of accurate information. The lessons learned from the experience ,xitIt driver education have been earned over into the whole field of traffic safety legisla tion ia Florida. Last year, lor purposes of coordination, an Inter-Agency Coordinating Committee was established; more recently, a Florida Gtixens Traffic Safety Council has been formed to help to keep the public xware ot traffic safety needs, it is mv firm Miej that public support develops when a program hat proven merit and all the public concerned ate given complete and unadul terated facts concerning current *tatu* and tenure needs. T-M? ,\ i)ixn>u}i Safety t-`,'ttgrtrr ridtovi und C'Hrje C'err>i><: Ounurtun He(*r4er If ilti.nn {) Cutnnutu cdgable public to fortifv the |.rosrrtm *gain-t f ntictsm and retrogression. *'tc program mip.urrd through the accom modation ol non-public school use' , Would you cuinment on the coordinator s>,tem* DtwusMon lottr-wing Mr FjJton'* presen Question: Ho vou suggest ,iibcr nmmimi- tation ; entive media to persons using lie* program. Answer: We lcel no strain it .et There -v a small percentage lonlv 2 pec cent of Answ- There are P7 counties each of -ahtch is eligible to be reimbursed for a Qutstion: Horn often has the presentation, `The Better Way" been used ? nju>*r: At the beginning of this year we had 25 loti. All ol them are evidencing considerable wear, We hate ordered 50 Answer: A covering letter accompanies each kit and suggests the number ot pub licity possibilities. Discussion following Mr Miliam*on presentation; the students attend non-publtc schools) The non-public schools are absorbing some of the load and nur lengthy summer program > a great a$et. enuntv driver education coordinator. We (eel That this supervision is an asset and >ve are striving to have each county set up -ueh an office. more. Quertton: Did vou, in Florida, experience Question; What inter-industry organtzalions are involved' -fniiwr, N'one is included; we work as a independent group on a cooperative basis. A* have a 30-man board of directors and a <V.man advisory committee insertion- What arc your financial sources* difficulty in coming to agreement in the immmg of legislative proposals.* Anrwer: The Department ofEducation actually wrote the bill and it included provision for a health screening and eximuiation as a pre-requisite for dmer education md research. So attempt was made to * write the rules but simply to dratt a bill ! J { | I | j * A CASE FOR WINDOW ESCAPES FOR FIRE EMERGENCIES By A- C, KIDD President Marryat, Lane ft Co., Inc., Paterson, N. J. A>weivr. Automobile dealers, minulic turers, and -niurancc companies. To date we have spent about $2,000. Inch would get the money and give power o the boards of education to dnw regula- UfiOS ! j 'in I iecember *'i. I'Clj the nation was hocked in learn about a ternhle fire tn the Iroquois theatre in (he Citv of Chicago. Six Whv couldn't this situation have been an ticipated and steps taken to prevent its oc currence. You and 1 know the answer ft QutsUon: How did you get the law re quiring driver education' Anttver We had a long-range promo tional plan advocating a realistic program. Support ww found all along the way, fur ther the bill was presented and passed dur ing the special legislative session devoted entirely to traffic safety Q\xtliom: Is your speech available? .Harare- Y'ee, please use. The program Quttti/j# Does your program provide for non-public school use of driver education in itruction? 4ttruvr: This would be illegal in Florida. Question: How do you accommodate non public school pupils? Anther: 3y setting up classes after *chool, on Saturdays, and in summer m which non-public school students may cnroll hundred and twn persons iot thnr lives. Mj-xt m them were children who went to re a special childrens' Saturday matinee perrormuiee Insufficient exits and the consequent panic accounted for the terrific death toll. It took 4 terrible disaster to bring the nation to a realization of the need for emergency exits, -ueh as we now set ami take for granted in all theatres and places of assembly. Why can't we anticipate things of this rests in a peculiar quirk in Human nature which makes u* feel "it couldn't happen to me/' Keep that fact in mind' If we can get ourselves and others to accept this a* i truth, we will go far m preventing things <A this kind imm happening again. Following the Collmgwood catastrophe, there was a rush to provide school build, ings with outdoor stairways with direct ac cess io school room* on all floors. Doers were changed to open out and not in, a* materials are available at cost, $22. Question- ts there a reimbursement con find* Why must we have a hombie exam Had been the practice up to that time. While Qustiuyi. Cojid you ta> more about the usage ot the presentation? Answer: We are working with 2.J00 womens clubs with a total membership of JBOOO. We give them instruction m program range. Question: Is the material copyrighted* ,-litnvrrr N'e, use it. -nitration for uon-public school me? Answer: Reimbursement is nude to pub lic schools who train non-public school youth in accordance with regular formula. Question: You asked for 75 cents per license, what did you get ? Answer: Fifty cents. yotio.' What are vour teacher certifica tion requirements? ple before we come to our semes and take the necessary precautions to avoid occur rences.' On March 4, 1908 in the little town of Coihngwood. Ohio, a suburb ot Qeveland, 174 children and 2 teachers lost thefr lives in LaWcviewr school, the principal school in rhis suburban community. I was 12 years old at the nmt The pictures that filled the papers m Cleveland for several days follow effective, these stairways were unsightly and expensive. Monumental buildings that were attractive architecturally became most un attractive ut appearance Communities were taxed almost beyond their means to pro vide the structures required. From the viewpoint of this paper, out side stairways were actually an out-the-window escape means. Windows were actually converted to doors that led to the outside Question' U there any evidence ot a change in arrests and conviction for illegal driving by persons under 18 years of age? An.esL-tr; Such evidence would be hard to come by. The probate courts probably could answer. .-furti-rr: Minimum standards as recom mended by the Third National Driver Edu ction Conference. That is, nine semester llours made up of six hours of driver "duration and three hours of safety- educa tion. ing the fire, will never be forgotten. The exterior doors of the school building OPENED IN, Stairways from the upper ihmrs terminated at the doors on the main floor Bodies tumbled down the stairs and piled up m front of the doors making it and a means of vea. Let us depart for a tew- minutes from the subject of escape menus and let us took at what happens "When a School Burns." You have possibly read the report of the Na tional Fire Protection Association who con Question: Why costume your public sup port emphasis program in view of your jccompiiihed position? AnnirK.* We want an miormed, know)- Question: VS"her* do you get your teachers? .-flutter.- Our salary schedule lias attracted <.me from out ot* state. Question To what degree is progress of impossible to open them from either side. There was hardly a family in lists little vummunitv that did not lose a child of their own ne i cr'rr*-i who was near arid dear to them. ducted an interesting ami illuminating se ries of test fires in a high school budding m Los Angeles, condemned because of pro gressive Killing ot the Rlted-ih Broun<3, out otherwise in excellent condition- S') J'.uil 'A hcnrne? Mt ui the tmrniosi .vrtier* amt the autliof of "l Smell bmoke." whose duel interest tor over 25 >ears has been fire prevention, tn commenting on these est fires m l-o Angeles stated: "So my talks with several of the officers involved, two hither-to unrecognized facts .tbout tire behavior *tnr>d nut with sinking dantv Knd the discoveries are a more dramatic endorsement of your flexible escape ladder idea than any advertising man could dream up. "t \n unproved rale-of-ri** detection *yl*m, n*j the reding or the main floor cor ridor*, reported the fire ecerving up the stair way from the basement m from 2 to 5 minutes, depending upon the nature of the ;e*t fire involved But in approximately the *amc interval of time, the halls were al ready untenable--from SMOKE. "When the detectors were placed over the point of origin, the alarm sounded in i minutes: the halls were not untenable for 4 minutes. This is still not much of a mar gin. "2 With partial sprinkler protection (none directly over the firei all floors were imtenable from wnoke before the first sprink ler head operaled. "When pnnkler were heated dtreeUr 'Kex the seat of the fire 1-oth heat and smoke were kept at a rcascmable level. Hut when "the heads which functioned were any di-- latter from the pewit of origin--i.e, in the ttairwdi or the main floor hall--even the easoned ni uixii<i>Mi i ers were immediately driven out of tlie building by the resultant team. No child esratd have tolerated the punishment the halls or * the stairs vet the eiavsrwws* themselves were m* at- "OfevkiusJy. ucct^Mits of tboK roran* w.mld haw had meipte tne for escape b> 'smm uf vtwr i nu rgmucy ladders. Bat ever*, fira &e diklni mewld have been trapped nlxxit dorsrt access to the outdoors from lieir re^wosw rooms. "1 tfenfc these fxnmt,--*rhkh I haven't mtm broughs oca m 5 'tan' contact with *ie fire problem--form the buss of a verv ititiomuttve article for some publication in school field." In cpste of all that has bera written and i>ublidird < tiie subject by espera, there ,re loo tew jwulc who kimw ><r oii/r IV hat actual! v takes place in the rariv Mage* of a fire. A homely example md a erv common one U the upholstered chair in which a dgarct is droppea. It may smoulder iar hours without breaking into flames The toxic gases given off during thu smouldering period are deadlv. Of all the peopte who lose their lives in firm annual!*' in this country, verv few inuail> bum hi death. Three quarter* of the victim* die in dwellmg fires, 75 per cent die up*eurs fmm down stairs fire*. Most of the bodies rerovere>l indicate death by asphyxiation. Thirty year* ago Brooklyn Polvtechntc ! statute found that the burning of ordinary household materials generate from 11 io 14 toxic gases in substantial concentration. Be lieve it or not, one of the product* of dis tillation in a fire is hydrocyanic acid gas. which is heavy and hangs dose to the floor. It is the *ame gas used bv some of our state* hi their prison execution chambers So-called fireproof construction m public buildings has. I am afraid, lulled uc into a sense of false security. True, most of the materials that go into our modem build ings won't bum. However, there are many Hem* brought into the butding that can bum and give off toxic gases. \ ease in point recently seas a multi-stor* school in New Jersey. Schoolroom equip ment pocked and crated was received pa late on Friday to he uncmled. U wa put in a basement room for the weekend On Sunday evening a passerby sow smoke coming out of a portly opened tup fhr window. The fire department arrived in lime to put out the fire tn the basement Before their arrival, however, the entire building was filled with smoke and toxic gases. This could just as well have hap pened on a school day with serious results. A long rime has elapsed since the CV4luigwcod fire 19C8. In this era of auto matic alarms, sprinkler systtiM and firepnau material, we hare indulged ourselves with heasrifot structures that adorn the land scape. Maybe the pendulum has twang Ha ter tn the other direction. The 'Chicago schtxd fire <i Urcxwtbrt > 1958, with its tragic lues of Ufc lire* tfewke-? the tBUon into acooo tnce ku 1i p vided a wnoderfal unufliity for the sprinh j ; 1 j j . ; j t ; .iihaoi jxd t t-ilffjx (.''mitremer >ji- iflil alarm manufacturers. For some -mexplamablr reason, the need for an out hc-window e*rape means was lightly touched it|">n Sure, we knew children were forced m iump to their death iron windows willi (-tents looking on helplessly. Many of these . hitdren might be living today it a single ut-lhe-window escape Udder had been pro- i*W in each classroom. Much was learned from me Robert Louis '(fvonon School fire texts in Los Angeles. Three conclusions reported in the Journal I American Insurance Mood out; "t l.) School* need simAe detecting dev ices; (i) sprinklers providing total coverage are necessary. 2nd (5) it is too hazardous to tepend on corridor evacuation of students; '-vised eu thinking is needed to provide -iiore out*uJc-thc-building escape, povubly in he form of stairs iron* continuous bal* Tins third and last conclusion mieht well mic been the first, First, beciusc it re* tales to saving lives and getting people out of the building in the least possible time re* curdles* of what the condition might be in the corridors. We are again looking at the imc picture we faced more than a half jftiturv ago following the Lakeview School ire in CoUingvrood, Ohio, where i74 pupils and 2 teachers lost their lives. School Management Magaaine, in I960, published a welt illustrated article showing how one school provided an alternate way leave a burning building (using a flexi ble ladder unit from each room above first krr. lack Lincke, the author of "What Hip* ivns When a School Bums" th.il appeared *n the .Vm-ember, 1959, issue of Fire En* nneering. participated a* an observer-refder during the Loa .Angeles school fire r-t* In this interesting antde lie points everal impot Lint facts: * 1) "according to Chief Degenkolb. it lia* 'rm pruved that if the amount of combusU- V* in the average classroom were placed in absolutely fireproof building and ig~ited. thrr could produce sufficient heat, moke and gas to kill mo*?, if not all of v aricggnmm of a single or multistory buitd* .-> "T-< gne the nade- an example of "-'hh witiw a blaring wracture. we ?+t- Mwient fmm one nf the test fires which illustrates what can happen tu people Firemen were stationed on the second and third floors of the tciiool while a fire burned in a first-floor classroom. The mm were tu record the time at which heat and smoke became unbearable. "Finally, one man on the second floor wouldn't stand the licit inv longer, so he vnd hi* partner crawled tn an exit duor From a prone position, one raised his hand to push the panic bar and open the door 4.i he did this, a sheaf of note paper in hi* hand burst uuo flame- Remember, the tire was on the first floor. A check of re corders showed that the fioox-uvtt tempera ture near the doer i approximately 165 ikgrees. but the tiaut'htgh temperature was r-O degrees. ''Think of this when vnvone speaks oi <*vacuating children along tong corridors. Mso, if children are torced to crawl along (he floor to keep out of unoke and heat, evacuation might be impossibly prolonged. In dry heat, and with little or no smoke present, a child could probably withstand panic conditions with smoke and moist hat as muds as UO to 140 degrees, but under panic conditions with smoke and moist heat present, this amount could be fatal. (J) "Much of our school-fire problem can be summarized by this cardinal point, of which most laymen are unaware. The state ment was made by Fire Marshal Hill who said to the writer that it i. futile to expect that fire fighting equipment can reach a major fire in time to nwke extensive rescue*. 'Die first two or three minutes after dis covery are of such overwhelming importance, tie says, that if evacuation isn't safely made within that time, loss ot life is a certainty. 'If someone i to die ui a school fire,' Chief Hill continued, lie will probably be dead liefure (he first fire track clears live stationhouse door.' " When we look back at the record cover ing a period of more than half a century, we cannot but eondude that there exists now and always has existed a crying need for a fraetteai rut-the-urindotc escape means. Jacobs Ladders first mentioned in the Book of Genesis, as the ladder which Jacob saw in his dreams, have been known to sea faring men since Noah launched the \<-k during the Great Flood. Jacobs ladders, a flexible type ladder, are used as a mean* ! j /4.> Sale'y i. pnrtrcir <i embarking or disembarking on ships of *H kinds Mitmcr the Seven Seas, They are requited a* uandard viieiy equipment on every ship entering or ieavmg an American fort, If you were to look under every lifeto.it on every vessel above a certain sue, ..ou would find a lacofos ladder neatly stowed iur use -m etnerttenev ot any kiwi. During il fir*t World War. f had conmartd nr a transport carrying American troops to France !Xir avenge lead 4 000 combat troops. V. hen we armed at -.<ur destination the men were put over the ude with marching equipment, nrte*. etc- These men went over the vide rat Jacob' ladders m one kind nr another Flexible bidders, some irtxlr. *o*we uiuiuple, cuvete-i the vide ot die ship imm *t*m u *em The distance from the deck to the water line was 40 lu 30 uei--'i'e equivalent diiancr a lourth or mtli -turv window iloir he ground E cannot recall a single accident result ing iron this climb-down in spite of (he fact that in most rases it was the first time these soldiers had ever been on a ship of any kind. On every beachhead, from Normandy to Anno, hundreds ot thousands of Allied troops went over the side of the transports into landing craft, chat landed them on the beaches Multiple Jacobs ladders provided the only means of getting over the railings, :>mo the ladders down 40 or 30 feet mm the boats to take them ashore. In 1922, l was a passenger on board the ni H F. ALEXANDER when, in a fog. die ran into a rock island 70 feet high .it Jf) minutes after midnight Fortunately. mo*t ot the passengers were in their bunks when the collision occurred and were not injured hv the impact. Forty ieet of the bow was trashed like an accordian Fifteen ships imwcred our S.O.S. Fortunately the ship did not sink. We alt went over the side on Jacobs ladders ot the flexible type. I ear ned mv year old daughter in one arm and went down (lie ladder into a boat to safety. There were no casualties. Getting out the window of a building or dwelling on a properly designed flexible lad der is child's play compared with going over the side of a rolling ship. A single flexible ladder permanently located titMiie the room i in be quickly lowered out uf the window ami 30 children escape to the ground m two to three minutes. Additional ladders using additional windows would speed up the escape time required. The writer was invited m May. I960, by i large northeastern state college to make -i survey and recommendation tor the in stallation ot additional emergency escape equipment in several of its buildings. Over crowding in dormitories had increased the fire hazards and was the cause for much concern by the university authorities One specific instance involved a new m' conference room on the third flu- c the administration building which was being remodeled to accommodate up to 40 profes,r* U the time there was oniv one point >i egress, which was a door into the third floor hallway which was at the top of a large three story stairwell. The recommendauon was made to install a specially de signed Jacobs ladder with an aluminum vaiety platform secured under a targe win dow in the assembly room on the thin! floor. Provision was made to swing this non-skid platform into position on the win dow sill. The ladder affixed to the end of the platform was secured at the lower end to a bracket at ground level. The recommendation was approved by the upertntendem of buildings and grounds and the rest of the officials of the university cuncemed. The cost o* the special installa tion was $450. When approval of the state lire marshal's office was requested, it was turned down on the hai* that the existing regulation called for an outside vteel tire vtatrway costing approximately $7,000. The university officials pointed out that frequently during the winter months these outside stairways were covered by ice and <now to the extent that it would be very iiaurdous. if nee impossible, to use them. The Fire Marshal's office insisted that they had no alternative but to stick strictly to he statute and a $7,000 outside stairway way installed. The sequel to this story is the fact that 2 yean later the building was demolished along with the outside stairway to make way for a new building to be erected on the vite. There was no doubt in the minds of the engineers on the university staff that the School and Coilcjjr Conference i*re*b* ladder would have provided a sate nd efficient means of escape from the rooms m question but die b- was inflexible This -inistinn prevails m manv places throughout the country today where there is a crying need for more emergency escape equipment and where funds are not available to install the expensive equipment required by statute. I recently visited a new two-story ultra modem private saiool budding nearing com pletion. It was the lar word in modern rrvnvtructton. There was a stairway at each "rsd oi the long corruiors The heavv plate glass winnows m the classrooms extended from a tew tee? above the floor to the ceil- mg The budding was completely air con ditioned ihai onK a small louvered sec tion it the bolton oi the window* was provided in the event natural ventilation might be desired. This section was not large enough for anvone to crawl through. Reing e*epe-enncuni*t 1 looked about to >e* where one might get to the outside if gas or smoke prevented T.e use of the cor ridors. Nothing was provided for such an emergency. The occupants or the room would be trapped. The rally wnv out was 'he door to the eorrtdor Breaking a heavy piate glass window to gain access to the outside was not a very pleasant thought, to say the least. Here was undoubtedly an in stance where, tn (he minds of those respon sible for the design nf the building, a fire of am- kind could never be possible. Minor change* m the design oi one or 'wo of the window* in each classroom would make tt possible to convert the window to an exit to the outside. A Jacob* Inkier under that same window would provide a <4t means of getting to the ground. The cost, 200 a window maximum. A pretty cheap means oi protecting the live* of many people over the tear* to come. About four year* ago the U. S. Navy embarked on a research and development program for the purpose ot improving the design of Jacob* ladders. New materials ''fere investigated. Ladders were tested on ships at sea under operating conditions. It was finally determined that ladders made of nylon webbing, sumiar to that used m para chute harnesses and with extruded aluminum rungs, out-performed all other tvpe*. The nvion webbing had twice the strength nf he chain formerly used and weighed onlv 20 per cent ay much as the chain. The ex truded aluminum rung* were verv strong and .vt the same time verv light. Tiie V *- Cont Guard joined in the program while looking tor (he most suitable type oi Jacob* ladder to he used in thetr cratli rescue operation* NyInn and aluminum Ixtkler* are specified for the two latest Coast Guard cutters nnw- under construction. It was unanimously agreed that a nvion arui aluminum ladder was the answer wher ever a flexible tvpe ladder was required New use* for ladders of this type are be ing uncovered daily. Emergency' escape lad der* for schools, institution*, industrial buildings, dwelling*, etc. are being rapidlv -It-covered. Great *trength, light weight, ^rnall stowage space and nothing to deterior ate. combine to make this type of ladder (he most desirable wherever a quick method of escape is desired. In conclusion, may ! summarize brieflv : Tiie facts are convincing and competent au thorities agree that (11 smoke and potsottou* ga*cs are the killer* in any fire; t J) corridors and stairwavs cannot be rehed upon as a mean- of evacuating a building in the event of a fire; tjj an out-the-windf'w- escape means is a must; i`4t Jacob* ladders are , -*ie proven as a afe medium of eoap in the event of an emergency. fiiteusnon John Morris, Recorder Question: Docs the National Fire Protecliras Association approve the window-type it escapes just described* The Building Exits Code oi the N.FP.A. dee* not recognize such devices as acceptable means of exit. Par. 3564 of that Code read*, m part "Varum* types of fire escape devices oi the above type* (ladders, etc.) may have some value, but not enough to justify recognition in the lluiUling Exits Code, nor to consider (tliemf in any way as a substitute for the type* ot exit facilities recognized by the Building Exits Code." SAFETY TRAINING FOR FORESTERS AT PAUL SMITH'S COLLEGE By WILLIAM RUTHERFORD Chairman, Forestry Dept, Paul Smith's College Paul Smiths, N. Y. Forestry nai iktimd ,i* the art uni science ol managing iufi land (orr tim ber, lorage, wildlife .nnj recreation. Forest gaiety deals mih managing people. Thc-*e people imi be divided into Iho zciwrol groups, ihe forest worker: aueds r ret- rcatiomsts. Die forestry student is a potential fnrcsf worker or administrator. He must be taught W to work v*ifIv, lw to cure for him-elf, and also, how 10 care for hi' guest' who me the forest resource. This is comuhcated oy several psychological factor* The forest worker is an individualistic and independent person who ha* chosen Ihe field of forestry tor intangible reasons. It is cer tainly not a* rewarding financially as other prrn`r*nu(iv He tend* to be a **lf-nffictent individual who charts hi* own course The forest guest or recrcationm is in flight from a regimented urban existence. He feel* a kinship with die noble redman ui flame! Boone, Mo man in a green suit tuid Daniel Boone How to handle "Bars'* ;mii he needs no advice. If the bear feeding nt the garbage dump is not in the right jXiMtton, he will poke him with a sriek so that he can get a good picture. This may 'eon far-fetched to you, but I have several fnends who worry themselves kk each summer over this problem. The earnper innks he can swim Lake*, chmh mountain*, and conquer the wiidemesv In many in stances, he doesn't know how to use a com[a** and will hunt til dusk and then find that it ha.* gotten dark and the road is tost. To safeguard this individual, the forester must have the patience of Job and the wis dom of Solomon. To partially illustrate the hazards that i forester must underwand, I will discuss only three areas- forest Arc fighting, lugu>k and ricrnuaa, Forest tire fighting is a dangerous buine-s and is widely recognized aa such. All fire fighters are concerned with fuel. Heat .iivi hui the i*t*ict l,a* unique ar- r ifivritiKii* ui tltfc clement- f" iwne nil \ ih-oi"i>n oi the ihuructeridtr* if fire-t tire* wmilrl l* >>ut 01 jit.iee here, hut ennulerahle kimwieiige ha* l*rm areiiwiifaicd flic limed Stair* l-orcst Sen ice ha* led ii Mudie- ot fife l<rhaMr, orgiinuaih'i and technique* fur control, and safety mra*nrv needed, State organization* and the w**l ii-iiig industries have developed fire it<ntr*d iVrcves to tight the fire However, tit- m:i- (rmty of the men along a fire line are not professional fire fighters and this inerea.*e- ,he accident hazard. hogging refers to the harvesting oi wood product.*. It is a hazardous hu*iness a* -iiown by a comparison of compensation r.ite*. Tlie logger must make and transport Imrv from trees that weigh many tons. Tlie popular conception of this job involves the anting down of a tree and yelling "Timber " Actually the cutting down of trees and hueking into usable lengths amounts to le- than per cent of the logging effort. Tite big job is the transportation of tlie log. from the stump to the mill, Tht involve* -kidding to a road or trail sytem and thrr hauling to the mill, The construction <>t these roads and trails make up the hulk > the logger's work. He handles a tow- value product and can not spend large amount* per mile of road construction. Also, Ik handles a heavy product so (hat the road mn*t support heavy loads. The cot of thi transportation network determine* whether <t;r not he makes money, .As a result, he i* a specialist on low cost road* and impr*- vised road bases. Many problems complicate the safety pic ture The forests occupy rough terrain and remote areas. The working door ranges from rock to swamp, with little levei land except in the southern state--, and five *uujUiom citing** from *** tree to die next. Fit duct* are heavy and tlie toots are slurp. Workers are Mattered And highly independ ent. These items add up to accidents and 01 'Schnot mid C'dh-oe C <i nn> iiio*ii'. eo*l m men and money, .As a result of this cost trade associations and companies liave lotncd governmental groups m promoting satetv. The margin of profit i* small in the wcod-using Industrie* and many new materials are competing with w-ood. To rnnaiti competitive, the co*<* of compensation Have to be reduced. ProhaMv die biggest single c-<ntnbution of this erv ..pmiivc safety effort has been to get hard hat* on the forest worker Forest recreation is a major product of fnir forested land in private as well ,i ptil*lie ownerships A manufacturer can <im|ds imee his factory and keep others nut The forest, even though privately owned, i* re garded by many as a public trust- The fi*h and game on that land are the propertv of ihe <tare and the purchaser of a hunting or (idling license frequently think* he can tmPas* where and when he want*. To illus trate the size of this problem I would like to discuss the recreational u*e on Forest ! hsfrtct 9 of the New York State Conserva tion Department. This district includes J,159,200 acres within its boundaries, over 700,000 acres ot which are `tilt owned. It is beaded by Bill Pettv, the District Forest er Forest recreation is only one of the re sponsibilities of this district and most forest er* are prone to consider it a minor use. The specialist in forest recreation is largetv *elf trained. Don Bousquet and his crew -vA*e to provide the services of a *mlt city, wattemi over a large area. In addition to providing these services, these same people Uiitd the facilities and maintain them m a meager IxidgeL ForoMm must recognize that the demand for forest recreation it increasing. They must safeguard these people who are tat tered over a large area with a very *mall force, and must do this in an unobtrusive manner. The practicing forester t< a gencrali-t who draws from many basic arts and sci ence?. The forest is a living community and the biological sciences are fundamental. Furthermore, the forest is a renewable re source that will yield periodic iiarvcsts when wisely managed. Harvesting tech niques are based on the physical sciences ->nd engineering skill*. Forsters also deal with people and safety training vs of vital importance in this area. Forest! y vchoois wt the A m\cd m.mo came into existence a/ier the turn of the century. The early faculties were drawn from men with broad field experience. These r*rlv leaciiers learned about aerwieiu* m the school of hard knock* and pa$ed on their knowledge as a by-product of their technical subjects. Since World War II there has been a trend to acquire faculty members through an academic *vtem Graduate students my on to become in-troctors, then Pit D*. and eventual!*, i.foiessor--. These men are more likely in lie <peciah*ts m a narrow field. This i* .ery fine for training research technicians iiut it leave* a gap in the education uf the general practitioner. `Jafety training t* an essential part o> a uireters education. There are three way* <-.i handling ihix One is to ignore it and let the neophyte forester learn on the job by trial and error, or pass the buck to the *:mpkjver tor m-ervKe training A second way is to offer `pecific course* in safety. This metliod has -everat advan tages, A teacher cut be selected who is a Mc<iahtt in safetv engineering. He can or ganize his course ami coordinate it with guest speaker* and seminar*. This i* a good procedure for advanced student* wfto >iav-c covered the bulk of their technical -ubjccts. Each student must relate new iniormattan no safety to professional knowl edge previously .iituired. This plan is fol lowed by Prnf I. Kenneth 1'earce of the College of Forestry. University of Wash ington. Another po-ibilii> t> io consider safety instruction as a part of each forestry course and the tetcher muat *nvc it into hi* tpecific subject Each ptuue of tore*tr>-~silvkuliure, logging, forest protection, etc --has its own hazard*. A studoit must be taught what these are and how accident* mav be anticipated and prevented. He also needs to relate accident emt$ to forest product*. For example, a contractor wlto *poids 20 per cent et hU payroll for compensa>'on insurance can not profttabh pro duce hardwood pulp m the Adirondack*. This is a product that comes trom lowquality trees whose removal t* desirable fur die heaJtk of the forest. So accidents and their costs can determine the refinement of our forest practices. fit I9*> Vjm'tw/ H'aftly Congress instruction (hat u imrgfated into To r,*rry oul the responsibilities described <acti (ehmcaJ subject also presents some problems. It must have me full vnd active support of an experienced /aculfv u must t< coordinated hv one man to that all tseniial matter is entered These difficulties are great, but integrated wren- instruction above, f, as a professional forester, will endeavor to follow these basic principles of satety' A In the planning of m in work, l shall: alio** an eurlter introduction of ihe subject and ts more suitable lor the undergraduate. I'aul Smith'* College i* a private tumor College wilh an enrollment of 600 It of f Thorough!*- ncquamt nmelf with each detail in advance in order that 1 mav avoid all real and apparent hazards which t may encounter. fer* programs in Forest rv, Hotel Manage 2 Ditplav in attitude toward mv own ment and Liberal Arts. Both Fore*trv and job and toward those mbs lor which I may Hotel Management are further disided into he responsible that will indicate an active terminal and pre-proie**innal curricula mtere*t in accident prevention Each year sse receive 100 freshmen for $ Be conscious that I have a moral re- esters who come from widely varied back grounds These freshmen, together ssith about 120 sophomore* `pend 17.200 man* hours annually tn the harvest and manu facture of forest product*. -I'onsihihty for the safety of alt those who hare m the performance of `itch work as* f have planned. B tn planning work fnr others. I hal! We feel that it is het to incorporate safe ty training into each subiert and have fol lowed this procedure tor the past ten sari. t Recognize **ttv as com element m 're*trv practice and plan "ir >t so hat t mil not W sacrificed because of cost Our program starts with required item* - Obtain an accurate and detailed dc- if individual equipment that the student --irtprmn of rhe real and apparent hazards must bring to college These item* are of each job. hard hat, steel-toed boots, axe with sheath and suitable held clothes. The hard core of our safety instruction is given during the first semester in a course called Introduction to Forestry. This course consists ot two hours of lecture and tour hours of laboratory each week. As he begins this course, each student is given a cops of 'tie Fst'eiv Pledge, adopted hv .J Acquaint myself with -uch staiisttcal accident data as pertains to each job. 4 Comply with all pertinent safety codes --tedrral, state, local or employer, 5 Practice and include the best principle* **f effective supervision. fi Consider the legal requirement* nl ap propriate compensation aet- the Sc-eictv of American Foresters and 7 Be prepared to report, dandle, and dis- largely rhe work ot Seth fackson of the {-* of on-the-job injuries United States Forest Service: The Forester s Safety Creed As one responsible for the management of my country's lorest resources I believe m the importance of safety. \ reeognuc my duty as a Professional forester to protect * Delinate clear lines of authority and re`pemibility for safer* a well as the prac tical individual *nd group accident preven tion objectives. C In the execution t work tor which 1 may be responsible, t shall - myself and the live* of those for whom i am responsible in the conduct of our for estry work. I recognize the unusually high hazards in many of the areas of forestry practice due to forest environment isolated work areas with minimum supervision, for* t machines and tools used. I wit! therefore do all wuhin my power to carry on mi work and to require t*io*e who arc under me to perform their work in as safe a man I Require a complete and thorough ad vance understanding of both imimdtnl and group responsibility for earh job. 2. Show by both words and deeds my in terest in the safety of others on the job. 2. Encourage subordinates to be alert to Itaeardeus acta and conditions as they de velop, then correct ur rr(-ort them promptly. 4. Dress in a manner and use personal ner as ts possible. protective equif-ment appropriate to forest % Hrhooi amd Celtrgr Ccmtt'fnrr Hazard* which may be expected, and re quire all others in my care to do the same. t'or ten weeks (he student spends his lab time (40 hour* total) m the fieid lanung to work taiely with tools that are common tu the woods worker whom will eventu ally -upervtse The procedure i> as follows I, Lab sections oi 20 men are formed with an instructor tn cnarge of each. 2 Required items of individual equipment *re inspected and discussed. J Uood* tools are demonstrated ami then given <o the student tor supervised u-e. A major problem i* to leach each man to nay 4 -<4fr working distance item in- neiglibor. i, Rangers irom New Wrk State Coo-ervauco Department spend one week with the class instructing m lire fighting tech niques. This is ot mutual benefit as our m'irucion are volunteer lire warden* and our Modem* are potential fire crewmen. 5 Another week is spent wiih represent atives r,i the Homehte Corporation, chain saw manufacturers. These men join t acuity members in demonstrating and supervising he proper use of power saws. 6 Supervised tabs continue held practice with the student doing umber stand im provement work until the first oi December. The final grade in this course gives credit for the condition and maintenance oi the axe, hard hat, and safety boots. Also, the teacher identifies careless workers and ac cident prone individuals to succeeding teach er* so that tliev may he properly supervised. Forest assemblies of one hour each week ire mandatory for ill forester*. These conh*( oi training films and speakers dealing with specific subjects *udi as fire fighting techniques, logging methods, equipment, for est management, etc. Safety displays and potters are brought into llurse sessions. Here we are indebted to wond-usiug companies, trade as-ociatioo, trade journals, and state and federal agencies. Safety Instruction is continued in each successive course. During fogging, Greg Gutgsell of Wickwirt Rope, discusses rig ging problems and the design and care of wire rope. Bob tomb, A. C. Lamb k 5on?, `hows personal films of logging jobs on the West Coast as well as in the Northeast. Both logging and sawnutting exams include safety questions and require the submission oi recommendations tor the elimination of Mzard* The accounting course shows the oiu of compensation on the balance sheet and the business taw course includes discus`ions of the land owner'* responsibilities as well a- iho*e * the rontmcinr L.ira-curncular activities also have a place in our safety instruction. In New 'i ork, a beginning hunter must pass a hunt er training course. Our rtlle tram coach and local game protector give (hit program at the beginning of each school sear .1 l-oating safety course is also given during the spring *me.Mer with the aid of ihe to tal game protector The <ki club conducts j -k vehool on the campu* for tne neophyte skier This i* quite important since over mc-lialf of our student body *ki The Out ing Club is active in mountain climbing and winter camping and is supervised fry a fac ulty member who has an excellent back ground in these sports. The Forestry Club `ponsors g come`1 for hard-hat decoration* as well a* woodsmen competitions with other `cHoois and between intramural groups. We do not like to discuss our safety rec ord without "knocking on wood." Safety i no accident, but we are super-titious. F-aeh year we have about two a* cuts tnac require stitches. These normally occur in the first course for the freshmen. Al*o. each rar die steel-toed boots demrn*trate their value bv preventing a toot cut. Hard hat* have saved two men from senou* mjurv. fine of thec men was fighting a fr-re>t tire ,4i a state crew and the other wa* in our logging class. Both of these men were preemed with Turtle Club hats and pm* irons the Bullard Company at a forest a*cmb!v. Our safety program is certainly not per fect. but the faculty, students and admin istration are united in tfieir belief that it is a step in the right direction. Techniques of instruction lure been improved over the pa*t ten yean, but our goal remains the ,*urn--to turn out a man: In good physical condition. Well coordinated, With a safe mental attitude, Who understands the hazards of hiv job. Who feels responsibility to and for hu associates. *>? 'ito* \jftrtfii Safety Congress ACCIDENT HAZARDS OF THE COLLEGE AGE GROUP By SAMUEL E. LEARD. M. D. Director of Student Health, Boston University The avenge college -Htdrm rms to be -nmpjftely unaware that m ins tour s-ar* of undergraduate education, he )>i- 'C chance in three of being injured Possibly 20 per cent of ait average health service budget is vpent on mental health This may involve only i to 10 per cent ot the student body. Meanwhile, nothing is sjvenc on accident education in spite ot the tact that one of twelve student visits to a Undent health service concerns injuries not related to intercollegiate athletic*. The average family ui giving their son 4 car or motor xcooter mav hope that be does uut go out tor iootball since the sport page gives headlines to the severe injury or rare death in that area. The same age 'j>ectators. leaving the same stadium, have i,000 mure chances of being killed on the highway. The big job is how to get the average indent, administrator nr parent aware of the accident hazards m (Jus age group. In 1957 statistics were reviewed from the Huston University Division of Student Health* for 1930-55. During that period 50, 12$ students were enrolled. Twenty-one thousand, tour hundred twenty-seven siu-iimts made 76,668 visits to physicians. Five tlmu&and five hundred ninety-eight were for injuries, not counting 462 in intercollegiate athletics- From this study certain accident tuitards, mostly on campus, were determined. With the aid of a small grant from the Continental Casualty Compom of Chicago, members of the Class of 1954 were sett questionnaires just before graduation to at tempt to gain information on accidents dur ing a tour-sear period The questionnaire ittempted to ascertain types of living quar ters., participation in athletics, activity in lab oratory courses, whetiter the students had been hospitalized and whether they had been *-rayed tor an injury. There were also 'paces for listing accident* under such head- 1 (.card, i H. Accident Hazards ot College Life, Bruton Med, Quart, 4. 47 195" mg- a fion-wthleuc --n campus, off-campu* including vacations, athletic, skiing and lughwav accidents and a space for comments n accident prevention. White die returns were from only 30 per a cm ni 2,100 questionnaires, 212 men and .MJ vvmncn returned them. Sixty-two men reported 92 accidents, while 63 somoi had uj accident*. The results were rml interc*nng. For example at noted from these figures -ex did not appear to be a significant faciur in the frequency of accident*. The ratio < indents having a single accident to those having more than one accident was also equal fur men and tromai About one in three graduating season. both mea and women, had had aeodosts severe enough to -ee physicians, in same specific types or ac cidents, however, there were marked differ ences in the record. One of seven men and unr rf twenty women were operators of vehicles in collisions. * trU appeared prone to jamming fingers us car doors and trunks. They had more htanc accidents, especially stove burns and -lipping on floors. They also led in nonnccupationai falls. Because of high heels, women found floors ir*d *tatr ca*es high hazard areas. They also seemed prone to lighter fluid and match hum.*. While empiovment m* about equal m rummer in, men with jobs were injured more often than employed women. Men were more apt to be employed in heavier work and used equipment with more potential dan ger than women. Some students pointed -wii that injuries occurred before they knew tfte dangers or full function of their job. Examples in this category involved conveyer belts, steel skids, welding torches, falls from trucks or loading platforms and tree axes. Girls in the study were twice is prone to off-campus athletic injuries as the men were. Half of the women's injuries in flu* category were in skiing. Horseback riding, skating 9S 5ekuvi <inti ff iert*>r i*S w-Ucr-vkitng appeared several times on the questionnaires Twice as many females were injured m ihe dormitory as men- but at Boston Uni-.ervitv we have ilxaut twice a* many wom en as men in dormitories. Therefore, ihe irequency rate of accidents mav he the tame. In both of our surves* females were 'timed with ultraviolet lanrp* and over-ex posure lo sun Moth men and women in jured ioe< walking haretont, especially in darkened rnr-m* Foot injuries occurred from thumb tacks. Lair curlers, pencil* and tther articles left on diet floor. Men were insured mure frequently roughluxismg and corridor-running m dormilnrie* In on-campus kitchen* hot water, stove*, and knives were accident hnenrds to men. Laceration* from class tubing and ther mometers being improperly inserted info rubber stopper* during laborator* courses were relative!* common. In j949 a data heet* on this subject was published by the National Safety Council. To return to the student bods *< a whole, vcruin miscellaneous hazard areas are cited, misuse of fire escapes, broken railing* and porches in off-campus housing, lack J knowledge concerning fire exit*, bicycles, motorcycle* and motor scooters, SMitlc intereollegiaic athletics omieiimr* result in injury, Song-range disabilities are rare. In our 19517-1955 Health Service re stew-*, 21 per rent of our athlete* received iitjurie* Tlu* c>-injure* do<elv with the 24 fer cent reported by Dr Mtgtiftus Thom -like in a review of seventeen >cur* at Har vard*. Tooth-ill and bucket icd m injury jiroduction tn our intercollegiate competition. In intramural sport* hockey, much foot ball and basketball all reported injuries in that order of frequency. Sottl-aJl was rel atively free of injury. The recent National Safety Council monograph from Michigan State' agrees. It reported wrestling as hav ing (lie highest injury rate. 'National Safety Council: Safety F-ducation Data Sheet No 23 1944. ` Tlwnidike, A.. Prevention of Injurv in Athletics, LA.M.A. 16*; 1126 1956, ' * Dzenowagis, ,I.G.; Injuries in Men's Phys ical Education and intra-snurai Sports; Safely Monographs tor Colleges and Uni versities, National Safety Council (962. Fume athletic tmune* are preventable The proper wearing of equipment such a* hockey Itelmeis ami football hip pads are evample*. Fhssical conditioning is impor tant Af one time >se noted with a new trainer a decrease m knee injuries. He had mtituted an improved physical conditioning program. Officiating ts an important factor *l*o Several year* ago men frnm two of >ur iraiemuic* went c-nc pundas to a loMl playground for a same of much fontt-all without supers i-ion or odiciaiing. This `-mpetitJOfi produced three fracture* and iiovjotaiiacd two badly Hruivc-d participanK Separate studies made m 1955' and 1956* bv the \rneriean College Healih \**octv non and the National Safety Council bring* tit information on student accident* nm --vcred in our jurvev. This sitids was laved u reports from certain selected college* In woe year seven per cent and in the other Mine per cent of the-e injurw* 'cmllcd in h->*|iit.ihtuvi tor an average *Uiv of A 6 by* Fall* outside ui school budding- were 60 per rent the result of ics conditions. In juries while repmnng cars without using proper toot* were cited, finunal hue* and scratche* m the labnratorv withmit protec tive gloves were noted. Haste was consid ered a factor tn accidents occurring m cerUin shops, laboratories and whik numme when laic for class, Injuries were reported from fraternity initiation* when accident possibilities were not considered. The various accident problem* w-c h.ive dKcusscd and the diricrcnccs in tspes of -iccidcnts involving men and women vsimli we lave reviewed, suggest tefarale accident jirevention co<Jes*Mi our campuses. Here they are. the Coiteje H'ohuui's C'imwind'morf/ 1 I will never drive a ear over the posted *i<ced limit. 2 l will never drive a car wlicn over tired, emotionally upset or over 400 iniiej in 24 hours, `Safety Monograph* for Colleges and Uni versities No. 3 Survey of Accidents to College Students, National Saftey Coun cil 1955. * Safety Monographs for Colleger and Uni versities No. 5 Accidents to College Stu dents, National Safety Council 1956. ;A? >.//{/> 1. -mitrert ' 1 will always be courteous when opetsung > ,-`*r i f will keep my hand* away from dos ing doors. S. I will be especially careful of slippery floors and especially, m high heels, be earefu! on stairs fi l will never sit on a staircase in doomtones. ?, I will practice care around stoves. $, ! will always elo*e safety matches betore lighting a match. 'V l will noer ski r.n a stop* above my capabilities and then onlv with proper train ing, instruction and equipment tO. t will never hang anv decorating ma terial which is not fire resistant--this in cludes especially at Christmas or University final parade# It. ! will always wear skid-proof foot* i- ear in potentially icy conditions. 12, t will never use ultraviolet lamp* i> ithout a timing device and ilien only un der medical supervision 1.1. 1 will be Giuti'<us ot sunburn espe cially early m the `prmg on overcast days 14. t will make sure thumb tacks, pencils, hair curfers are never left on the floor. If T will never walk in a dark room. 16 t mil never jay-walk or disobey traf fic tights, The College Man's Safety Commandments l. t will never drive a car over the speed limit. i will never drive a car whei over tired or emotionally upset or drive over 100 miles in 24 hoars. 5, l will never attempt to change a are without the proper took. < I will alwav* be courtgums when cpcrating a car. l will practice care ce every job. real ising the dangers of mathmet, belts aod platforms. 6 In athletics l will become ccodsticned before participation. 7 1 wilt never compete as a triMti sport wnthout uniform equipment asd officials. ft l wilt always wear fry equipment a proper fashion (examples: Hip pads ever the hip, chin strap fastened on hockey hel met 1 <* I will *lw-at> c/icrfc m* living accommw lation for proper fire eahs and potential accident hazards. 10 I wilt learn the proper method for in serting glass tubes and thermometers into rubber stoppers in the chemistry laboratory. !! I will evert pressure on my fraternity to practice extreme safety precautions in *ny |vp* of initiation. l l will never u*e a fire escape except (nr its intended purpose. 14. I will never handle live laboratory animals without proper protective gloves. 14. I wilt never walk barefoot in my liv ing quarters. IS- 1 will never walk in my living quar ters without illumination. 16. I will not rough-house in a building. 17. t will lake no unnecessary risk on n bet 15. ! will never jay-walk or disobey traf fic lights. OUR EXPERIENCE WITH THE DOG AS AN AID TO CAMPUS SECURITY By RUSSELL E. WHITE Vice President for Business Affairs, Transylvania College. Lexington, Kj, rr.iii*>lvam.i t iillevr r- located three Mi*.kt irf.m the downtown business section f (.exuiuton. Kenruckv SW are oa the rlge of a slum section of the dty. This 100 .dune iUr- tvof make ur situation greatly dillvrent from maiiv uiher colleges through out the United States. A iactor which has contributed to a large flow of off-campus 5<eh&oi and Cdtrtjr C^nfermrr "*mc itmwiuh <xir act* is the small size of e rampm In addition, we are `<*1 the iay to town." i fttr neighbors have for years 'll that the Traimivnnu campus serve*! as a me* short-cut. Our campus, like most, was a very dark and poorly lighted area. In early 1931. we started working on a gift -..r a new campus lighting system. We were - mnatr in finding a kind and interested tcocr. In the nansner of I960, we com<e*rd muaJhtwn or new campus lights. ** -eir -ampu is one of the best lighted ifeas * : ear nt\ iVhes 1 oat to Transylvania in March '*& * had >ee ivry elderlv night watch-aa. who ranr on duty at 10:00 p.m. and w urked until 5 00 a m. We added one man *nd the two men divided the shift rrom 00 pm. to 6<30 am. The watchman servmg the Last part <u the night was not satis fied to carry unit a night stick. Soon I '<und he had armed himself with a gun * his own volition. 'Alien we learned of tus gtn, h was questioned and he said he would not work without the gun in our 'eation, due to the traffic irom the slum area. He resigned tn early October, 1961. Kx that time l began to search for a dog tor service with our watchman- Before we could find a replacement, tragedy struck. On October 27, 1961 a very attractive owung girl student who lived in Lexington was found strangled in her car, which was parked in the drive directly in front of Air administration building, a brilliantly luthted area. This event had all the ele ments mi a n-*ti<.nat story, and it received imusually large nation-wide publicity. With all the anxiety and near panic caused by ilus incident. our watchman was tempo rarily authorized in carry a gun. The night lefere the girl** funeral, three burglars broke mto our bookstore and snack bar The elderly night watchman caught the i-urglars ia the act. He drew me gun and ordered the men to halt. The three burglars panicked, turned and ran. Then, but for the Once of God, we would have had a 1 Vvjd bath. The gun was an automatic and ,mmed. It failed to fire or the watchman `'slid have shot all three of the burglars. The burglars broke down doors getting away; our male students beard the noise a-*td two hundred men pursued the burglars. tth all the tension existing on campus. :he burglars were lucky to get away; they might have been lorn limb from limb Tfiev were caught bv the j.ire lairr m the mcht. TheiC happening* rerrx-meri m> determineMon ( find a waii*hd*w i<> wort, with our watchman. Upon the rr-inm**vbetf'n of our police chief, I located a man in our cuy who had trained dogs for the Army. He contracted to begin training a dog for our campus tmmediatclv. We hired a new man in add to our night watchman vtart. 1 told him of our imennc* to get a dog for his use m campus protection. Our first dog ifnirwr failed to supply *b dog he promised. I iiegan searching t* t * new miner who <->>uld produce a goo*i wau-ndog for us. The word had gotten around that we were netting a doe The beg wait tor a dog producing impatien.-*- \\* finally found . ivrmin tiicpherd d< e -bout lour vear 4d. He lud been partially trained. Our trainer took him for a tew- davs and (hen placed him with our watchman. The dog series onlv nM'n one wiuhnun. They work 'ne night and are off the next night The watchman keeps the dog with rum at tus home while off duty. The college pass tor his care Our elderly watchman retires nett month. We are searching for a new Jog ind a new watchman This will provide the campus with the protection ni dog on duty every night. The effect of the dog's presence on the campus during the past several months has I-ten most encouraging. Following are the hanges which have occurred l. The non-student tramc aertm the campus has almost stopped during the night. They walk around, rather than acre*-- Burglars and other intruders ***m to he avoiding the campus. 3. Cars are safe from thefts ami damage. 4 Students and house directors have a feeling of security and protection which ihev did not have before 5 Buildings are more carefully warehert and protected. 6. Crowds are not a threat to a watchman with a dog. ", Neighborhood toughs will not chal lenge a watchman with a dog. 6 The public has a greater feeling of omhdence tn our campus protection. Our dog is unpredictable and this is the way 1 want him to br You might give him 101 Wt} SiUti'iietl Srt/.'/v C.->HgrfTi a nice fne-mlk pat nn the head a ikvrro (one*. ami levin u, tinnk y*j liave made * mend. However, ilie next time >c/u mas be bitten. Our dog lux on numerous aerations ignored all our own workmen, lot recently be lunged for the superintendent of buildings and groaids. The superintendent told me this occasion. and my* response was *1 want a dog who is a friend of only one man---our watchman." He should be unpre dictable to all others. This presents students trying to pfay with him. He i a working dog and this is his only reason for being <. campus. There is an tstdleit srttrle in the mip. tine "Ong World" (Tune, t*>1, f. !fl), by Tliea SI Culdan ail >ml\ K renter, winch 'fe-erioes tlie difference m dogs for police 'c|"rtnin( .*ud dogs trained for the U S. vrmert Forces Most of the suggestion* tor training dogs for police work m the article jre valid in training a dog for duty <n a college campus Anyone interested in more details of our dog training, liandltng, treat* ment, or problems may contact me and I hall be happy to try to answer any question with which we have had experience during the short time we have had a dog. Above all. if you are responsible for the protection of a college ainpu. 1 would urge you to site eoeisKferation to the use of a dog in our protection service. I am convinced hat one good man with a dog is many tunes *** rr effearie ihar nr man jkeie, NEW TEACHING DEVELOPMENTS IN DRIVER EDUCATION By ROBERT D. BOND Director, Driver Education. Ford Motor Co,, Dearborn, Mkh. Cuuntk** ward* .-ire lictng -pokeii about the increase in the number ot traffic acci dents and resulting death*, injuries iml financial cost*. 5im are afwyut constructive new ways to combat the*e needle** dram* <<n our population and on r.tir economy ; -ome words are stale rehashes of suggestions kmc since rocked dry of anv constructive purpose. I have a series of driver education aid* which I believe most sincerely you will find liotli arts and eoiutrueltvt. I refer to the "Ford Parsing Series Package." While the final product may appear rather simple, its production was not, as any of you who have tried to produce improved usual training aids might suspect. Before l discus* this unique package, which was originated and produced by the Ford Traffic Safety and Highway Improve ment Deportment, let me review for you some of the things that occupied us during the two years of planning and experimenting which have force into this endeavor. Many f you are familiar with the Ford Motor Company moving picture films on driver education, available for nearly the last decade. Some of you *cnl us your comments tc'r.re we produced the mo*t recent ones in I***) rUmin* Under >jecial Conditions,1' Hiulma> timing1* and C> liming"), Manx of uni have been kind enough to tell u* iiow well these new moving picture films suited sour purpo-e as teachers. We i!reatl> appreciate sour approval. At the am* time, we were aware that even good moving picture films had some *reus short comings ; they cost a great deal to produce; they were expensive to dock: they were easily damaged during use and during ship ment; they were wasteful of time, since the (nan prints staved half t!ie time in transit; they were not always available when you wanted to borrow a particular subject; they did not tend themselves particularly well to involving the class in a discussion type lesson, or permit stopping at a gitrn point for teacher explanations; they required ex pensive projection facilities not always avail able; they required considerable planning and correspondence on ilw part of the teach er to secure them on the dates required for hit classes. Fwr these and related reasons, we in the Traffic Safety and Highway Improvement m School and f mtrrr* luparmtenr felt there must l>e a more wii*taetory method m gxovidtng acceptable usual aids- We therefore set ourselves a goal: to find a le*s rosily substitute visual teaching aid tlut could be given, or sold at a very nominal charge, so that the teacher would always hare them available when needed; would help the teacher with situanons that were otherwise impractical to pre tent in the classroom or behind-lhe-wheel in many aspects; would include more effective teaching principles that inherently lend them selves to getting across baste situations that every driver Has to solve successfully. This was a large order, and m trying to -oive it we had some "way out ideas.1 Finally, we came back to earth, pulled down Hy the need for practicality, tf the new device amid *r be projected on equipment tltat the average school would hive avail able, then it tust wouldn't be acceptable This is how we got back to the eminently practi cal filmstrip met!tod of our final selection-- but, 1 hasten to add, a special kind of film strip called limf`laptrt taken with a special kind of camera. Tfw Ford "Passing Series Package" eonmvis of a sequence of five filmstrips, together with coordinated teacher and driver guide booklets. Here we have an item !e*s expen-ive to produce and distribute; a flexible in-trumenc for the teacher to u*e; a technique that permits retention of the essential molxlity of the moving picture with the time nod distance relationships faithfully pictured and ict only involves a few feet of film, diat permits tlie use of repetition for better teaming and yrt can be stopped as die (earlier desire*, that permits students to get tlie new information in reasonably small step* that rapidly progress into the more complex situations. In short, because of the small film footage, shipping costs are less of a problem. Since the teacher can get per manent possemon of the materials at a low cost, he is able to schedule with much less* waste of time and effort. A* the word "series" indicates the "Pa<mg Series'* is only i-ne of a number of (ratfic situations which we plan to produce. At the present tone we have nearly com pleted a erie*> m Intersections Tin* "inter action Sene*" will vivo contain five film -trip*. 1-ater, if you like these, we hope to produce sene* un other key situations, such as expressways, pedestrians, etc 'Dir ultt male proposed course would 1* '* iirmiiKf, at the rate of !wu at three series a 'car, a ik>zcn or so basic situation* which wiaiM t< made available for cost of materials to die iracher who wanted io btuld up his own library. As a teacher using this filmstrip >ou vould have an opportunity to go over the film before showing it to the class. using (he -Teacher's Guide" tor specific instruc tions on exactly how to proceed The series is designed to enable you to leach nv.re effectively and m less time material that might otherwise be difficult to oresent adequate!*' in the classroom. By design we have: A Used a v .icsston from the ba*uritualion lo (he more complex otmttnn. B. Shown the exact lime and `pace re lationship of the uutos involve! in (he actual nunuever, C. Enabled the student t< -re t"f Him self each key step in a proper!* t<rtormed maneuver so he will know the correct wav f> Included the instrument panel ami the rear view mirror in a natural manner. E. Used repeutton m each film *o titat tlie key visual portions are n three tunet. F. Arranged Ute procedure * a student's correct deductions can be immediately remtoreed dunng the "teaching" or discussion phase of each film. G. Arranged for the tearher to use group discussion to bring out kev points, ami thus secure superior *tudent retention of tlie material presented. H Arranged that tit# teacher ran pace the presentation according to the pnrttctilar ciass requirements. t. Produced an aid which students can run through a* an individual assignment fusing their appropriate drtser'- guide). We are well aware that the production of teaching aid* i* not the kind oi activity into which a conscientious firm can ewer without -turning lo realize that there are numerous responsibilities involved, including tlie deci sion lo study directly the teacher's want* and requirements and to Ixconte familiar wuh the literature pertaining to visual auK In passing, I should tike to suggest as strongly as is possible that no teacher, who 101 1962 Sationai Safety Congrets '<? I* duing ait adequate fob w"h hi* -indent*. ran ignore ihe reference material i h*t Mow BrJew are Im Vcv rriwciKf -n the vj-.it.,I iid field, onr on gr.jf di*eu*<iwi and one <>m research techniques. t li*t the*e because the* are adequate to get you started *n what 1 guarantee will be a most fascinating and productive study on sour part. These refercnees will provide sufficient information to permit you to cover the topics well in my opinion, the high toil in lives, suffering and money due to trafir accidents must be offrt bv harder and more ot&ghtcncd work on the port of those who earn their was as prnte*vonai safeti penplr AZr/ereecM l FredleUng Learn I dc. Attitude Shift, uid Skitl Imerortneal from Tra/tV Safety film" bv imnt ft. Merrill snd Ki.'dntth H. UcAehan- Published by Publlr Health S*rtlre V. * Dcoartmcnt "t Kralth. Edurau-ti and Weitr ? Graphic communication and the ensta In Education" by Saw! E. M.Her Pub lished by (hr Department of AudioVtruai tnairurtiwn .Villon*! Education .lAMelaUoa. tant SleteewUi Street. N.W Washington. o, C 1 Group Discussion Technique* for Driver education ' by Kenneth T Sawers Pub lished by the Crater for Safety Educa tion. Stw Tor* Cnlrerslty. Dtrialon of <;ieneral education W'aabinfton Square PC Turk 3. Sew Tor*. 4 1 Pesar*b Tt-ehnleuy* in Human Enelneering" bj Alphonse Chspsm* Pub lished or h* John Hr.pfciBa Prere CUttiev'r- '* UaryUnd A NEW HORIZON IN DRIVER EDUCATION By EDWARD R. KLAMM Director, Accident Prevention. Allstate Insurance Co., Skokie. Ill As a member t the insurance industry we have, as a primary obtcctivc, to pro vide for our policyholders the bei and most insurance coverage at the lowest possibte price. The ability to offer this serv ice at u reasonable price is affected by the number and evenrv of accidents our policyImldcrs are involved in Allstate is firmly- convinced that (he rapid extension of ,n sound, adequate driver education program is imm of the best solutions presently known to materially Improve a worsening traffic situation, in the last ten years, the All state Foundation has contributed over H million dollars, enabling some 15.000 high school teachers to receive vital instruction in summer driver training courses. We helped pioneer the Trained Voung Driver Discount Plan which has aided m gaining parental support (or driver educa tion. Recently, ire sponsored grants for college professor course* in driver educa tion We energetically continue our keen desire to support die schools and colleges in expanding and improving their driver framing activities. In order to obtain more information pertaining to youth, we con ducted the study of youth, can, and grades that most of you are familiar with. We continue to receive enthusiastic comments i rm scfuml authi.ntie- ..-<4 |>arent< tor ihi* -imifirant imfT-.tnn* Currently. our ne tv.min is the pro duction of the All-tate fend Driver Trainer WV are tfom-nceii wr r.re making a simu lator that wilt enable the schools to sub stantially improve the effeaives of in struction and reach more students. At the National Conference on Driving Simulation fast year, it was unanimously agreed that the broad use of simulation offered a tre mendous opportune > to initiate a favorable tum in the history of traffic safety in our ci-'untrv. Simulalion i u*<d effectively in many fields. Some of the reasons why are. safety while learning, an improved quality of in struction. more economical and effective teaming through controlled situations and sequences. The meaning of simulation i* "to use a substitute for the real thing." It's a universally accepted procedure for (he air lines, the .Air Force, and the air craft manufactures to utilize simulators for pilot training. Captain John Rhodes of TWA summed up simulation benefit* tor the delegates of American Driver Education Association last June irt the following way, **...! am 104 'VtfrmJ iitui C,-Ur\b- I <- ,-ilivc `bat l*'r the operation <u any -I'crhanical contrivance better training and ater operation cm be obtained with a pornen of the training accomplished in an applicable simulator. ... As a company .'.csting the bill, and desiring the reahtv and -eputatmn n having the best trained per,,*mel amiable in the world, TWA i sold ,fr k* imutat>r poriion of our training Emulation on do for driver education itat it has done for aviatum. celestial 4`isration, *ubmarinc training and other field*. Tt ran give the instructor a chance in better utilize hi* time and coordinate the theoretical and practical aspects ot his pro gram. The coordination of clasroom and ivnd the wheel training which taxes place m the programmed sequences of simulator e-vunns allows the instructor to give added emphasis to attitudes and related behavior. Simulation allows expansion of the instruc tional scope to include training with realistic imounts ox conflict, emergency situation* uid exercises on how o use the eves prop eriv. The simulator offer* the teacher a natural bridge between the cla**roam and the dual control car. Simulation offers an unprece dented opportunity* for the teacher to work vi standardization ot procedures and check ing the student's learning progress by having him drive duplicate driving experience* chosen for the specific experiences thev offer the teaming driver. Such training can be iceemplished in complete safety to the traeher and the student, and realistic amount* of traffic conflict can be introduced early <n di sessions to help the student realize what his rote in traffic will be. The Allstate s> stem of simulation offers significant advances in three specific areas-- the simulator car, coding and the films. Our constant aim it "the nearest thing to the real thing.** Consequently, we are elated io join with the Link Division of General Precision, the makers of the Link Flight Trainers of World War It fame, and Evans Industrie*, of Beverly HiUs, California, in providing thir advanced technique in simuhtion. The .Allstate Simulator Car offers *he real feet and Instant feedback of pertnrinatiec information to he student The i eel of the steering wheel, brake, accelerator, and the speedometer have been .iretulh intcr-rciated to increase inc *fr' over from the simulator to the dual control vehicle. By keeping the student constantly aware of hu driving actions, he is able to identliv incorrect reactions and make p. propriate adjustments before bad habiti are formed. Instant identificatmo of errors does not replace the teacher's master re fording unit j the leather should have a record of each student's performance to help him evaluate their progress. The benefit of the instant feedback of error information to the student i* vncwhat like scolding a small child while hi* hand till in the cookie )ar; he knows at the precise moment he did wrong. The bility of the student to recognize hi* im proper reaction immcdi-itrty s;t\f* him a -fiance to practice hi* rorrened rc*pe throughout the balance of the film in which he made the error. This will be particu* laris helpful to tiie stow learner The Allstate Trainer Fiims >th the Cin emascope proce** of wide screen proportion* encourages practice in correct u*c ot eve* The ewtstant presence m (he rear-vic-v mir ror helps the student to develop the habit of including rear-view information in hit decisions. Natural color makes it possible to identify signs, signal*, and markings at a distance and thus student's repon*e c;m be check,J with increased significance. The greater realism of color also allow* for ra*ier recognition of other important traffic cues fn the production of our films. rJweeiive mil subjective sequences have been grouped *c;iarately to increase continuity md heighten the *tudent's ability to identify huwdi with the subjective driving sequences. Teaching points were added to the films in a man ner which make each film progressively more challenging. This progression allows u* to check and re-check the student's progrc-* TUi* format is consistent throughout the entire film series. \s the driver education movement pro ceeds, it becomes more apparent each >ear in eertain areas that we tviU need more teachers. In addition, it has become obvious that the teachers will need better training Ltitcl better tools in order to accomplish their task. We had more students in the !9ol-62 school year than in the prcviou* year; nevertheless, the percentage reached 105 ' u t * I v Cvi*rr` wa* imh- 4-} j>cr opnl oi tl<c eligible riudenl* { ntci we oibftantialh merease ihc numl-er oi students receiving driver education, the total percentage will shrink annually. Grade school enrollment indiotes that in 1*975 we will have two and one-third million more youngsters eligible annually for driver * licenses, Dmer education ha* other problems too: lack of academic status tn many areas and ilc relatively high cost of providing the course for instance. There is no cure-all. but <k feel that driving simulation can go a long way toward helping solve some of the problems. Tom A. Seals, Driver Education Consultant of the Florida Depart ment of Education, stressed the following points in hi* talk. "Growth Demands A Changing Driver Education Program" at the American Driver Education Conference WHw enrollment exceeds SO per ceat lannual number ot eligible undents enrolled in driver education! state <* niDiftrstor* tend to look for other methods of teaching the course--weth-xls which offer preatse oi Improving the oomity ot Instruction aad, at the some time, towering the per pupil root Teachers wno have used the special equipment report that the use ot simu lator* la a Quality supplement to the conreotlonal approach. Dr, John R> Rates oi the California De partment of Education, in an article cite* School experience with simulators seems to corroborate the research Had ing# In regard to teaching effectiveores. All ta alt. it appears that the tchooi* that have adopt** the Simula tor-car program approve of it There fore it wouid appear to be worth while for all high schools to investigate the Idoa of using simulators In (heir driver Minina program* I Mlier educators line al-o given iheir irong endorsement of llie use n( simulator*. Ml of us m driver education must have in open mind m new advances in science and technology. Driving simulation offers important long range benctil* lo traffic noi only m training, but also tn testing and research. A* in pilot training, simulator' can present unsafe hazardous driving ccn - diriont without risk, thereby offering nu merous opportunities for more effective train ing. Simulation is not a p>---, but wc are convinced it should be thoroughly in vestigated and comprehensively applied in promoting vital improvements in the driver education program. One of the weakness** of the newly licensed youthful driver i* hi' immaturity or lack of good judgment. The use of umulatoes, in which various un safe driving situations are portrayed, will atd materially in adequate!*- training youth as to driving situations they will be con fronted with. ,, In large school systems, the use of simu lators will nullify the need for more teach er* and mere dual control art to train the increasing number of students desiring such training. The savings resulting from this development alone would in time pay tor the installation, although I again vires* the improved quality of instruction is the funda mental factor. As tn all of our trairunc considerations, our aim is to promote a proper attitude upon the part of the user' ot die highway, whether it be youth, (heir parents, educators, or other drivers. We feel that in the Allstate Good Driver Trainer, a signilSeant step forward has been made in the held of driving simulation. The unprecedented opportunity for the student to practice using his eyes selectively, full color photography, etnemascopu: film pro portions, instant feedback to students oi information on their performance, improved design and servicing and the real feet oi the controls combine to provide the driver education teadier a tool to significantly in crease the effectiveness of his course and to materially increase the number of stu dents he can reach. SchotA anti Cotlrif .nrre,- ACCIDENTS AND PREVENTION IN SECONDARY SCHOOL PHYSICAL EDUCATION By STANLEY F. PECHAR Assistant Professor of Education. School of Education. New York University, New York, N. Y. M purt*-e - to prewt ii<e rewilM of ffi i! ihrev -ar uudy m vrnndary phj*iv:l rdiH-.iuon .vci-tcni* itt \ew Si-rk Slate- It iclt dial hi* <!au pro- ..'ted by llii- itudv w'tuld be helptuJ io r~+ intere*i*d m improving their accident- (retention effort- in the physical etlucanon -oi athletic program. Before i present tlie - j-I> fcult*, it might Im appropriate to fi-iew brteriv ihc lacti-rt lliat point up t! i.ni ror vigorcu* *atclv precaution* ui -i-vumdary wivuei fhviical education and d.letw programs. I Tlierc u the factor of peak enroll ment* in secondary schools throughout the With the increased student popuia- Mfl there i* greater parttcipaticm m the .xriuu* sport and athletic activities. This in turn increase* the exposure to certain risks and harani* and require* greater efforts i'-jui ever before to keep the number of odilenu to a miaaBmmL * Adverse publicity is associated with accidents in athletic activities, particularly lio* that result m senous injuries or that "cur at a frequent rate. In light of this, ><ere is aa increasing trend by well- intentioned parcau, school officials and liters, to rrcarosurei the curtailment or n atnedamnent of certain physiol educa* vm acncima am the beriit of the number -1 -memmw of academal injuries. i There are legal snplications associated ith phywoi education accidents. For exAmpia; court deritieos rendered in accident serve as precedents for future case*. Often these tcod to impose restrictions m he conduct of certain activities, particu larly these that arc inherently hazardous. It is also well known that as the frequency "i accidents increases, the premiums for in`urence coverage also increase. Finally, siz able awards have been rendered in legal uii* involving athletic and physical edoca>>on accidents. This has had the effect of nuking tewclier* suil-ronsciotts, which in turn, ha* resulted in a curtailed program f artivttv to reduce the le-iener'* nk fit leme involved ut a Lw -on There .*re but three reax-n* t-mphai<mg the need mr treng action in reducing aeeideni* m recoodarv whooi phvicuj education pngram* The i.i.t winch I im about to (resent duiuld } lipfpiul to th--*e win* are mtrre*ted m effertmg uwh -v reiiuctusi. The purpo-e of th* -tudv tu> in *u(>pl> iiiir,rmation on th* rvuure, iceijueno anil CTHiintaiting personal and adnuniuralive factor* to pli\ neat edneauon .vmdents, jwell as to establish (iftnciple* mr -afr iwrticipatton in plivdcai educatun pro*ram*. The studs was limited to phvucai education xerHient* among bovs in do junior .rod -etiior high vcliools in N'ew York ^'taic. Occidents which occurred in the regular riass, intramural and interscholastic pro gram* were included. The data was collected over a period ot ten month* through the use <>t two survey instrumeits; an accident rejwvrt and a monthly exposure report. \ total of 1,406 accidents were retorted over die ten month period. Tlie greatest number of accidents occurred during (he months of October and September; tlw*e nvo months accounted for approximately, 4f> (Mr rent of the total number. Tlie hue aftertwx.wi period, including the fir.ur* irom three pm, until six p.m., wju the time wlicn mo*i accidents occurred. During this period, there were 736 accidents, or approximately 32 |>er cent, of tlie total reported m the study. Tlie eleventh grade had the greatest num* tier of accidents for any single grade with $JJ recorded, while tenth and twelfth grade* followed next with a total of 352 and dig respectively. About OO per cent of die acci dent* occurred on the athletic field, while J2 per cent were recorded in the gym nasium. Football, which accounted tor approximately two-fifths of the total acci dents reported in the tindv, i* largely re sponsible inr the high frequency on the nthlettc field a* compared t the g>mnuMitm, J9&2 AdJiciwJ Saf/Iv Congrtit Accident* occurred mow frequeiiti) during practice to' iuier-<rti<v)| mmpettrion The 1**1 largest number were reported during inter-school competition. These tuo program areas accounted for approximately twothirds of the total number reported. 'Hie greatest number of accidents occurred to pupils while they were participating in eleven-man iootball, with basketball account* tng for the second largest number. Football reported 38.3 per cent of the accident* and basketball tSQ per cent. Wrestling followed its third place (77 per cent), soccer was fourth (6 per cent) and track and field was fifth (5.6 per cent). With regard to the frequency of accidents per 1,000 pupil exposures. eie\en>man foot ball ranked second and basketball ranked seventh. Six-man tMithall was ranked first. Ice hockey ranked third; lacrosse, fourth, and wrestling was fifth. With regard to the total days lost from activity as a result of injury, eleven-man football accounted for 50 per cent of the total days lost for all activities. Basketball was second with 113 per cent, apparatus was third with 8.8 per cent, soccer was fourth with 73 per cent and wrestling was fifth with 45 per cent. When the days lost were computed per 1,000 pupil exposures in order to indicate seventy, the following order was attained i 1. Six-man football. 2. Eleven-man football. 3. Ice hockey. 4 karrosMt- 5, Soccer. Sprain* were the most frequent type of injury reported, emapnsng two per rent of the totaL Fractures were next with \7 per cent and wotmdt were third with 113 per cent The part of the body most fre quently injured was the kg and foot (38 per cent), followed by the arm and hand (24 per cent), and the head (17 per cent). in addition to the data above, contributory factors to physical education accidents were also reported. These factors were separated into two mam categories, namely personal and administrative. The personal factors in cluded physical and mortal-emotional; the administrative factors included equipment, facility, program and leadership. The per oral factors rntnimmg (o accidents in jdivsical ciiuratHtfi accounted tor atmut 62 per cent of the total tmri!<ui**rv- ijn-n.-r* exported while ihe .-idtriiniMrsitive t*cfnr* v-TOunted for 38 per cent of the total. Of the six groups ot contributing factor* reported, the mental-emotional appeared to he the most important single group with regard to contributing most frequently to the reported accident*. \ brief sunwnan -I the six groups of contributing factorinclude the following important facts. "Poor 'kill" was the most important contributing physical factor to accidents, followed by "fatigue" and "being in poor condition." The mast frequent contributing mental-emotional (actor was reported as "disregarding in-imction.'* Taking an "unneceaiafy chance'' r.inked second and "acting impulsively *,, ranked third. '`Inadequate or faulty protective equip ment" was the equipment factor most fre quently reported as having contributed to accidents. Next was "inadequate nr faulty personal equipment followed by "inadequate nr faulty activity eqiaprmsrt.'' With regard to the facility factors re ported as Havinr contributed to the reported scadttts, the t. Jawing, listed in order ot frequence, were the most important. They ire: "Poor surface in playing area," '`limited size of playing area" and "obstructions in ptavfag space," These three facility factors .tercamted for approximately 92 per cent oi the total facility factors reported in the The loaderslup factor most frequently re torted as having contributed to the reported M'odose> i* "inadequate amount oi mJrssrtwx*,' "Poor officiating" ranked second and "an madrqisite amount of supervision" razdeed third. The sixth aad final group oi contritetang factors to accidents were tlie program factors. "Too many panicqsmt* ia Use activity** ranked first, as the program factor most frequently reported. *T*he level of performance demanded by the activity" was the factor which ranked second and "ratio of participant* to teacher** ranked third. In addition to determining the nature, frequency and contributing personal and administrative factors to physical education accidents, a digest of which was just pre sented to you, the final aad probably most important part of the study ws* the develop ment of a ej of safety principle*. It was IU8 .'iVfioof <iwi ('e/frpe Conference tiujx-d that tlic*c principle* could `ene as guides to teachers, coadies and adminis tratori. arid through their use result in increased safety in pin steal education and athletic programs. A total of 44 principles tor the safe conduct of physical education programs were proposed. Thirteen of these were concerned with program, six with MCtlittes, six with equipment, nine with the isirtiri|i,iitt ,tnt! * with leadership. 5ncc pave not nnit ms mentioning tunher details about these principles, it is iiiggrsted that those interested in obtaining copies ot these principles communicate with me. Within a few months it t* anticipated that a digest at the results ot the studs, including * hst of the proposed principles, will be avatlablc through the Division of Physical Education, New York State De- i-iftmcnt at Education, \lhanv, New ^ork. ACCIDENTS AND INJURIES IN COLLEGE PHYSICAL EDUCATION PROGRAMS FOR MEN By A E, FLORIO Professor, Safety Education, University of Illinois, Urbane, (11. The purpose m this stud> was to deter mine the nature and extent ot acoidmts ami injuries in the Iqsic instruction phi-ienl education programs lor men on the college and umveriity level, The Maris turievnl the accidents which occurred during die -chool years, 1055-1960. The `tinev in cluded data mvuhing the t requeues ut the jarts ot the hndy tniured, tspes of injuries .ind locations * the accident*, it at-o in cluded the numlwr of injuries m sjocific .ictii-itie* and the frrquencj rate per 100,000 man-hours exposure in each acmitv A sub jective estimate was included regarding tire type of injur)- and pan of the hndv injured nwwt often in each activity. Finally, tlte reason* given by those colleges and univer-tries that were unable to furnish usable in tarnation .were classified and recorded. The study wii conducted by the sune* method. Data sheets were sent lo 296 colleges and universities m the United State*. The colleges and unueroties chosen were those wih representation at the bird Annual Meeting of ihe College Phvsicai Education Association, held December 38-30, 1959 at Cincinnati, Ohio. Of the 294 chools. 166 replied to the inquiry, of which 35 sent usable in formation. The other 131 school* replied to the inquiry lwit were tm-ibh* u> -ujqily uothle -iatit, Tlie re-ults follow . 1. The greatest percentage of the 131 unusable return* were Attributed to the school* hating n .wvidcnt reporting si stem Tit*. Siti,i(,r. Midi the hiyhett accident mquency rate-, h**d on 100.000 man-hours r\po*ure. were touch football, ice skating <>d per-onai defense, uv that order In general team -ports and contact activities h id a higher acrident t requeues1 rale than >td'Wiju:ii game- :ind non-contact .temitiev > The extrenietics were the parts of the Ixvlv injured in most tnstanee*. Head in tunes alo liad a high rate. 4. The mot irequenl tj<s of injuncwere prain< and wound - Fhe injury estimated to have occurred Aith greatest regularity wn* the sprained ,,nklc, particularly in basketball activities. Other prevalent injuries were back sprains *nd head wound*. 6. The two main locations for all activi ties in physical education are the athletic held and the gymnasium. Of these two areas fio*t accidents (59.4 per cent) occurred in lie gymnasium. Recommendations are: E Further studies regarding accident re mitting system* are necessary. A uniform n-cirleut report form should he developed fur use m college and universities. T1ii form should he concise nnd easily tram cnbab!e into cumulative records The eci- 109 <tfH rej*,rl form !< tn ihr fulutr a check list m order u> '.undardijf (fie tcrnwncieg) and to Hrthtate cas* comple- Mon of the form, ... Accident reports must he accurate!' kept and analysed periodically to determine courses of actio** m ecndcmt iironniMi The primary purpose of amdent recur-'' in physiol education, or any other are .ji'eu, i ik-'c jHitcniial taunt* -m<l mmi mite them at much as possible. .1 Further research should be undertaken in the area of the nature of injuries in physiol education activities m colleges and universities. Studies should be made eonventing the reasons for the high rale of -prams ami injuries involving the exirenti- tics and how <o reduce these accident Br JOSEPH G. DZENOWAGIS Coordinator, Health Education, Michigan State University, East Lansing. Mich. It i ruomma knnwtcduc iltai -ttidctit ni< riiltmcmt m coltatr* *nd uiuvcf-Mie- *re increasing at a vers raped rate, .md *tudrnt jiartKipaUcxt m pdlege jtbv.iral rdtieM*-n rfaSMW for men i fearhmg a new Hu! The provision oi more artmitrs and tn-rc facilities i* one of the major respomiUlttie* liat physical education xsmuustratorv must continue to face, si addition to providing ea4oK* with (ftnum protection ogam*! the accident hazards to which they wilt be exposed. We know from the stafisocs availabk en physical edneattCR activities at the caitegwe level that many students who pun Popaii n trofaurttai'y t* required pcoCirae wifi be lavoleed in aeadavts. Uo< of these accidents will be minor; howTver, sane wifi remit in temporary or permanent dialafitm. A very few wilt be fatal. Became the threat oi injury ts ever |irmmi an phy*cai education activities, it i* Ingtd* drsirahfe ttiat these program* be avderd fur putastkd hazards. There is no {we*esuB iba< there wiS be inmased ex* >wem w sheie as'cwkt hazards W^aime of -rthrr Ue*r wstf be fewer wefi-gmlified <ntrwrwar* #**fe&4s banh&iev are likely tv. ta iwceerowded and Hugh tjualttv iaJCTvim** 4r*M*afH immrd *Lmdmit mnfcaunttimriiit w c<M*& physical r-tw^txn pmaraaia fw w*m i> extremely iamted Aft the teareh; of arubber statistics wilt attest, the eutiyeo of njBk. m pbyfecal education aeriviriei te not particularly popu lar. This is the case, despite the fact that accidents in this am are desiral4e, un necessary- and. ,or de most part, pm fin able Although one may assume that it is a definite responsibility of physical education *i|miniir*t<if* and teacher* to ctmcrni Minn- with the mural, trjral. and prote>*i*Mi rc-poriMbtlmes oi accident prevention, n i* hmeuit tn find many universities nr ordbuc'- with good accident rciwrung system*. ' amntte in the safety field reabre* *-ne < i the most effective devices in plotting !* eliminate accidents is an accident reporting ~v*tm. Accident reporting serves to estab lish accident facts which provide the im petus for corrective action, thereby helping to insure against the repetition of accidentsHowever, there is no justification for the mass collection of farts wiles* the informa tion obtained from the accident reports i* at-rural*, complete, and pertinent to the objectives of planning. constructing. and evaluating a more effective accident pre vention program tit physical education activi ties, and unless the information i *o used Maav colleges and unrtrrtttie* have <ity rercntlv started lo gather usable data on amdotti occurring in physical educative! activities aad very few school* have marie -enous attempt* to 4s saydung with thidata. In my opinion the *-*TOt> of bserature oa this topic wsnM socot to mficatc t.Kiv is so Comprehensive accsdemt repunim: -vhcttw are needed in all physiol edswatwai programs. Any acoidcaa tn pfeywad ednesikat artivitiet kading to a mafue of wmv^r injury should be reported, tsgui'tiiisif data are often lost boons* an mtrwnur a cither too buy to report anor aemdems or not wilbng to, for far of criricii* from hi* supervisor for the wondme of jiutidniiftt n His activity. Furthermore, minor mjnrinn whieh do not necessarily require first aid may far Mrofvcd in (lie *aroe types of actsoa which laid In major accideits. Foe example, an smsuailv Urge number of collisions oocsr in a certain no 'i ft.'r.f jm/ (`..///df t 'rmff'rm r >mty and altliuugh nu one is Hurt, the -Kijje t* wt for an accident of major proi*.rt<om unlas tiw activity is retaugiit. reorgsnued, or v*tlierwtt< re-examined to fltmmate its accident severity potential. The form to use for accident reporting i- the lorm which bests tuns the needs o! ,i uarticubr school or department. Standard ufflis* mav b limiting, but whether a -artdard form is selected or u especially j>reiwrcd for the physical education departmen!, tt should be done by the people muuutely involved in the accident reporting -wtem: the director of physical cducalion. the roHegc health service dirertor, physical cltKation tmciiers, ami llie rrprcyoiiativr mm (he college vafety dejurtmem, .liuug iMth perhaps the school's legal advixr in the final n|vsis of an arritkitt, the ultat, wiicn. where, ami liow Ii-hc little manning without the whv The value of an accident report is limited unle* the !a.st jetion ii included in the report, it is not enough to indicate that an injury occurred in a badminton class and that the plaver hit himself with his own racket. The full account is only given when the m*e or causes that triggered the last action have been determined. It ts true that this i* diffi cult to ascertain, but attempts should he made to do so It ts upon the evaluation of the fartta! inturmahon derived from accident report* that die findings are established and ronrlu*i<*t.ire based. This action m turn should lead ?u clue careful pfenning of a physical edticatkei progrant which will work toward elnfltrating safety drfirwtneam. The need may he I'Ecarly defined for better eqtaprnent. rule chaags a i.trTiiin activities, oiproved teachmg icdfeagan. ur different ngitn urart proitixhuiex TW iwviTi m uBpemement* that >iu) rrseh from the analysts of accident !>rufaiem* i* a dtverve aft the vanery of accident* that can occur IhibScatioit and dsMemmatioa of mformatue* are needed. Srhntd that do a rcasoeahly good job of an accident reporting sralyiis *hould make available to other colleges and ecuversitics the mformanon that they Have gathered, so that these 'Stuferi Farms. uU there as he Mir mmt ittusdxrd gir* (be inimuiw rMewtial isfncwftftUow en which is accident prevention program can be baaed. Other Information cA* he Fathered Out the standard term should he Ihe beats o( the form vin*.il> ittay lr *(iniu!atrti to >( a better job ii> their own reporting and su.ih-it. hut also to improve the safetv record of tlte students participating m phyqcai education activities ill over the l_ni!r1 states Some schools nay not desire to publiciae liieir accident records However, this might !>c comjienMted for n> seicing up -orrte kind of a yran u hereby ccriatn colleges anti wniver* vines etekinge on .m inmrmal basis their annual reports concerning tlte safety prob lems witlitn thrtr ilepanment*. Cooperation with the yanonat hai'etv Cntinnl m tlieir .ifCMlertt rejvonms program would be highly -te- rahlc. ' Preventive mea-urc* iliat uuv I* taken tu rollrge |iliv<intl educulim jirogram* 4mnld he stressed Tliefe are many grneral and specific preventnc measures tliat can he taken which relate to the environment, die agents that are used m physical e*lucMon and the factors surrounding the individual who participates in the ph'Mcal nlucation program. Instructor* tn pfavstrai education ictivttic* *houid knew the accident farts pertinent to each activity that they teach or supervise. These are; (a) the injury froquenev rate. <b) the injury `eventv rate, (el the parts of th body mow frequently njured, (d) the tvpes of injury most hkefy *o occur, (e) the probable came* oi tmury, 71c mnnseton and super*i*nr* *H<Add then be prejmred to employ 4j*t*rvpnate amdem pmenUon and fiiH aid mraMire* fur <h accident* that are likely tn ocewr in the acmny they teach. I'nttl we dnetop a more suable Uxty i>[ M^lid mfonnaixn eeneeming accident facts about specific, phyvacal education activ itie*. we ceramly can employ general pre ventive rrasurr* in the am of instruction. `Upenrisioa and offioatang: provide good xquipcnstt and fanlrties. first aid and emervency care, and medkai superviston for die entire program. The use of accident tmnr- mauon from a somscufer department, ur irom other departments in other universitieand college, can be used as a portal bwji.* for faculty duemoan, to enhance tn-umce education pragmas, and to taemse tlte safety cnenniTiinirfi of some of the more ncgiectfoi metnicton on a physical educa tion staff. This fa* turn could lead to more effective safety measures being employed in physical education activities (hat have a high injury rate. III SAFETY IN WOMEN'S PHYSICAL EDUCATION AND SPOtTS- PftOGftAMS IN COLLEGE r kaom: l LEYHE Chjun&Ao. UcjtAftfficm of PbyttaL Education for Women, Indiana University, Bloommgtaa, Ind. Si<<uW i`k .ai"4i, ! a 'IrjMrmmnt * jibvMcaJ rdu>*t*"n ><* *>*nni ui a Urge uni versity be cvneertwd uh a student a ho get* a bump cm tlx hod a -kitmed shin. or a irartured uc ; Ikxs *he liave specific rrspotisihthtv .* 11avlie tn4. Iii general rejun>iUiity. Yes* A < haiman mut hr eremnuously awcemed with ihe satety and enjoyment of the individuals who jorticipaie m the vsmcc dosses, tn tlx intramural and in the extramural vports' programs. It has bets pointed out over and over that y are in an accident prone profession. Participation oi sports will always contain an element of danger. In fact, this very element of danger may provide some of the challenge which prompts the participation of an individual. A participant may actually be motivated by tome of the inherent hazards in sports such as physical exertion, physical contact and continuous quick decisions. In many eases such hazards are unavoidable if the game is to be interesting. However, at what point docs challenge cease and safety hazard take over!* Ton often we dasooisit accidents as happenstance. Under the circumstances we are inclined to let inertia set ui The do-nothmg policy becomes as dangerous as the hazard itself when we face the fact ihat one-third ot all school acodtou occur in the physical edu cation and sponf programs. Physical educa tion has every reason to be concerned with safety policies and proeedwaa. Information about unsafe acts and unsafe conditions are essential if we are to establish the needed policies and safe practices. In a (wo year study conducted in my depart ment from .func 19(0 to June 1962, certain facts about acadcnts and their causes stood out Incidentally, the results bear a striking resemblance to other published accident re ports. When consideration is given to the jrt of the budy most often affected, we find among women xiudeits that ihe leg or func is the most frequently injured area, bend and neck injuries are second and arm and * and mtunrv ihinl \* a *idr observ*,t r.rmbined total fur men and wmen, in-ad ami tievk iinunes were most 1 requent. X* io the *>{ ui injuries the etettutiou < brue was recorded most often, followed lu wounds and sprains Bone miurics hapjwned ui a enaller but significant number uf cases. The inadence ot accidents accord ing to causative agents reveal that women" were hurt most cl ten by sinking against something: second, by being struck by an bject such as a ball or racquet; third, by falls an a level surface; and iourth. by falls from one level to another. When direct and proximate causes, such as unsafe mechanical or physical conditions plus unsafe methods of performances by participants, are studied the data revealed that an unsafe method of performance Kteatly overshadowed all oilier causes of injuries While the fore-going fact may be -icrvpted and we may place the blame on the nature of die game, the lack of skill, [he poor habits, the undesirable attitudes, and ihe carelessness of students, we must stilt recognize the frequency of accidents that I'.m be laid in unsafe equipment, facilities .mil unstincrvised play periods. \ check on accidents by curricular area* -ic.wed that women I i most of their acci dents in the required service program. The intramural program accounted for the second Greatest frequency of mishaps while the supervised open play periods accounted for a very tow percentage of accidents. As in other studies, the gymnasia are still the loca tion of the greatest numixr of injuries while the swimming pool accounted for a lesser hut still significant number of mishaps. Sep tember, October and November accounted for a high percentage of the year's accidents with a peak period at the end of October. Hiii may be accounted for by tlx fact that it* activities of speedball, heekev, ami basketball are the emphasized sports during tiiat period. 112 Jihotrf W C'o/iVpr Canirrence In die pee-ws&wtiLM . i 'utr v.Xfg-^g a- rTTuoua a bniflar* zqqjwr ,'ne **>y ^stdeas referring is a wt w u ir? peveedoer to to allowed by all ebOrges wad bjw tpectaeaily t.v- every d^arwaonc <ji jAvmoJ ednraooa Not coiy do xodezn report* give ol'ornation about unsafe acts a*d tout* randiooos but they verve a gsade linn for the pro -notion oi a safety education prugram, A department mmt have a workable policy which (I) makes provisions fur first aid, i-) provides tor die transfer of a student -u the health ceitcr and/or doctor, and (J) incorporate* follow-up procedures before re entry into activities. The policy would provide for ihe use of .us accident or illness report blank, which w;uld record tint basic (acts and disposition st ihe ease. We may be inclined to feel that such reports stand as a written criticism <' the conduct ot our department; quite die opposite may be true, since any well run department will have a well planned report system. Information on unsafe con'lit*an* and unsafe acts is essential if we .ire to cut down on accident frequency. From this report base, safe practices can V encouraged, developed and evaluated. It i imt*jrtant that such report forms be filed m die department itself, at the health center, with the legal or insurance division of the college, and last but not least wiih a central inordinate?. This coordinator is often the safety instructor oi the department oi health and safety. Promptness in reporting allows lor gathering the names oi witnesses and -wring the mishap in relation to the specific iime and environment. The question will arise How severe must ,ut accident be before a report is required * The following criteria should be adhered to: I, Any injury to tlx head or neck must l>e reported, regardless oi how slight it -eems to be. The student is always sent to the health center for a checkup. I. Any contusion is given first aid treat ment. The injured person is followed up to see u _ visit to the health center is indicated 3 Any person receiving a sprain, strain, dislocation or fracture is taken is soon as possible to the health center. He vjaaiker cannot stress too emphati cally the importance of prompt, accurate re(ifting. Iiz<t <<ne legal action i* enough ' n-ke written return ot accidents a pbo**a tor am admim-tnuor < t equal or even greater importance i ihe mpUMi* *ha mould be placed upon the prevention of inHines. V eaderu prevenoon should be the watchword of an> well administered dejuirtment i'rcvcnuon is a complex milter hlitch c.illv for ihe interplay of many lacnur#. \\`t might cla--ifv the-e factors m terms oi controls.' k control wi^uld lx defined as that which serves u a meant of regulating, checking, or restraining some vction. facility or equipment. For the take of further classification, we might divide these controls into four basic categories: (1) Leadership controls til (eirtictpam controls (i) program controls ,<nd (41 tacilities controls. Ideally, leader -hip controls call for a campus wide accident orevrttiion plan. Ihii 'pecihraih wiiinn 4 department, the chairman should be exleeted to take Uve initiative because m her j*ersonal responsibility lor the i.rganizniiun ,md administration 01 the policies and pro cedures of the department \\ hat are scene i*f the ways in which the perform* her 10b i relation 10 accident policies * 1 Hie development and 1mplementau1.11 >f a written, accepted accident jdicv i<.r !icr department. i. Orientation m new start in relation io policies and procedures in accident preven tion, procedure* m case of accident and acetdem reporting. i. Evaluation and revision of safety poli ties m cooperation with her start member*. 4 Appointmvnt of a chairman of each poris aetivily, whose job involves a constant vneck on taniities and equipment used fur lliat particular activity and requests for needed repairs and replacement oi faulty equipment 5 Orientation of the matrons in the locker rooms as to their rale in accident prevention and procedures m cute ot acci dent b. Maintenance of a first aid room which is property equipped. 7, Analysis and evaluation 01 data on frequency and kinds oi accidents reported. 8, Education of student*--specially ma jor students--m the use of safe teaching methods, as for example, proper vfK-it.n* m apparatus work. 11.1 Requirement ol medical checkup lor participation in |ir>rf, and Mlier strenuous wtintie*. The forv*r>K white nut an exliatisiive lift point up the positive leadership which can and should be expected oi any adminis trator. Logxall>, it the leader takes positive action that action mu>t have an impact upon the follower or the participant The par ticipant controls m `port* become a primary concern because all the policies and proce dure! which have been developed are directed at the participant. These policies lall short of their mark if the participant fads to see her relationship to them. Her cooperation is cssenuai to the success of a departmental safety |*oftun. It is all well and food to know die safe anion but quite another thing to practice tiie action u a matter oi habit. As a think ing, reasoning person she should believe tint a policy is developed lor her best interc*ts; thus, her positive menu! attitude comes in to play as an important safety (actor. On the negative side, any study of statistics reveals that human failure is our greatest inure* of accidents. The cooperation of the participant must be enlisted if any program of safety education is to succeed. In dealing wuh program controls, the ad ministrator is faced with the planning of .1 well balanced program which meets the aims and objectives of her department. Site must deal with such items as the scheduling of activities--arrlwry, Iwkey, speedball. and swimming--which will permit the students ! lake part and yet have the danger of amdents reduced to a minimum. Some safety precautions are: (I) the required use of `.hinifunnl* for iw*kev ami speedhall players, i2) the installation of roughened surfaces mi jlejn and rump* of swimming and mom areas. (4) the classification Hi students by levels of ability in order to insure control of the class by the instructor, and (3) proper supervision, not only ot classes but also interest dubs, intramural*, exinmurais, and open play periods. Our fourth control, namely control of facilities is inherent in all three of the other controls mentioned. The leader exerts leader -hip in the facility; the participant partici pates m the facility; and the program make* use ot the facility. Facilities controls must take into ccnasdcTatiut such items as: (1) use of space by one or several groups at the same tame. (2) structural problems of wails located too ckr-e to the ends of a` basketball court. (J) suriace conditions nidi a* a hrveiv, highly polished door which causes blisters si modern dance and spill* in basketball mtrasnirais, (4) weather and seasonal conditions which alter us* of out door facilities and make the crowding of indoor facilities a necessity, and <5) the endless job of maintenance of facilities and equipment at a high levd of efficiency. In this latter case, the custodians and matrons can prove to be your best friends. The administrator eaanot function in a vacuum. Her responsibility for polio** and her need to exercise controls in relation to leadership, participants, program, facilities and equipment makes safety education and accident prevention in physical education And sports a challenging facet of her total job. However, as the saying goes, "an nonce of prevention is worth a pound of litre.'* Give me xhinguards for my horkev players any time, as opposed lo an tee pack on a badly bruised iliin bone! 114 i;V-f .ina C'-ttrie ( M*rrr*r PHYSICAL ASPECTS OF MATURATION AND THEIR IMPLICATIONS FOR SAFETY EDUCATION By DR. BRUCE M. EVERIST Chairman, Committee on Accident Prevention American Academy oi Pediatrics, Kushton. La. I, recent tclrvi-i<-n program presented ami .ii^euwd picture* (Minted hv *ix vear old liitilrru l ini' i hibl (amteil , Uinl-rapc wult l-r-mtuul terrain and clear blue tkv. There i*a*, however, a great hiatus between the two The art instructor i.ked the child to i4i out of the window and pointed out that the <L-v reached the ground. The child *aid `<e nut f have been over there, and it jr*-nt" If we are to teach safety to dtif- Iren, we mut know, not only how well they re hot how ihev interpret what they see, Tim child ob*iou*Iv interpreted the mil fealiMintlly hut did not understand how' distance affected the scene. H babv judge* distance foortv and will reach for the moon as he would for hi* kill \ rfiitd of mx u still a poor judge of distance. The eyeball does not gain us full wnctht before wr*en vear* years oi age. or n< mil levelojtnent until several tears alter that Hefore full orowih ts attained, the 'liild** t\ e* tire quickly when close work is demanded. Ft.r this reason his books should he in larce pnnt; so should his safety in structions Sine* the child's vision is often imperfect it (he time he starts school, his fin are more vulnerable to injury than those oi the older child and adult. If the child wears corrective lenses, they should f made of tempered glass. Where shopwork i* part ot the school curriculum, safety '.:ta**s should be mandatory. lust as a child's eyes are underdeveloped at school entrance, so is hts visual judgment. He must learn a safe height from which to tump. He mui team to evaluate li*tanec a* it relates to moving vehicles. He must learn that objects appear smaller on foggy day* or when blurred by rain or snow. Only experience ran teach him to judge weights by qualities other than sue. Children of *ix and *ven years still have difficulty with form and shape. Piaget of Switzerland has made un .ntcreating observation, which I dunk is unportant in the teaching of safety. Hts observations are entitled "Point of View.1* One >! In* experiments w.i* -imple and direct Hr Itad children of various ages <Wr\e an exact replica of a Swt* village, imiiiiling a portion of the \lps. This rephen va* placed on a table, and the children were mined to walk around and observe >he entire panoramic new- on all `ides of (he tabic They were then seated on one Mdc with the table at eve in cl Half ihe replica was obscured by the mountainous range. They were asked 'what could *mi ec if you were on the other *id**" l mil the age of right icart, on the average, iht ihildrm would uv "exactly wnat 1 *ee from where I am sitting.' \fter age eight they were able to give some description of what migflt be seer from the other stde ot the mountain. It is not surprising then, that wlien ,t -ex or seven year old child climbing a high I idder it asked, "how arc mwi troing tr get lown?," In* .mwer i* almost invariably the same way 1 got up here " He has no cuncept of the differences in the two trip-*. This inadequate point of view can have onsiderable significance when wc attempt to teach safety to this age group. When wc understand how a child sec* we ran help him (earn where to look, what to look tuf and how- to interpret what he ice* Thirty years ago; Will Rogers wanted u* flat wc were developing into a generation ot thumbs Mans* months ago. the President's expert on youth fitness. Charles B. Wilkin son, `aid, `The majorits of our youngster* .re mst not as physically capable as the .(veiage youngster in foreign countries.'' Mr. Wilkinson believes this is partially due to differences in instruction in the schools. Both these men may be right, but if we arc t> change things, we must first understand the capabilities of the school age child- 't discussion of motor development might tiegin with the framework to which muscles re attached. The six year old's bones con* *nm a greater portion of wliter and a suit prorem-like material and considerably less mineral substance than an adult's. They are. 115 J"V ( I fl-ircf iberciore, mure pliable, mure elastic. ,n.l tmefure t less likelv, On me other hand here is greater opportunity for deformity *ith unusual tension and pressure. Thus, w,e can assume that somersaults are safer than weight lifting, and running is better exercise than isometric contractions. Aj the min eralisation of hones progresses, fracture be comes more likely and the twelve year old who plays football without proper protection is definitely courting disaster. The muscles of a child contain more water and less solids and proteins than do the adults. They are more delicate, less firmly Attached and under relatively poor voluntary control. They tend to are easily although they recover quickly. For this r*aon pro longed periods of maximal effort invite strain or injury. Easy fatigability is also enhanced by a slight growth lag of the involuntary heart muscle. This lag behind general growth And development often persists through pu berty and into adolescence, it is not a seri ous matter and the role it plays is not great. Init it should be kept in mind when fatigue is noted. Related to muscles wd bone, is motor control. This control develops in four way*, cephaJocaudally, proximodistally, general to specific action pattern, and muscle chaining The child4* muscle coordination is better in hi* antis than in hi* legs, better with large muscles than with smalt ones. Musrle chain ing allows (lie child lo develop skill with practice and repetition of a set of muscle movements. The young school child ran run, jump and squirm about with greater ease and skill than he can pla* a compli cated game, such as tennis. Many new skills are learned with the least rJiance of strain when they are encountered in their familiar context. For example, a uame of baseball is less arduous and, there fore, safer than practicing hatting, pitching or sliding. Early in the elementary scitool sears there i* very little difference between the <<xes relative to motor control, and m some areas girls seem to be superior to boys. Usually by the age of nine, boys are su perior to girls in nearly all areas of motor coordination. Muscle development and motor control arc nut *ignific*nt!y related to in tellectual drveiopnv-ni. To cover the developmental aspects of hearing in all its ramification* ti tar beyond the scope of tins paper; but tu discus* hear ing at all, it is necessary to mention the signification and si-mboliuuon that is lan guage, for it must develop ccaKocutamly with hearing, formally a child bean at birth, and by six months is able to daslusffxush and to reproduce words. At two years the average child will have a vocabulary of 500 words. From then until school age. words are added in great numbers if all the processes of language communication ire intact--that is, if the child's peripheral hearing apparatus is normal, if he perceives and symbolically understands what he hears, .snd if the motor speech apparatus is also normal. This process also presumes emo tional and psychic integrity. I recently learned of some work that hag been done by Sgt W A johnston of the Aberdeen, Scotland Police Department, 5si Johnston was, and is. concerned about high way accidents involving the deaf; he began to do something about il He noted first that, for the deaf, building a vocabulary is long and laborious. The definitions of the words they feam are usually restricted to their commonest meanings, and he found that the usual instructions in the safety code of Scotland used words that made no sense to the deaf. He cites the example of "jam.** The deaf had learned that jam ceenes in a jar, is nmally red, sticky mad sweet. They were wholly contused when they read the words "traffic jam** in the safety code Sgt. John ston set about revising the code; using sim ple. direct and unambiguous terms. 1 think we might take a simple lesson from this for all our safety codes, I doubt if w will ever improve on the acumen exhibited by a man named Upton b the late 1900's when he suggested a change from "Look for the locomotive" to "Stop, look and listen.*4 Probably no area of human behavior has been less saenti&caliy studied than the gym* Ivdmtien of language, hut it is obvious that the elementary school child has not mastered all the nuances of the symbols ere use in communication, ft behooves us then to take stock of the terms we use in safety edu cation, and to circumvent the vague, the ambiguous, the words with multiple mean ings, and perhaps the overworked words, such as "fcc careful.** I am sure these words would be classified by children in somewhat the same way we would classify the over- 116 >, // */ l Jf> i*( iti,l i-'liV ->! m<t almost mewmngtets term* "iib. af and "conservative.'* i hit -atciv education language might ai-n vrnnuder the use of ominous predictions ,,nd frightful consequences. In terms of ^.vctne development, the six year old child i- s-rared, His mixed feeluigs of lore and ate toward hit parents and siblings, hit If.ire tr, continue the protected dependence >1 tobybcod ,md follow lus urges toward mtepcndence have reached a pitch which moot be kmg endured and from which irn remission it welcomed. Though it may not alwavs be obvious, he considers school respite from the accrued problems of die name, and he embraces the change. Despite the disruption of hi* previous life, he con -liters school a less tumultuous environment Ion the one m which he has been living. Tin-* moke* n mi(irtant tha* our safety c-lucatHXt due* nrrt make *eho an anxiety {ifmlucuig environment. Il should be pot-iMe to teach afety without producing un due anxiety. When accident* loom, periaps ii would be better to entreat than to ad monish, for KXDetsncs threat* of dire con sequences are heard as challenges, is any event, l think the non-verbal aspects ot communication are as importtnt or more important than hiagingc. Whoa I have asked parents of the swetarts ! tee to buy sear belts and gives them cogent, iBeartsgful uatistics, they indulge, bet ignore me. Ob law when I love people, and ran genunaefy t*k them tu buy -eat belts became t doot want them to he hurt, they don't tgrxiK me. they tan- them; it ka* been my experience that children react similarly. There is one word m die English language winch seems to be the (articular property of children, the word "why." It is a good word, though it may be overused by chil dren. The pew* t warn to make is that, sometimes. we don't answer this query at hrxiesdy as we might For example a few lays ago my five year old daughter asked me if hc could ride the neighbor's horse. 1 told her tm, flinched, and waited for her to ask why. As I started to invent reasons, *ocli ax the horse seemed skittish and so forth, it occurred lo me she might under stand the real ration better: she did, i told tier that I loved her very much and the possibility of her being hurt was painful. Site said, "Okay, daddy, I feel tlie same way about you.*4 Viw ii I -?rm r a sate timer, tliai is tie kind oi talk (lint would nuke me vuc T* l-Vr i re'c iU* ikh mean be tinini"'it liierxlh mean* "lx- ucitmiteU luocenicti," in 1*<M Nina Knlcnow. a (i-ieltolognt, wrote in <hc Ittlexm Family Foundation Mental Health Materials Center that parents' and teacher*' threats and predictions of experi ence- fhev hr.pc tu prevent, can damage a fluid* -elf e-teem. She warns against admhcuhun* *uch aa "You'll fall,'4 "It will hum v>` "It will bile you." The riuh! regards these warnings u preacrw*T whadt will happen to him. He feds iHot the peedwocea muse somehow be piaushmenu for mroropetence or lack of worth on his para To obvntc Dr. Kidoow's confern we *h&cfd change these to entreaties and Kamssh them with responsible love. Perhaps we should be heard to speak of (oteniiaJ accident* as hum to our iieart,*, rather than aa st>owio in our books. Perlap* is a -Thud-age child, all we rrallv can a-*k w a mudwtss oi caution, but I thiak liar rrca tur this we must have a In *wr tdtl report. Dr. Roald Campbell, m >h- l`rwn of Chicago, was quoted a* u&>--g thar `uneefla-ctimd development of the undent mm* be the ultimate objective oi chr --arm's srbroia. White schools may husv other imrpuaaa, such as the teaching of pitywrai aad mental health and social dull, dmc jwiiiK be. is meet ot our school*, -eeindary aad no* prunary purposes.'4 I (me ao quarrel with what Dr, Camptwll tu* uri. but inteUecttal development is a lowly nuurmg ynxtu, and it is rare to -re lirinct th--fcing before the age of nine yearv The child trust six to nine is jum pngrevsuig fra-- what the psychiatrists call primary thmfahag to secondary thinking. The child who Kill thinks primarily, or has pure primary thmiang, has no concept oi unc. There is no tomorrow; there is no yesterday; there is only right now. And In* activities arc wholly controlled by the p.iin-pf**ure principle. When thoughts or the environment or other people impinge upon him. it makes little difference whether these are fantasy or real. It Is all the same. Opposites ran co-exist. When he progresses <m to secondary thinking, he i able to plan fur the future; he tmdenctands a sequence qf events and cause and effect. The rela tive immaturity of secondary thinking in a 117 hiid oi hn age mu*t be taken into account m our elTnrt* n mrulnite practices and pre aniinn* which require insight and fore thought, raihrr than unthinking reflex. When nr consider wtrty niur.nioti in the tighl ot this it appear* obvious to me that the child Hill learn safety in the umt way that he learm other subjects. anti for the <anw reason- He lenms bv experience with an accretion of knowledge. over which he ha* little control. Knowledge he gams by '*!/?rt, is teamed hecau*e somebodv ele wants him to learn- It t Or Campbell'* contention that knowledge is a pre-requmle to a happy and productive life and lie >* probably right. We must, however, recog' ruie that children in the age group we are discussing, do not necessarily share his views but accept them ut somewhat the same wav 4% the* tk> wearing shoes, f think it is im portant that those of us who are involved, either as parents or is educators, in teach ing children in the elementary school yoirs recognise this fact and act upon it. The child will learn to be safe when this country' applies its attitudes toward knowledge to safety--that ts, that it makes for a happier and more productive life. This report also listed as an objective, ways and mens of teaching a child to think, This is not easy. In the first place, we don't know very much about the genesis of the thinking process, but we are not wholly unarmed in promoting it. We latow that a child of six can thrive solely on -rat*up, peanut butter and praise; > when he * f.,wt,iMc <yn.npe* he *tx>uld he praised for them. Another iaret of tin* ige group's maturation that i sometime* neglected, u the fact tlt thev are acmr, mm m seemingly purposeless activuv. hi teaching safety, then, it behooves o to use active methods- If you are going to teach ,t child to clunb a tree, >ou hive to have a tree. ^h- why teach a child to climb a tree---nr do any other potentially dangerous thing' Frankly because they must do dangerous things. Living is dangerous, and our ap proach to tafei) must take this into account. A child could be protected from almost all dangers, and never achieve the experience and skills prerequisite to adult function. Our job is to Help him put the odds on his side. By knowing what a child ran do and how he's apt to perceive and think af a given developmental stage, we can grad uate hit risks and his responsibilities. WV can deliberately allow risk of minor injuries to faciliate acquisition of skills winch will prevent major injury. Physical fitness is an adjunct to ufetv. and dexterity is a deterrent to injury-. By regarding safe habits as "ways of behavior tint make life more pleasant," we can uach safety without stirring up undue anxiety, or damaging the child's self image. Safety is out just for "elums> children"; it's for everyone. Our example m *aie living, our willingness to help our children team to use their bodies and minds in increasingly complex wait, uur use of simple, clear lerms to express ourseives o them, aur lu.neMv .,nl ill help our children to -up, i-,.L )>.(m.f Inc THE LOS ANGELES PROGRAM FOR THE DEVELOPMENT OF SAFETY CONCEPTS AND UNDERSTANDINGS By CECIL G. ZAUN Supervisor in Charge of Safety and Driver Education, Los Angeles Board of Education, Los Angeles, Calif, Safety education contributes 10 the intel lectual development of the individual as well it providing him a werviee, The sfetv program in die Hcmentarv whools o( Lex Angeles e.-mtucieil by a US 'I'cviahst m snjetv education from our (.trice in cooperntKxi with a member ot the Traffic Education Section of the Los Angele* Police Department. The five categories which we stress are: jthooi JHIi C `'Hii'rrn--.- 'll `*i`t route 10 *chool including, safe walking, bicvcle safety and bus surety. > 2) htisMtnc and rla* rnmn i,t) pta*ground (4 shop [ S) physical education. The auditorium phase of the program consists of the *howing of films on traffic md pedestrian safety and bicvcle safety, the safety teacher discusses the safety rules -Atth ihe children and the police officer talks (bout safety and its relationship to taw- en forcement. The outside program presented on the plavground demonstrates the Wind spots on he ear; the slopping distance of a pedes -nan who is walking; then running; (lie -Mfijxng distance of a bicycle and also of die automobile. The theme of this demon-iraiion is "You Can't Stop on a Dime," 0>cl rules and the eare and mainte nance of a bicycle arc discussed by the police 'ificer. The auditorium program is JO minutes for grades K-J and 4J minutes for 4-6. The <utide demonstration is JO minutes for K-J ml SO minutes tor grades 4-6, The bicycle "isles are not given to the primary grades. The upper grades sec a second film on Wri safety which lengthen* their audiIonian time. Wiih uur two teams working it takes ihree yors to get around to our 4J0 ilwti*. try schools. The ideal time would t* very two years. t 'lir safety specialist (teacher} carncs ail >'e equipment which consists of hattcrv con trolled public adilm* system, tape measure. tv. . The scheduling with the principals is done men our office, and the following notice is mt to the principal shortly before the team's visit to each school: Your school will soon participate in the traffic safety program and demonstration. This presentation by the Safety Section of lie Lot Angeles City Schools in coopera tion with the Traffic Education Section of ihe Los .Angeles Police Department presents s graphic demonstration of traffic hazards >> ni rooting pupils going to and from school. "A program of traffic safety film and a 1im-uuio on tlie vitety ruie* will be given m tlie auaitonum prece-tmg me outside demi-msiration The latter cnni*i ot actual situ-iimn* involving pedestrian*, btrvclc rtders and nioi>iri*ts in relation tr iraffie mtrtv "It i nur sincere hope llu* program will emphasize to the pupils the need tor learn ing and tallowing taste safety rules. Acci dent prevention can only he accomplished through vilely education." *. suggested notice is ottered tor princi pal* to send to parents regarding the safety lrmontrauu tor elementary wrhools `lienr I'areut ' '"The satetv of your child is of great tmjirancc to us. Knowing *uu *hare in the .-utwern uf *our fluid's ixdtavior to and men kIiooI. we uivitc you to attend -* I>futcam on ,date). At this time our ichooi will participate in a traffic safety prugram and demonstration showing situations inudvtng pedestrians, bicycle riders, ami motorists ut relation to traffic safety, ll it 'ur sincere hope this program will empha size to the pupils the need for learning ,uk! i oliowing basic safety rules. We realize ac cident prevention can only be accomplished through saietv education. "So that we ma> work together for the afeiy of your child, ptea*e plan to attend this demonstration. "Date: "Time: "Place: School Playground " A return form i* provided for parent* to indicate whether they plan to attend the ,itety demonstration. Another notice to.parents indicates: "Your child has been asked to participate m a safety demonstration at (name of chooi) on (date). H* will sltow correct hand signals and/or the stopping distance of a bicycle. If you are willing for your child to help, please sign the form below and return it-" As a follow'-up alter each school visit, 1 send the following memorandum to prin cipals : "Recently we visited jour school ami presented the safety program and demon stration The enclosed materials have been prepared to assist your teacher* in follow up teaching of the safety concept* winch we empli:ized in the prngmm. tt9 'The yellow sheet* are lesson plan* for kuwlergarTcn-priniarv teachers (or teaching the use of the traffic light, \om nav borrow a immature traffic light bv ratling your de pository school and requesting it. "The green sheets tar each teacher are lesson plan* which are a follow-up of the Him*, auchionuni program, and the outside demonstration. We hope your teachers will find the material helpful." The materials follow- TRAFFIC SAFETY LESSON PLAN TO BE USED WITH THE MINIATURE TRAFFIC LIGHT t General Objective* for the Teacher in Trafhc Safety-- Develop a sens* of responsibility on the part ot each rhikf for his safety on the stmts. Develop un attitude of cooperation on the pan of pupils and parents toward the efforts to assure the safety of all children. Teach children to recognise haxards or the possibility of a hazard. Develop safe habits of walking, bicycle riding, and the safe use of sidewalk toys. Provide pupils with satisfactory experi ences tn dealing with traffic situations. L'evetop us pupils judgment, alertness, and desirable attitudes in traffic safety. 11. Specific Objectives for the Pupil in Traffic Safety-- Learn and nx il* afr*t ruute between home and xlmol. Learn (he meanings of the colors of traffic signals; the reason for the order of the color appearance and the position of each light. Leans to read and understand traffic di rections; leans to know `left** from "right." Develop the habit of crossing streets property and carefully. Understand and obey traffic signals, police officers, crossing guards and others there to help. Know and obey laws regarding pedes trians. bicycles, and other self-propelled ifhides. Learn to keep all vehicles (toys and bi cycles) in safe condition and safe place. Ml. Learning Experiences-- Orientation riftit *<r* Take Uw das* o a walk around ffic neighborhood near the school Discover the location of signalised intersections, cross walks, and other safety features as well a Haxards and bow to eliminate their danger Mark an intersection on the classroom ffoor and let the children rotate being cross ing guard, poike officer, or pedestrian, and work the miniature traffic light. Maps of the neighborhood may be ths'rtbuted, and ach child may locate his home and the school. He can show his safe route to School. The maps should show hanrds. signals, etc, and the group may discuss the tmstiblc routes in terms of safety and pro tections at liasardous spots. After the class discussions, the children take the maps home to discus* the safcM routes with their parents. Examine pictures, films, posters, and readers containing safety material to develop belter altitudes and haUts in traffic safety Research Actwtfur Find stories in library bonks dealing with traffic safety. Find picture* of traffic signals, signs, acci dents, etc, for discussion and bulletin board use. Locate the neighborhood playgrotstd or pork for a safe place to piay after school. Keep a record of unsafe practices. List the signs, signals and markings on your safest route to school. Prettier Activities Have races or games using "greens," "reds," and "ambers'* (yellow) and have the miniature traffic light for dues or sig nals. The winner might be allowed to oper ate the light. Develop a list of safety rules, then prac tice crossing a simulated intersection, in the classroom, using these safety precautions: Cross only at comers. Walk across a street in the crosswalk. Wait for a new' green light, then walk icro** the street. Look toward the traffic that is closest (the left), then right, then behind before stepping off the curb. t20 S`i hnid mid l tlfr<h t winn, iS*it inr the green 'walk" t-i^n m the ;i--!e+trun signal. `.j.ujjiu-h At Hither Motivation for discussions can develop out me ibo%*.mentioned activities and can be i tjuMcd to the needs and maturity of the i ddren. Develop the reftsins why one should know in- name, telephone number, parents* names, ini the >4iest mute between home and .rhooi. How to be your wn traffic policeman. Why 'jay-wailring' is dangerous. How is courtesy related to safety * `ate and unsafe places to play. *Vtat arc omc of tire ways the commitutv is helping to safeguard people w traffic * ? r.U/i; t' , Ictitities Paint a series of murals fur sctiool cornlur. classroom or library. Write vtunes, plays, or radio broadcast*. Make up safety games and songs. Devise a puppet slww re-enacting acci Ictus or developing a traffic safety story. Record safety plays or programs on tape recorder. Correlated Aethities Devise word recognition games, matching -Inlt. and reading came*. Wnte for materials or information to the 'Mietv 'Section, Los Angeles Clly Schools, I'nlice Department, or Automobile Clubs. Devise counting games, or problems based n traffic experiences or statistic*. Construct, table models of community, traffic safety signs and safety puzzles. Develop discussions on the value of the Ji-M-type of signal over the arm-type sema phore. Also, discuss the meaning of traffic Link the study of traffic safety to need inr taws, law observance, and the history of roads and highways. Culminating Activities Request that a Pedestrian Safety' Demon-tration be given by ihe Safety Section, Los Vngeles City Schools. Develop and present a traffic safety pro gram at i Parent-Teacher's Meeting. IV Desirable Outcome*-- K knowledge or satety rule* md an understanding of why they have been set up bj the sch-xil and community; a feeling ot responsibilit-- of each person for the safety of himsen and others \n appreciation of the efforts of people who are working for die safety of children; ,m attitude of cooperation toward them and iheif work. Development of safe habits of walking, tiding, crossing streets and playing, Development of skills in interpreting and executing traffic direction. V "MiggeMcd Vocubulary -- attitude* comer courtesy crosswalk habits hazard intersection low map new errem light pedestrian rules safe sidewalk signal stop traffic walk Suggc-ied Material to be L 'cd for Discussion after Safety Demonstration i Summary of ike Films lt`hat art the rules for pedestrians9 t HTiy do tee cross itreets only ot cor ners? The motorist does not expect pedestrian* to cross nudblock and often cannot see them as they start because of stopped or parked vehicles. Crossing comers diagonally take* longer and is much more dangerous. I Why <f-> fee nr.-d la took and he met there r break i (rathe nnd Ike way clear h.-fere tee crossT Even at intersection.*, the motorist does not expect a pedestrian to dart out suddenly from the curb. If there is a signal, the driver expects us to obey it Also, the driver has many things to watch for at intersection*. 3. irfcy do re walk, not run, straight across streets? If we walk, we are not apt to stumble ,\n approaching driver can judge better what he should da He is not expecting anyone to dart out It take* him some distance to stop the car and it takes each of us some distance also. 4. Why do we keep out from between ptrked cart and never mm between ihemt It takes quite a distance to stop a vehicle, even if it is not going fast. If a person \Z\ -tcp* (Hit rt*n between porked cars, the {nver otlen cannot see him until he is right upon him. ' It'hr do tve obey Police officert eud 'ttrtttft guards9 They are for vaur protection, and drivers expect u lo obev thero. ft. Why do ~``t cross the street only an the proper signal f Driver* depend upon u* to follow the rules. l.oofc out for vehicles making turns. Sig nalised intersections are for >our safety. Wafk the extra distance if necessary, to take .ulvantage of their protection. ?. If'Ay da xve flay away from traffic? Streets are for vehicles. Playing in the street. including "hitching art1* vehicles, ts one of the largest causes of child accidents- S. Why do ur walk on the left side of the highways, facing traffic, where there ts no sidewalk f We are then facing approaching vehicles and ran know wlien it is necessary to step aside, as when vehicles pass on narrow road way's. h Jt'hy da we carry or wear something white at night to help dmtrt set us? \ prrwn can be seen from a greater dis tance. 10. Why do ur need to he doubly alert >a slippery streets? When streets are wet, a perwi may slip or his umbrella may hide a vehicle from his view. Vehicles may 4d<J. and it takes a greater distance to stop them clean on dry tenement. Ram makes it harder for the driver to see. B. What are the rules far bicycle ridersf (.Vote: These are laws and a person cm Ik given a 'ticket** for violating then. Aloft traffic regulatkns apply to bicycles also) t. Why do we `bey traffic signals? Traffic signals are mvtalled foe protection ui everyone. We not make boulevard stops, ;im! wait our turn akasg with others. , Why must ur use /inreet hand signals.* Persons and traffae arramd as wilt knew iiy your hand ugnals wlni we intend to tin, ind the direClKiii we Mi'll tu turn. I, Why d we rule <mty >me -m a bicycle? \ passenger may mienere with the safe riding of the bicycle. rack as Souse one's tfllmcc; r-ti.iuny ,t hret "( tmuw leg in the Sfnkr ? the wheel; nr blocking the uew of the rider 4 It'hv a ruling <( the sidewalk ngoinst the lav* The outstanding danger present in viola tion is the possibility ot colliding with a pedestrian, or interfering with a pedestrian'* njtiit-of-way, (Car* do not drive on sidewalk*, neither do t>ir> cle*. J ` H'Av do -r rule m the street* All birvcfe* ride with the tr*rfk,, 3* near a* possible to the naht-ltand curb Riding two bievcle* abreast is dangerous \lway* rule single hie. (I Why should bicycles be licensed and registered with the police deportment of sheriff's office? Of the bicycles lot or stolen, the police recovered, an average of eight out of ten IF they* are licensed anil registered with the department. 7 H'Ay art lights required for night rid \ while light on the front of the biejele must be visible from a distance of 300 tn *0Q feet. A red light or reflector must be mounted on the rear of a bicycle Lights must be turned on and working from thirty minutes after sunset until thirty minutes be fore sunri-e, C It'hat are tame >/ the rules for giuid frafife safely atiseuship? t. li`hr should -C walk and ndc dcfi'nnicir* Our movements depend upon the move ments of the can or pedestrian* around us. We should see whft they are going to do "sefore we move. 2- if'Ax should we he alert, careful, and i-urteous* One-balf of the children a rerun will he ksOed or rrsuiy injured n a traffic accident before they ndt 65 nan of age. Each <me of * bsmc pcunaia haraetf so that he writ) ore be us Uut gremp. We must not trust to tuck i, If `Ayr should we flay m yards *r im playgenmds* Cars do out ate u*r playgrounds for School and College Conference (reds, therefore wc do twt u*e street* t'nr tr plavgrounri* It .vmmuffry of demonrtrnlton \ Why shield we leant the rales* \ pervxi cannot "stop on a dime." It takes l(uiie a distance whether he is walking, run ning. riding a bicycle or driving rut auto mobile with excellent brakes- H U'hy th.mld we follow the rules? Accidents happen, suddenly, when we least expect them. Bv doing things "the safe av," good habits and attitudes are established ml will carry a person through periods of .tre* or emotional disturbance. C. If'Tty should ut be r*nr -saw "police- "Yi arc the only person who is with inurself every minute to proiert vourself " 111. Suggested vocabulary Alert amber light blind spot careful caution citation courteou* crmswalk curb enforce fa sard insurance intersection pedestrian .ue aiy 'afetv rone ulewaik signal stopping distance street traffic thinking distance chicle vi--.Sn THE MORAL ASPECTS OP TRAFFIC SAFETY By THE REV. LAWRENCE P. FITZGERALD Director. Dept, of Ministry to Armed Forces Personnel V speaker was taikmc u a gretip *>\ teen-ager- alit ihr f>Id dav* of the \Vet .**1*1 got around tr, Billy the Kid ` He kilted men bei>fe he -*,** 21 vear* ti e .{(taker <atd. ''Aliat make * rar did he drive teen-ager asked v \n amusing *tor>, but tt ts not so amusing tiutt today we kilt tar more with our cars ilian \Ve*tem ladmcn ever did with thrir j.mt , almost 40.000 a year. And we all know that fnen the inception ui our iawdine-dnvm nx4*r cars we have killed mnre lenfile thrnugh traffic accidents than n all the war- in which we have been gaged. And die tragedy m that so many Amenam are imbfferent to tins tremendous car nage. in our deper-onalized society, we have almost grown callous. Someone has said: The death of a million persons is a sta tistic ; the death of one is a tragedy.'* To every one oi us who has lost a loved one in a traffic accident we can truly say: "It is a tragedy; and how great a tragedy!" You had rather die yourself than give up the young life of a 21 year old son whose r.ch, significant life was taken from you rfttd from society and from the church at 3 fi.m. one cold December day. We feel like sating with the writer oi !,atmm.-nicxu: '1* it nothing to ' all ui pass hy The time ha* ri*me--e. ,md far pa**ed --when we mu*t amuse all 'iur fellow- kmencans to the ternblc tmmuralitt of tht.-* *r<rmend<H tlaughter on our highwavs Tn te -ure. there i* no way tn a collective en*e to nuke a difference, but if we ran bring tht* problem home to individuals--'Ott, me. loe. Sally, perhap* we can tnp--r whittle down--tht* awful carnage. The problem is many-fold -- afc rnrs. gootl roads, driver education ami the like --but one most important area tt tli.it ot the moral aspects of traffic vaiVty Vnd that's what 1 want to dtwuss with von. SVhat 1 have to say can be gathered up under three words -- obedience, discipline and love. To paraphrase a statement of tiic Apostle Paul tn lus first tetter to the Co rinthians. chapter 1J "N'ow alurieth obe dience, discipline and love--and the greatest of these is love," I, Obedience: A minuter in Indianapolis, Ind., wrote an article the other day in a prominent church magasiae entitled: "\Yhat t Your Hurry?" It began like this: "While driving on a winding highway t witnessed five traffic law infractions within a distance of 20 mile*." ELI ^><4-.* Vrt/i..iuj/ Stii.ly C,,nfirrtt (`m sure he's not stretching the point, t'.verv morning 1 travel a four-lane high way just back ol my home. The speed limit it 35 miles an hour. But hardly anyone observes this limit If >ou do, as 1 try to do, you get honked at and stared at and sometimes you get cursed. But there It is, plain as day--35 mile speed limit Personally, 1 believe in obedience to law. Fortunately, in a democracy, if we feel that a law is unjust we can work for its change. This we can bring about by ballots instead of bullets. But while it is there on the statutes, we ought to observe it 1 am a part of a state and I am roorallv responsible for that of which 1 am a pan. At a pan ot a slate, I have a moral ob ligation to be obedient to its lawv *" And this failure to at*de bv I he law unx nils h* * .-h*m rrartHm Other* see this being dune and ray. 'Well, it he doe* it and gets bv mth it so will I"* Of ccnirse. the driving of our motorcars is only one area where there is wholesale violation of the law; but it is an important one The more we show disrespect for law the more law-violation grows. U we cheat in this area, if we feel that we've done wrong onlv when we get caught, what clfeet do you think this has upon our chil dren and their attitude toward law4 Already many young people have imbibed the idea that it is more fun to be a law- violator than a law-observer Somehow wc must restore the belief that true adventure comes in the keeping of the law . The laws of the tat* Are essential fur two reasons* I. To secure order. If everybod* "did that which was right in his own eyes," there would be anarchy, chaos. Z To protect rights. Your very freedom is dependent upon law. We sometimes think iaw restrains us--and it does, to some extent--but what if we had no law I We could then have no assurance of freedom. All institutions in our society--religious, social, political--txke their stand for law observance. Since l am most familiar with the religious phase of this question, let me refer to a chapter in my little book THAT WHEEL IN YOUR HAND (Chapter 7} There l tay: 'Religion cmpliasues the importance of Iaw observance. Paul said, `Let every per son be subject to the governing authorities > he who mists tlx authorities resists what God has appointed* (Rom. 13:1-2). To violate the laws which promote good driving--speed laws, stop signs, right of way, and the like--it to endanger life, and this is criminal. ... I quote former gov But there are higher laws tlian our civil laws: there are moral and spiritual taws. And we have an obligation to God to l* obedient to these law*. Take, for instance, the commandment: "You dull not kill" (E*- 25*13). We are violating this taw to the tune of 40,000 times a tear '.gain, to quote former governor Stratton of Illinois; "Thai pervon who by careless, thoughtless, or in some cases deliberated dangerous dm mg. threatens an accident and thus threatens a life should be allowed no more tolerance than the man who pulls the trigger in a murder, or fires a shotgun down a busy sidew alk.** Life is something God-given. 1 have no right to fake it from anybody. If 1 choose to be reckless with my ear and mdanger life, I am choosing tlte way of death, not hfe. Look at that challenging ver-e--Detiteronemy 30:19--where Moses said, "I rail heaven and arth to witness against you this day, that 1 have set ftefore you life and doth, blessing and curse; therefore rltortse life, that you and your descendants may live.** ernor Stratton of Illinois who said: The daily tragedy on our streets and highways is a crime--sinful as all enme.* "Persons who would not insist on a fourth strike in baseball, who believe that a pen alty against a personal foul in football is entirely justified, will still pass through an amber light on a highway, or fail to yield __ In his Tktalnpy 0/ the OH Testament, Edmixid .faced* defines the concept of life here given as. "Life is not only the eaereue uf organic functions, but is the sua of ways by which man reslues his destiny. . . , Life, having its source in God, caa aely be a gift; yet this gift just (ike God Him'elf. is the object of choice oa man's part; right of wav, or exceed the speed limit. Yet, here tney do not consider hemelvet die f.iw violators that ihev really are. it is only by choosing Life that man truly liecomes what he i." The godly person chonoe-s life not only UN Sfh.uJ ,in,i Lf/etti- t, lerfiue o.r inmvelt but for Ins frMow men, too. And this is a choice The responsibility is with the individual, folin Donne said, "Ev en man s death diminishes me.'' II Disaflute: The moral life is the disipiined life In every airport there tv a onirol room that decides when planes gu m and out So also m every life there 1- a control room that determines haw we tuc SVe are free creatures, not automatons. \* Wm Ernest Henley wrote: It matters not Imw straight the gate. How charged with punishments the wrnll, I am the rnaslcr of my fate: l am the captain of my soul. Vot long ago 1 heard Mark Van tViren m a dialogue with Rahbi Camuel over radio. ' triend had just told Turn of one line irom a Broadway play that went like this: "AH tliat f am not. I owe to me " This is (rue. The other day f saw an article m a magume entitled "Driving With>t Brakes.*' The autnor was not talking jhout automobiles but life. Said he; "This >s a 5meration that is driving without brake*." How discipline is not easy. Those if us who are trying to control our weight hud it quite difficult to leas*e otf toft drinks uid peanuts and ice erram. And some of us have the control to do it and others do t. Or, at least do not exercise that con trol They lutve it but they are not wilting to pay the pncc. We have the same problem with appe tites. ( heard of a man who went to the doctor tor a checkup. After the examiaan<* the doctor Mid: "Sow the best thing tor you to do is lo give up smoking, drink ing. and carousing." So the man asked: "Doctor, what is the next best thing.5'* You ce. k are not willing to do what we should --diKsplia* ourselves, And this is especially true ut this area of Mte driving. Safe driving means we have iu discipline ourselves to drive more slowly. Turn our backs an this silly business of ***>* minutes. Safe driving means driving free from alcohoL Safe driving mans deiauive driving, driving ahead of the car. ^afe driving mean* driving as it the oilier irllow was not going to observe (lie law. A certain uuwi said tint alter a day with (he children she liked to take the car And go for a drive, for she liked to have omething in her hands she could control Ah, but wc have not leamrri hnw *n ronirot our can! 1$ it became we have not teamed How to control ourselves? It is said that Alexander the Great at 33 rnd for more worlds to conquer but had not learned how to control himself--the inner man, Listen tu ilic Bible. The Apostle JVter said: "For this very reason every efF'-rt to Mippicmcnt v-hic tahh with virtue, and virtue with knowledge, ami knowledge with *lf-control. and self-control with tflwjfavtne**. and steadfasme** wid> godliness, and godliness with brother!*1 affection, and brotherly affection with love (2 l*et l:5-7)." During the fatter dav* ni Robert h. Lrr. while he was president of Washington and Lee University, a mother brought her small child to him and asked the great man to touch him, to bless him. and he did. He put hi* hand upon the child's head and said: >0 the mother, "Teach him to deny himself " I am ure there is a real question in the minds of many people as to whether you can teach anvone to denv himself, whether nr not voti can teach moral principle*. To be sure, you cannot use a big stick, club people over the head, and say: "Now he moral." But if education is "helping people 10 grow and make desirable changes m altitude* and conduct." *hen surely moral principles can be learned This hnrhinc corner, of course, more by what wc are and the way wc live titan hy direct teaching With this fact I feel we would all agree This is a machine age and we sometimes discus* the question: Will our machines con trol us--or will we tram to control our machines? Well, surely man who is made in God's image, wilt not yield to the com plete mechanisation of Ins way of life. Yet Far! Barth once said: "U'e believe in a civilisation of things; Christ believed in a eivtiiaation of persons " N'ow I (Irmly believe that religion help* us at this point. Religion speaks not only of self-control but God-control. The proverb writer puts it like this: Trust in die Lord with all your heart, tuid tki lKit rclv on your own insight. (11 all vuur wa.vs acknowledge him, and he will make straight your paths <Prov. 3:5-6). Id' (962 ,\a/towf ''ofetv i'.nortu When Paul =*k* die h'S question. "Who mil deliver me from (hi* bod> of death*" (e answers. "Thank* be to God through |us Christ our Lord'" {Rom. 7 24-25* It is when that power, not ourselves, entries in and strengthens us that we are able to do that which we nurelv could not Ho m our ivwtv strength. \s Owen Weatherly ha* said. "White nun is fret he is not alone m working out ins eternal destiny-** Rack in 173* Sir Roger L'Esirange said `We luve the feeds of virtue in y. as well ,is <>(' sire, and whenever we take a iron* hiav 'us not out ot a moral incapacity to On twftrr. Iiul tor want ot a cartful dtM-tpline. to yet u* nght at first." Snd wte old Sir Edmund Burke, more titin 200 >er* ago. said: ``Society cannot exist unless a controlling power upon anil and appetite is placed somewhere; and the less of it there is within, the more there must be without. It is ordained in the eternal constitution of things, that men of intemperate minds cannot he free Their passions forge their fetters." So discipline i a divine necessity it we *,mld remain tree. We must learn how to control our automobiles * HI, Lpvt.' But the protest moral force for traffic safety is not obedience, nor dis* "ipftnc but love, ff w* could begin to say truly that Love sits at the wheel, then the < ruffle accident situation would change for if.* Iwtter immediately. "You shall not kill" is the negative side; hut "You shall love" is the positive side. Both in Judaism and Christianity we em phasize (hi* great moral principle of love. Lave God with all your heart, soul, strength and tmnd. And love jour neighbor a* your self. (See Matthew 22:3440.) What * love? "Love is intelligent, out going concern for others" Dr. Daniel A I'reseott of the University of Maryland -ays, "Love U not an tmalion; it is capable of evoking strong emotional responses, hut it is not an emotion. It is a value." This menus we value each person tor what lie is, a r luve mr netnhlr at the wheel, -i .jJiie him. We value hw life, his per* .11 (liat fie t. Cud luve* him and therefore I love him and value him. Vuu may `v, "How can we love all these iravefer* .dung tfte wav Tin* doesn't meat. mat vve are going to be dose to tliem as we ..re m members of our own family: but we i.ilue them--eveev on* of themTM and we would not do anything to harm them Love intends the good of the other person, not ms death not a crippling for life, not >cars of loneliness to loved ones who are left behind because I Willed their von when I went to sleep at the wheel. And note that statement: Thou -halt love thv neighbor as thvself. Eric Fromm ha* (Kwnted out that the self must love sell beSure it has the strength to lose its ncighl*vr This "ksve tor self" t* a high quality m vpffhood, a respect for self, an appremlien uf one's being; he wlto loves self has found ttie answer to (lie question, "who am I ' In Fattft and History, Reinhold Nctlnihr says this about (lev*) : "I* * the final law of human existence because every real ization of the self which is motivated hv concern .for the self inevitable results m a narrower and more self-contained self than the freedom of the self requires" It I understand this, it means that if l am going to achieve my highest ambitions for ms self I must "intend the good of the other." If love is a value then love of seif means you will value your own life, you will want it to achieve the purpose for which God put >uu here on the earth. Thus vuu will not endanger your own life by driving care lessly or recklessly. Nor will you endanger the live* of other* for you recognize them. (no, as children of God. ,\V,w love is not an abstraction: it is ver concrete. Love expresses itself in gicinc. Remember the itory of the Good Samaritan 1 Here was a man by the way-side-- w-sunded, beaten, robbed, hail-dead. The priest and (he Levite passed by on the other side. But (he Samaritan came to him, bound up hi* svuund*. pouring on them oil and wine--the Healing medicines of the day. Then he took him to an inn (the hospital) and took care of him. Now this is a beautiful picture of uhat love does. It doean`t cut wounds; it hinds them up. \`nw if we iuive luve on the highway, .i will not make wounds; we will save I tie, unt destroy it. \Yc who claim to love have 4>i i|i}K*rtutiitr la |rove u hv the >vav we dnve. This is what former Gov ernor Langlie of Washington state meant when he urged: 1 | 9 R gt 1 ffl I i I j ! ; I und Collflt Cottlertttre Our rrti^muv fielteis and tank hold < lie answer to the most serious problems confronting us, hut belief and faith withut action are verv stenie. A simple and immidaii wav to translate these concepts into active love is to act by controlling mr judgment and emotions to as to pre><rrve the tatetv ot others a* well as our To ,*-,me ot yuu this may sound very naive, an <vcf-*im|dinratioit. And I must admit it <!<>e to me. t>o. But I remember that the Kihle defines <o>| m one simple statement "V*1 is love" II John 4 0). 1 remember that mv Lord *aid to hit dis ciples. Hy this all men will know that vou are mv discitde*. it you have love for one another* (John 13:13). In other words, (lie mark ot dixnpieship is love. Then, 1 remember, too, that the great fwrtorutitics of history that have changed -iiuations have been men of love--Jesus, Paul. Schweitzer. Jane Adaams. and many, many others. I remember that we do not create or re-create new persons bv com mandments but by love. Yes, perhaps this simple moral force of lore mar be the answer. In Tht Brotheri A'ammurur, written ft he Russian novelist, Dn*toev*hi. we >r-. Dmitri discussing the many srivr* in me me self. If Ke <- !-t Dmitri wmdd iiuki- u*n a Siiile nammer--nut quire *o maiiv i/lut Then as he speaks oi `he struggle within the scit between the ideals ot the Madonna and the ideals ot >?,foin. lie 'Is :here beam* in Sodom* Hehevr me, that for the immense mass ot mankind beauty is found in Sodom. Did you know that secret? The awful thing is that heautv is mysterious as well, God and the deni are fighting there and the battle field is the heart of man." Yes, God and the devil arc figtumg there--in the heart of man. It is a struggle between love ami unconcern. indifference, Imciessucs*. This is something you and I can do something about. God has pm line our Hands this tremendous power-- the power to love Uhat will we do with iv Love is the filling from one's own Another's cup. The daily laving down And taking up. The choosing ol the stony path Through each new day. That others' feet may treat at ease The smoother way. I.r.ve is not blind; it looks abroad Through others' eves Mid avk* not. "Musi t give?" Lut "May I sacrifice5" CAN TEACHING THE DEAF HELP THE TEACHER SELL THE DRIVER EDUCATION PROGRAM TO THE COMMUNITY? Br william s. McClure Superintendent. Indiana School for the Deaf, Indianapolis. Ind. In a recent *ene* m articles on (he teen age driver and driver education in (he public school of IndLinapoh*, The tndianap4i Time* i,int * (hut Indiatii * pfo ieram of driver edtieunun grew more rapidly m the early vent- than any other in the *i:ilinn. The an trie tprt to *av that in `It* pa*t five *car- the prmrmm c*ms t* lave leveled off; it has moved neither up our down, despite concerted efforts to im- pmve ,m| to increase it* ramie- Stiefi apathv un the part of parent? ind the general public t alarming. Mr. Vaughn Hawkins. I hrertor of the Indiana li\i*ino of School .iiid Tmliic >-u*ty, .uvd hi* Maff realize thai imHwkii the complete ctupcraiMm and ac rfitHncc nt (he progrim by parent*, efforts * impruve an.1 rstami driver niiu-atiMt progrtm* in the public schod* arc never Suing to be fullv effective, 127 tVft/ ' u/i-nr.i/ \>iicty i. 'ntire.tj jt'/ioof and i.-Oft}* ( nntfrritn' There is no doubt that public kHoo( 'ourse* m driver education are sometimes controversial m Indiana. 1 presume this is alus true in other parts of our countryPeople 'ho do not believe in such courses *ay the purpose of a school is (o educate. E-earning to drive, hke learning horseback riding. By casting or basket weaving is not education. There it not enough time m school now for (he vital subjects, such as science, history, mathematic* or foreign languages. Tnote w!k laser timer education courses point to our increasing dependence on the automobile in our way of life, a mush morning of suburban developments, and a growth of recreational and leisure time pur* suits, all of which necessitate the use of a r*r. They point to the staggering acci dent toll on our highways each year; par ticularly the higher acadent rate for the teenage boy driver. They say that driver education courses m high school have both short and tong range benefits. Many high school graduates will forget much of the history, the science, the mathe matics and the languages which they have learned, but they wiU never forget the principles of proper driving because thev .sre used almost every day of their live* Proponent* of driver education courses rentire the individual parent may he perfectly rapaMe <*{ leaching hit child to drive prop erI v, but they ire! better driving practices, Iwiter attitudes toward the car and the other fellow can be developed by a 'killed ami impersonal driver eduction instructor who i not emotionally involved with the stu dent he ts teaching, nor with the car being used Wegardless of the arguments used about driver education in the public schools, few people have raised objections to such courses hi 'chool* for the deaf. To many it comes a* a wrprie to know that the deaf are taught lo drive at alk It is even more sur prising to learn that numerous studies and investigations have shown that the deaf driver is among the safest and most acci dent free on the reads. 'Hie few who have questioned driver education courses for the -leaf lave fern largely unaware ol the out-i.uiding safety record ot llte -h-nf driver and have considered deaf persons totally unlit for driving. Parents of deaf children lave been par ticularly enthusiastic about driver rtticalion courses, because m many mtumrei the' have felt more than normal apprehension in teaching their deal teenagers to drive. The diffieullv rl instant communication, should an emergency arise, has loomed w their minds To the <kii!ed instructor of the deaf in a dual controlled car, (he prob lem* are negligible, The knowledge that a group nf handicapped persons ran learn to operate automobiles efficiently ami r*!ablt*h records far above the average should, it *pread throughout the community, .in miwh to promote an awareness of the value -it driver education. The logical conclusion t that with the proper training skills and alti tudes, tbo*e in full possession of all their f.vcultie* <hnuld be able to equal the rec ord of the supposedly handicapped, Schools for the deaf have not been too far behind the public schools in instituting programs of driver training. At the na tional Convention of American Instructors nf the Deaf held in Fulton. Missouri, in 1951, a whole section was devoted to a discussion of driver education in schools foe the deaf. .At that time nine school* for the deaf were already offering such {nurse*. Since then many other school* have inrtituted driver education programs. ^dminisiralnr* of wrhool* for the deaf have been welt aware of the possibilities o" driver education for deaf students, who learn *o much from imitation and from ex* ample Trained tearhers of the deaf who are alo approved driver education instruc tors and the requirement that cadi deaf trainee spend 10-15 carefully planned hour* behind the wheel of the driver education ear will do much to develop competent deaf drivers. They will also understand he re sponsibility tint fall upon the man behind the wheri; the already enviable record or the deaf driver will not only be maintained. imt improved. A major factor is tlte success of driver education in this country has been the sup* port given to it by interested organizations. The American AMoraobtlc Association has been in the forefront in promoting pro grams m schools fur the deaf as well as ui the public schools. At our 1951 ronvention, Mr. Lewis Ellis, Director of the Kanus City Division of AAA, gave a splendid OR the importance of driver education i re-grams. In his talk be onphasued the need to ( tevetop m the vexing and untutored driver j ;ne sense of respansibttiry and the judgment I -j necessary to safe driving Even those who acquire adequate knowledge and skill , -ay ooe be "good ciairem of the roail.M >nry rrj\ think of driving a an mdi'idu.il t -a`urc rather than a venous octal rrtpon| -!*> <' One of the most important qualities i -"t good early cdcaatka can give a driver f .poramasship." The influence of the ; -mng edraeaoos instructor in helping young cat drivers develop this vm*< of sports -unship and courtesy tf.wnrd others i-> -,/j*t important. Driver education has been ottered at elw Indiana School for the Deaf tor the past live years. Our school is large, as schools tor the deaf go. enrolling well over $00 l-upris. We u-ually have 20-25 pupils en1 ``died in driver education each year. This includes about 75 per cent of our graduating .lavs. Those who do not take the program have other obtained a hctn*e without our \ atsistasec or are oot considered safe risks nther by the school administration or by me driver education instructor*. Students ' elected for fhe program must be either [ mmor$ or seniors in our high school de- ' mrtment and must also meet state regula tions as to age and physical requirements. t'redit is granted toward graduation- The . rourse require* approximately 35 hours of . instruction and 15 hour* ui behind ilte wheel practice. The vtudent pays a nutl lee t rover aa t-art uf the eut ui materials and the eust '^ . i providing dual controls on the car fur -' ii died us by a local automobile dealer. The -: .ir is idenuhrif by a targe sign as a driver education car and has "Indiana School for : ihe Deaf9* on it, identifying the school. Our j !mcr education class follows the AAA 13 Driver Education Course wid uses their |j -safenaU. The Indianapolis Traffic Hoard j1 .nd the State Police have also been most ja 'wlpful. We hope the federal government i1 'hrough the Captioned Film Program and Jj i.r Office ot Education will in the near | iuturc provide captioned films for use in I I river education courses for the deaf. nI Deaf students are quite likely to have |jI than ordinary 'jitheuitv with the formal HI r.-u>n* leomm- <> the diiiictilty of the Ian- U<Mge and c -atularv used in me driver education mattual* and textbook*. The lan guage and vocabulary require a great deal it explanation on the part ot the teacher and dictionary work on the part of the pupils. Educators of the deal understand the language limitations or the language lag M deaf children. Words such as perjury-, rrrkless Itomicidc, wtoiauon, brake reaction time, 'topping dis tance, priiestnans, peripheral vision, centra- tigil force, distraction and psicliotogy oi tlte dnver are not famiitar to deaf children who have acquired language chiefiv through classroom instruction and not incidentally as have hearing children. Our instructors feel the alertness of the deaf driver student md his excellent reaction to visual cues more than compensates ir hi to** of hear ing, insofar as tin. relates tu ability to operate an automobile Our course meets <iafe requirement*, ami c-.mpktn^i of tliis course entitles the siuuent tu reduced auto mobile insurance rates. We are acutely aware ut tiw tendency to give undue attention and publicitv to anv acadent involving a dear person. It a deaf gwfsoci is involved m an accident of even minor nature, the fact that he is deal will mean more than ordinary publicity for his ease and a tendency on the part of the uninformed to blame his deafness for what ever happened .An example of die publicity given to an accident involving a deaf driver ts the leading picture iccompamutg the ar ticle *{ Say Ke-examin All Auto iJrtver*" in the Saturday Evening East of July 2v, 1961, Mr. O. D. Shiplev, Contmiisiuner of Traffic for i'ennsytvama, wrote an excellent article which makes nw niemhet of Jcufue-s a* creating a lozard to driving However, the ieadrng picture >how * demolished ear ui which the -leaf driver wan killed when struck by a train at a railroad crossing. This picture creates the impression that deaf persons are hazardous drivers or should not be premitted to drive, Se many non-deai people have been `truck at railroad crossings that it seems unjust to imply that deafness was necessarily the cause of this accident. In response to a letter asking Mr. Shipley if the picture of the deaf driver's car had been his idea or that of the Post, Mr, Shipley replied, 'This was the only photograph that I did not have the oppor tunity to see and approve, and it was. u*mg 1962 Sattonal Safety C jugrett the terminology oi the I'^tt editors, 'a yuut Nowhere in ilie enure Article was dratness mentn-ned At a liAtard to driving. We had an examine at unuimking reac tion toward a dnu' (Inter during the past cltool year. A -eung mother with a small child standing on the scat beside her almost tan into our driver education car as she entered a blind intersection. Startled, she jammed on the brakes, throwing her child against the dashboard and hurting him slightly. The lady did not stop to think that she should have )<ad the child in a xt sou or protected with a seat bolt She leaped into the street and started screaming m near in-stena that our driver education car sitould not have been there, that deaf person* should not be allowed to operate cars and that she was going to see the proper authorities.'1 The deaf driver i* sub jected to tins unthinking and undeserved reaction (no often, if it*r general public would only realize that deaf persons would tKit !>e taught to drive if they were going to constitute a hazard on the htghwa>s. it would do much 10 aid the cause oi driver education everywhere. In January 1961, a bill w-aa introduced m the Illinois State Legislature to make a (waring test a prerequisite m obtaining a driver's license. According to the National Fraternal Society ot the L>e*f. an investiga tion revealed that the bill was introduced as the aftermath of a fatal accident involving a deaf driver here in Chirago. .Anger took control of a number of grieved individuals and this bill was 'lie result. Conferences {etween organisations of the deaf and the -(tonsors resulted in the bills being failed m committee- (Incidentally, the material a.**emhleti for three conferences by the van* nit* organization* ' the deaf i available through the National Fraternal Soviet) of the Deaf, 0?Qt West Vortliwoed Aietiue, Oak Park, Illinois.) At a testimony tu the driving ability ot ilie deaf driver, most insurance companies know of the good record of deaf drivers. Occasional reluctance to issue policies to *tich driven it not a reflection upon iheir driving ability, but upon the fact that a deaf man is often a poor witness in court This points up another need in the field of deaf* ru-v*. adequate interpreters to assist the deaf in all legal proceedings. As a community, Denver, Colorado, hu probably had the most remarkable oppor tunity to form a proper image of its deaf citizens, particularly its deaf driver*. This has beer, through the efforts of fudge Sher man G. Ftnestlvcr, a municipal court judge m Denver, who founded Denver's Driver EmproveneU School and m 1961 inaugurated tlie country'* first course of driver educa tion for the adult deaf. The course was so successful and generated such enthusiasm in the area that the University of Denver LawSchool and the Federal Office of Vocational Rehabilitation collaborated ui February (962 to hold a National Symposium oa the Deaf with Emphasis on the Oaf Driver. Other communities would do welt to or ganize Mich programs for the adult deaf drivers, it is not anlv an excellent refresher program for the adult dcai driver, but it help* tlie general public understand the deaf driver as he i*--mf, capable and competent m the operation of his ear. Knowing what the deaf driver docs to improve an already enviable record could do mud) to make others in the community aware of their own nerd for refresher courses and for the im provement nf the overall picture of auto mobile operation and driver safety. A COMPARISON OP VARIOUS BEHIND THE WHEEL TRAINING METHODS ay ROBERT BRAZELL. Assistant Principal, Public Schools, Dearborn, Mich. Enrollment* in driver education have grown i rum Jo *tudeut* m !t>kj n. ,,ver i.SOfl.OQQ m (WZi To hamllc ll>e*e `icndili mcrea'inu number*. mgeiUMU* training meth.*i* have teen devised. Training car* equipped aitli dual control* have ?i:ul wiilespread 130 T,'/u-o/ <iHtf Cuih'li- C jriirrcKfc use <n on-sircct practice driving, buppie(i><niing this method has been a multiple-car plan of training, employing oif-street areas, uvuailv called driving ranges. Another meth-1 that substitutes tor pan of the on-street iraintng, is the driving simulators. Numerous research studies have evaluated n-strect" program*, but lei* titan a dozen have investigated simulator result* Few. it i>>v major studies have examined results ui irmng-range training. The mam purposes <i this study were Ui to iwdate `-peeifie aradenue and training iactors, and to inves tigate the extent m their relationships to -fnvmg performance: (iJ t *uney the adv intages and disadvantage* of the ba*ic Mund-the-wheel training metliods. including ..n-street training, driving ranges, and driv ing Mmulatars: (i) to provide data to ad ministrators and dmer educators tor use m punning dnrer-educiuon facilities and m proposing dmer-education legislation. Driving-performance records ot a sam pling of 2,78a male students from Dearborn, Michigan's four public high schools were investigated in this study. Thu sampling vrfisiMed ot ah the boy trainers who com pleted the dm-cr-ahwarion course from 'eptemiier, 1956. to August. 1959, Dearborn is one ot live few eiunmuiutics which has ued alt three major training method* with relatively targe number* nf student*. Result* .1 five rommonK used metliod* of behinddie-wheel training were analysed. The-e methods and the number of trainees in eaeh. follow: (t) all on-wren --193; (2) all ofT- -ireet--517; fJ) combination on-ftrwt and off-street--1,420; (4) simulator plus ontreet--597; (5) simulator plus on-sireel plus off-street--258. 'selected academic and training factors and iheir relationship* to driving performance were studied Driving performance was de nned In terms of moving violations and acci dents as indicated by official traffic records. Where appropriate, mean-months-of driving exposure were considered. "Percentages of unlaton." or ``traffic errors per 1,000 months *t liming exposure' were oilier mca*urev used in determining tint results. A vummari oi the results based on the Dearborn re search follow $; t. The on-street method, ucneralli conulered to be the most expensive, did nnt *ield supenor driving results in term* of the criteria at this studs. 1 Off-*treet methods, usuallv cvn-i-lere-l t<> be the least expensive, produced at hs tavorable results as other method*. i. When compared with student* trained under non simulator methods, -nxient' mined under simulator method* showed ap proximately equal accident record*, hut ig miicatitly more moving-Moblion points per 1 000 months of driving exposure 4 Significantly higher percentages ot -indents who received low attitude trade* in driver-education courses had acculeiits and moving notations than did student* who re w-ned high attitude marks. 5 Significantly higher pcrccnuer* ot indents with low- overall gride-point aver ages for all high school uiijcet* In,I acci dents and moving violation* than did tudentwith high grade-point average*. 6 Low positive correlation was indicated (etween intelligence and driving perform* ince. Also, a significantly tower perrenfacc >t students in the above-average intellicewce roup had moving violations compared wit)craioces in either the average r below average intelligcnee groups. 7, Significantly higher jiervciitavc* high school drop-outs had accident- and moving violations than non-drop-out*. 9, Significantly higher percentage* trainees who tailed driver education had accidents and moving violations titan did trainees who passed the course. 9 Collectively speaking, failures mho re peated and passed the driver-education voursc did not teem to have better drivingperformance records than failure* who did tint repeat the course, OunuitM ItJtt Bland, Retorier Querlton: Where can the Rev, Lawrence Fitzgerald** book* be oboisod? .-iitnprr; "A Hundred Talks for Teen- Ager*.'* i* amiable from Maker B4.hou<r, Grand Rapids, Michigan for $1=75 "That Wheel In Your Hands,* Warner Press Anderson, Indiana for $1.00. Qntttion: How doe* instructor work wnh deaf students in car? 151 fvtil A JflHUl V*jf,'l V lr'-liirJ ,farr: ln.truci**r with Iiu fingers viJ student rm*l< i*ut or the comer of his vie <>ut rti,-n. H.ne -nidic* been made com- (c*nng the .itudeni ricurd of deaf and uott- deaf dmer*' He/uvrr f rs. One Has made m Pennsyl vania ba*cd on 3.000 deaf drivers; another in Demer based on 100 such drivers. Both studies indicated that deaf drivers have trtter than average driving records. <)iu-thon - Hoh many y:houls for Hie deaf, have high >ehool drtscr educationv .jtiswer: Tliim*sW have the prrt,-rriiii " A4 w:ttoif ELEMENTARY SCHOOL TEACHERS' SAFETY COMPETENCIES By HOMER ALLEN Associate Professor. Physical Education. Purdue University, Lafayette, nd. One irr S me riMiiu of i .mall urvcs whirlt 1 cniuiuripd at - cradr -elir*j| m \\e?t f-af.nctie imli.ina. Tins had to do with the accidents and insutte* .* re ported by the i;*rit>n* resellers during ihc school year lOdO-bl. Ihc results of tin- report showed cfearly that <aj ier> few oi the teachers involved had an conception of what they were looking for, safety nr otherwise, in the survey; (b) very tew m the leaders had any formal training m safety education; and (e) very few of *he teachers had any clear conception of what Hie potential hazards m find around an ele mentary scliool might mean in the day by .fas activities of their pupils. Following my presentation, it Has decided to approach the problem of teacher com* Potencies in a somewliat different direction. Our staff representative, Vivian Weedon. contacted several college professors hoping that they might have some student teachers who would be able to conduct some surveys, jnftieuiarlv at the nursery school level, ft finally developed tliat this approach would not get the results for which we hoped. Two days ago the joint committee met. .villi . vss ficw tr-.ii* .vldvd, ! dl-*u-iiir -- '-Jirm amt det*rn-ine whai we mijhi .(<, - wen n*v and ihc nevt XatH-n-d wietv (.(ngress There is *me mdiratwes Mi.it at ii'i two of the new mrmUr. of the nmmiuee re in * position to pursue the "teacher rompetenev' area during the com ing year. Therefore, we shall aaam attempt to work out a scries of maneuvers with thcc people and we Itopc to have a complete rejort m one year. There has been a fair amount oi contu sion on the part of various members of mtr committee as to mat what e are locking for in this report- At one end of the hue i* such a general statement as "the eleniCTit.tr>. school teacher should have a iauic philosophy of safe living," At the other end of the line, there is such a statement as "the elementary school teaelier should be able to handle pets and teach her pupils how* to handle pets. ' Perhaps somewhere between the two ex tremes we mil develop a sort of "happy medium" which will give us a sound statemerit concerning teacher competencies which we can submit to (lie heads of teacher education institutions. m ELEMENTARY SCHOOL SECTION ACCOMPLISHMENTS, 1945-62 Br OLIVE S. BERG Supervisor. Elementary Education. Dept, of Public Instruction, Pierre, 3, D >n V-J Dai. Aov 1943 j .mall gr.up .nvk4 J*.r die vear I9.*^.3.l. n<rr miunnoi \i elementary educui^r- met in the unices o Hi,a flail r.ice w.> .iy,im .nailable ]!>c die National Safety Council ami formed die iliccri wanting to lupitcalKfii imMi National Elementary S-I.ool Safety Com <nher taicty cifi.rt hiMiih .nd w.tlmut the mittee Fne -ear* alter its founding it ixitiuoned for and >v granted section status rouncil, and naming to *ci u|> i i>ian by winch die work yt die Section could be ex > die Hlementarv *>hol Section ot the panded <;r contracted in avcoftkince Midi \ .tiuiuJ >reiv Ci**/r'd. the finano.il condnion of the X.-itKmal Safe n.e t:e> * i -ne * i the sub-committees lit l:catc the *>{< , u- work. There were , ,t~, *-, Teaching Aida; (2) vi. <J ->i liersrji,'> C<A.niinafion; fj) I'iibliv Keia'.wn*. and ' i aa EditonaJ Sub * . -nii-ee *;-* ,i*ei a newsletter for ty Council and lurthcr wuiung etabltili lid, sound activiiiet for the S-no, re quested and wai granted a two-war period of grace before olhoal reactivation to at tempt to secure dilutions to Mir above problem* ij*1**- '>'>*? i.w.*a^>. jt* far teachers, A denniiton ot membership m die . , .*y c-rtitxnrd a cunturning Section which avoided conflict with the `..('uati'ft ' 'i-r-v y fia-atam from the Safety Education Supem^urs. die Driver '.\<r*iKif. r ew, evaluated Education, and die -imuhnncm-ii reaett- `-r I'lemm-an Safetydus-,ited Higher Educauc-n Sevtu-n* j> ?t up ,Titi.-n lhi*j s-m-. *r-f twoproa- * follows: *e*j.eul n* *- e rvmentary school "Title IV; Memlienhip *e ><".*-% at -Sr Sitvrmi Safety Con,*?' were fitarr! ^ *vr txa-srrjtter vd , . Hjrer--.it. 'true *Sectxn l. Members shall be ot diree type*: "Type A. Elementary school classroom h i* rav s. "any . the activi- teachers, principals, general elementary su ' .ire Unrj owed m. aafatr Two policies, pervisors, Mjperviwrs in (pedal* areas <*s wftuh Ime L-ee '.n during mi* ear pmuL werewrrpt-hvsical education, science, etc.), but not in safely education. Public, nonpublic, and U we rfwek mr 'he bw of --unfairs. campus schools, arc to be included. hv fimt with .rw rwep- that we have Lrueiy ihr *ane type of people; in the prewm ?witji *b were members i die umema4 fiewmnc Tie exceptum. -eriiaps due dw fact rkmt one tbc early !edcr* a the omhw was a <->n4 man. .vnr Lhu*e rvfwupctr-J with efe- ,nvmar> *+.>! im cnfTauju campuses, Dunne tha penod, the School and Coflege -wnmiirt crew ie wsrh preportiois that in : leased staff service was nccmiuiry- As the nnanciai ceednsoa of the Council made it impossible to increase the service, the Ele mentary School Sectwas and the Higher Education Section were deactivated in Octoir, 1952. "Type B. All school personnel interested in elementary education, who are also mem bers of other Sections and groups of the National Safety Council. "Type C Representatives of non-school organizations and agencies winch have an interest in ' education at the elemen tary bevel ^.mI non-school individual* who are interested in safety education at tlte elementary school level. "(Types B and C members will be asked to serve the Section only if the request to contribute such service comes from the member. Such person will understand that his offer to contribute will bear with it the responsibility to discharge the obligation to In October, 1956. the officers of the Ele the Section even when such service inter mentary School Section, who had been feres with service to the Section or group IXi tAe.> S'atu'mU Safetv i in* jiiim.ifv 4ftiliAtion i ' (Operational f'r>crdure*i To further `t;rrj' ih type or persun m nembef'hi(> *mh ihe Section, the Executive Committee oil October, 20, 1959. adopted the ! oliowing descriptive definition: "The Elementary School Section U com- i-osed of persons who ire concerned with the total education of Hie elementary school tuld and who see saiety n an important jetn of that total.'* Et t* apparent <n these definitions that the Elementary School Section takes as a funlUmental assumption that safety education in the elementary school is to he considered as 4 part of a balanced whole; that if we are going to get the best thinking, the best irattenhip m matter* of safety education we must interest (hose wlio are thinking about il*e growth and the development of the total child This assumption is underlying our work with I he associations. fl Solid, vxsnd activities which could be expanded or contracted in accord with re* -emrrcs available. in October, 1957, orfimrations dealing with elementary' education sent represent** lives to a meeting m which (he question tinder discussion was "How beat can a vaietv organization, such as the National Safety Council, help educational organiza tions with that part of their work which relates to safety. The representatives asked that they be kept mlortned. They wanted information about the accident problem as it related to elementary schooi boys and girls ... its type, its scope, its magnitude. The* re*(nested information, also, as lo trends in ihr way of proposed solutions what they are awl where they are being tried. Tins is, of course, the request we are try ing to satisfy in our informational mailing*. Cooperative projects, as will tie seen from the annual reports, have in many cases grown out and are continuing to grow out of this cooperation. The work with the associations, unlike a program of our own which may out-success itself, can he ex panded and contracted according l* our resources. C On-going Activities of the National Safety Council. (`Me of the first truths realized by Hie officers of the Section was that, Elementary School Section or no Elementary School <ernnn, (he National Safety Council was '.obliging m activities which effected clemenlarv school boys and girls. The Section took the stand flat it i* Hie National Safety Council m the elementary echoed field and that any- actmtv m which the Council engages should conform to the policies, standards and beliefs of the Section. Further, the officers believed that only on (he foundation off an understanding of tintvork already m process could future work he planned. A five-year period \va> therefore <et a.ude to study the ten areas in which the National Safety Council was operating a* related to elementary school boys and giri* Three objective* were defined in the eval uation procedures: . To evaluate the materials maktng `uegestiam. if nercs*ary, for improvement. . , To inform OenienUry School Section members of National Safety Council mate rial* and activities relative to elementary vhool boys and girls. . To involve a targe proportion of ihe membership in the Section's activities. Ml areas were considered worthwhile b> die Evaluation Committees, and, in addition, uime vpecj&c recommendations were made. *ome of which lave been acted upon. A brie! summary report for each of the evalu ations follows: I, School Secturn Annual inventory of Trafie Safety Activities . . . State and City Farms As a rauit of the evaluation of this activ ity, the Section requested that it be official!) represented on the Advisory Croup for Hcltool Traffic Safety Education. This re'tuesi was granted and now have *uch offi cial representation. i. Elementary School Manuals The Evaluation Committee recommended that the manuals. Foundation for Safe Ltrtiiir and Mach I* Do About Safety, be contamly kept in `lock. It turned down as in effective. a proposal that the manual content )<e rewritten into article*, printed m Safety Education and reprints be made available. The National Safety Council has had little Miccets in merchandising school material. The Section, therefore, believes t t* r.ot worth volunteer and staff time to prepare aid keep the manuals up-to-date, if they are not going to be made readily available to Kliool people of the nation. m Pending the tune th-t 3 More satisfactory methods of met . Manditmg can be developed bv the \ationil safety Council, or h Ajiccial cfani* made amiable for tree -liMnbuinm ihr 'vrttrn will attempt lo fill Hu- need by encouraging other organization* iilurh apparently have more effective merliaiwlieing abilities m the wdicol field to i-repare such manuals and by turning over to ,he*e organizations, Section resources in I it eparation and testing of ruefc manuals. We have successfully completed one iuch imperative endeavor. iu/r/y Education Magootne The evaluation ui the raagajtme wa done the I9,i to 19?M idimo. lUcellem comment* were made concerning ific elementary vrhoul article* but tliere were tarn areas m which article* were thought >< l< needed, but were woe available. Tlie ktafuatwei l<u*ratu:trr turned ii<*if mio an Acoon Outwmttee and wrote the !i<-cdcd article* However. the evalwaiwn of a periodical is i-4 a mailer which can be done once and rgMtcn. The Section will have to et up .me nmiiiwu- man* of e-raluatton. Tlie Elementary Srhod Section is offici<Hy represented os the Safety Education mavRUine Advisory Cumnuttec. 4. The Sotionai School Safety Hofu'r Roll The Evaluation Committee came to the ivtrloMnn that the most effective way to iruurt tliat the National School Safety IImwsp Hot! reflected the policies of the Elementary Cwlooi Section wa to request that an official .representative of the Section '<e added to (he National School Safety Honor Roll judges Committee. This request bn been granted. * Elementary Leu.nu and Posters Miggestion tnr tiqwe* were turned over to he author*. *. Policy Statements All Policy Statements relating to elcmennry schools were examined with care by ihe committee and u a result, two statewnt* were rewritten, these are: "Desirable Experiences in Elementary vhnol Safety," and Helping ochooU Teach i*.uf >-n- us*( Daughters to Live saielv ' This statement originally worked mu eoniunction with the National Congo,** >t Parent* and Teachers was revised with the aid oi Hie Congres*. and the following organizations, Hie National Congress ot Colored Parents and Teachers, -National Lutheran Parent-Teacher League, Natirmai Council of Catholic Women, represcminj* Mothers' Clubs, and for titeir parent-sctiool groups by the General Conference of Seventh-Day Adventists and me National Union of Christian Schools. One recommendation of the commuter that each member of the Executive Committee be provided with copies of each hi the policies. At a result, a Manual has Ixm prepared for each memher of the Execuitve Committee and all new member* ceceive such Manuals as soon as they are elected. New policies as issued, are xmr to ihe members for inclusion in the Manuals. 7 Softly Education Data Sheets T!m rommiiic* expressed die opinion that the data -beets are excellent publication* and ire tilling a real need in the elementarv oehools. Changes m indexing suggested by the committee has been effected and data sheet* have been prepared in the areas where (he Evaluation Committee aid tbev were needed. The committee's most serious criticism tv-\* Hut the sheets were not known by (he elementary sctinol teachers of the nation. No way to overcome that difficulty has been developed. Like the magazine, lessons and (mster. way* must be developed for periodical eval uation of the data sheets. A Statistical Presentations The committee was in agreement that *tatiHtral mtormatmn about accidents to ele mentary sciiool boys and girls and the causes of these accidents must be in the Ivand* ot ihose who are planning educational experi ences. The committee was also in agreement that the present methods of supplying this iniornutton are unsatisfactory, Improvement in metnods or presentation wsi* referred to the Maff representative. 1.13 s? . (. Krtatmtf lo Children Carried on hy X'jtuMMt Safely Council Drpari- m>ntt Other than School and College Publications which are aimed tor boys and mrl* directly or for their parents come mto thl caie*or>- The committee agreed that checking it' this material (or conformitwe to Elementary School Section stand* Ards wa* ut nect^ity a staff job. Expen* mental evaluation ot sample materials lead to the conclusion that the School and Col lege Conference statement. "Criteria for the Preparation ot Safety Education Materials tor Schools." *as a satinactory guide for the tff reprefentatne. Note: Only nine areas are reported here because the state and bty form* of the Annual Invemorv of Traffic Safety Activi ties are reported toeetbcr.l D, Other Projects and Plans for the Future l lie beckon now has .1 solid foundation i>n which to build plans for the future This work will begin immediately However, it has not been possible for the Section to stop living, as it were, while doing thu initial planning and excavating, it has become involved in one area which seemed too banc to postpone This i the study of the Distinctive Kale of the Elemen tary School m Education for Safety Living. It has also become involved in iso co operative projects with other Sections. One of these is a cooperative project on safetv m bicycle riding conducted by the Safety supemjor* section and the ether a study it the competencies m vafetv need by e!e* mentary school teachers, which, started by the Higher Education Committee, has now s*rome a cooperative project with both 'he Elementary School Section Education Sn- ji-msors Section. WHAT IS PAST IS PROLOGUE FOR THE ELEMENTARY SCHOOL SECTION Sy RUTH HIGGINS Principal. Fravsef Elementary School. Louisville. Ky. VVhat's p*M is prologue ' it yours and me discharge ` How can we make Act I measure up to uch a magnificent prologue as the one to which the report just given be-if* w-ilnes*. Gut we meet this tremendous challenge; With such an interested dedicated group as we have in the Elementary School Section, we can t (ail. St*---let's begin. A good play must itave a dose relationdup to the prologue. We shall certainly con tinue working m the ten areas which have just been evaluated. 1 suggest also tlust w-c set up some continuous means 01 evaluating them. Constant evaluation anti revision are necessary operations in a world which changes so rapidly. We shall also proceed with tlic two im portant and exciting project* which the Ele mentary School Section has launched. Homer Allen's special suid> on teacher's competencies and the distinctive role of the ctviiirntar* n-ti>a.| mhS cdtieanan for safe Itsm? ju-i *|Hik<'tt i.l hv la>i> Clark- Xulhing tnuid |< more inspiring than this united ttinrx an the part of the educational force* >11 a child's life to ftelp him achieve a tail .md happy one. We shall also continue with the founda tion of our work which is working with and through our 71 educational organtsanon*. Where <iu we go from here? Shall we merely run on the stage snatching at this project and that? The lives of playwright* are testimony to the work which must go into the careful preparation of a script. Sn our case we must build a framework from which the most important activities in regard to safety tor the elementary school child, for hu teacher, and for his education in safe living, can be selected The `'lemcntary School Section will cer tainly not endeavor to lake all the parts but !d& .oitf ( >, nicrenft' t Will attempt tu paint out die east oi charicter* needed and to some extent what role each can best assume. For the stars ot our play, the child, his parent*, and Ins teachers, let's bring to the planning of our script our imagination, our knowledge of safetv And .uf enthusiasm. First, let our comitlerafKiCt be geographi cal. Are we prepared 10 reach this elemen tary child in even state of our great nation through our membership. Here u the map. As you can see Alaska, Colorado, Hawaii, Mississippi, New Hampshire, North Dakota, riouth Carolina. Puerto Rico, and the Virgin l*tes have no members in the Elementary School Section. We need members m all states. The two-way cummumcatwn the Elemen tary School Section conducts with tu mem bers is most important. Each port of cur country, while having seme condition* in the live* of the chtldrts alike, has some which are quite different- in all schools, children must be taught to use scissors afely and to ride bicycles properly, but m my school district, we have never had occa*ion to worry about electrified fence* a) -ome of the schools in state* farther west. 1 think that in some sparsely populated areas, the safety sponsor would be amated to learn that in one school where ! served an average of three children a sear were hit by automobile*. I'm sure that Nevada, with a record of one tornado from 1916 to I960, doesn't have the concern for tornadoes *lut schools in Oklahoma da, with a record '( 1,0313, ur Kansas with 1,167 during the am* 54 year*. Schools like mine, therefore, would work hard on methods for cnpuig with traffic liaiards; the western states would wnte a tcuisle for protection against electrified fences; and Oklahoma and Kansas devise &nd test methods for keeping children safe ui storms. Each geographical seetton give* greater emphasis to a phase of safety particularly important to it Through our membership and its media of communication we can share our information and experience. Let's try to Interest all of our states in having <me members in the Elementary School Section. 1 would like *& tfv x step further than inemlicrsliip in every state as a goal, and endorse .in idea suggested by Lev stivertule, that of encouraging communication between members in the ame state People who live in the same stale hate a t ftling ot kinship simply because 'hey do live there Oiteo, however, the conditions under which they live arc entirely dissimilar. Thu was brought home to me wlien an urban nnerned teacher 1 rom my school re turned home after attending a leadership conference in which ail pans of Kentucky were represented. The educators were di vided into buaz groups at one point. "And what do `ou think our group *.~u burring about?" she said. "How to get (he school bus to the head of the creek and down into the hollow! And the* were dead serious itout it," she added. Then site said the mo*t important iiung of ail, "We had a ball, meeting ml those peo ple from different parts of Kentucky and hearing about the . problem* " Sometime* we travel in rm -< deep wc can t see the other travelers m their rut*. \ think it might do a great deni to further the work of the Elementary Scl.ird Section if members living in (lie same .late had ome contact with each other and developed sympathy and assistance tor thu** who-e problems were different. Haring established our line* of communi cation, what program or what program* shall we carry to the elementary chtkl? t propose that we find out what ha* already been sufficiently taken care of, which need* mention, and what sort of attention it needs, to make our survey a trulv compre hensive one. This ume, I suggest that wc consider the life of our youngster, with a clock a* our guide. Let's start at 8 :J0 with the school bell. Let's not smile complacently because the accidents we report at school are fewer than those which occur elsewhere Attitude* and feelings, originated at school, may give im petus to accident* elsewhere, or a* wc hope, education in the school may lead tu safety "everywhere--all the time." The building is our first consideration because it must provide a safe place for children and a laboratory for leammg sale living. If the boilding is just bring erected, it is hoped that those responsible for tt erection wilt consider (he philosophy as ex pressed in "Safety in the School Plant'* EAT .ootatned in i-ientrnlary School tJutldtmjt, O.'tiqn foe Ltormmp, The 19S9 Yearbook of ihe Department of Elementary School Princ-PaU, fXationai Education Assn.) "The factor of lately should be viewed in two ways. first the physical or environmental aietr u etuveived. designed, and huilt into die school -rvnnd the behavioral *aietv that can he made to prow out of the physical plant and into the lives of the ehildrei and teachers.'* Some vhool personnel must work hi buildings which have been erected without Mich thought being given to it. Their task must then be to make the building as dose tn the ideal as it can be made. Hon `ate are -chool buddings and -choo! ground*? *n*e new buildings bong Iniill and ground being planned with both on iron mental and behavioral safety m mind? Wltat 1- t*cing done for buildings ilready there? What can we do to help both stations? Let's make this part of nur inquiry. It follow* itiat if behavioral safety is to emerge, that the competency of the teacher 1- involved, and, already, itie Elementary School Section 1* working on a protect con* ccmed with tliat, It i* cooperating with the Higher Education and the Safety Eduranon Supervisor's Section. The preparation of the teacher, tier insemee education, ac cess to materials and guides should be int- (ortant parts of our inquiry Let's took at another period of the day, the rime just before school or just after -cboot, while our youngster is traveling be tween home and school. Is fie trying to cro*t mam artery tike the Dixie Highway often alluded to as the "Dixie Dieway"? Must he cross at traffic lights on a down town street? Docs he ride a school bus? Is the bus safe from the point of view of construction? Driver competence? Pupil be havior ? Is he taken home in a car ? Vow let's consider the hour* lietvvccu. when the elemcntarv school child will he outside ihe jurisdiction of the *chooi. Here each child's life will be different from that of some other children, because of geo graphical. climatic, or economic features, or because of his own temperament. How will hr spend his leisure? Studying under a good light, working at a hobby, having fun at home in ;i warm friendly circle, romping in 3 *<rd regularty inspected for dangerous props like broken glass and rusty nails? VviU hr spend it seeking excitement from nding a bicycle down the ramp of an ex pressway into deadly traffic, or crawling iver refuse and beer bottles on a tenement tatrs1 Who is responsible for hit safetv U home? 1* the school obligated m an* We must cunsider the calendar (or pari <>f our survey. What about Americans bent >n using their Holiday and vacation tenure for going places and doing things ? Who ha* not listened 10 the accident report a* it grows hourly over Labor Dav weekend. Fourth of July. Memorial Dav ? The road* .ire thronged with tourists during the sum mer monlhs. Wlten I made a small survev of children s expectations for summer, it wasnt surpris ing that many were going to travel by auto mobile. What did surprise me was that -everai families had acquired motor boats, f was even more surprised to hear how inuitic the Coast Guard officer was when lie discussed with me the hazard0*1* condi tion on the Ohio because of Louisville boat owners. The Louisville Safety Council wa* equally concerned over the increased use of iuwer mowers bv young people. Water ski ing, trampoline ,lumping and skin diving itave become run of the mill activities for vacationers. Everyone has a barbecue grill of some kind. How can we help keep the 11in safe fun? "The best practices 01 mental health arc .tn integral part ol safety education" we rad in "Teaching Safety in the Elementary School" by Charles Peter Yost (American Assn, Health, Q. E. and Recreation, KEA) ; "For a child to want to live safely, he must think of himself as a person worthy to live safely, worthy <0 make his own plans and decisions. Teachers have a very important (art 10 play in forming this self image." `1 think promoting this idea should !< .1 big part of our effort. Tin* philosophy i* m* only necest-ary inr good safety education Imt for good education of any kind, but it* great effect upon the actual life and physical well being of a child gives it added im portance. In our research into the factor of mental health. I think we would do well <0 look .it some modern trrtid* and pressures. There I r :>an* but I -lull mention rust a few. r*i I would tike 'o pomt out that pres.re* are not alw-avs bod arvl they are not >J for all people. A *ood example 01 Hi* . the trend toward mobditv. For some iiildren this rontnbuie* 10 their *elf re -ante, gnes them vaneu r.i es(>eflenee and .iflpt them develop the ability 10 win triend*, i niters however, lose uut m xfwol imtrucion, tcel unwanted, inept, and vtrange, lose .merest. For the scry poor, the families who mfive because dies cannot pay the rent, the child ts usual!* Using in a dangerous environment because hu house is uneared tor, and he is changing so qmckJy he misses u'ety instruction. Dr Corum tn "Slums and Suburbs" sav* I recall the principal of one school *taung hat a teacher absent more than one week will have difficulty recognizing her Has* when she mums." For same, mobility nukes for a more hazardous life. On the other hand Dr. Conant sen dan,:er in the Uvea of children well off wv lomically, but living under the pressure of 1 heir parents' expectations which they do i>ot have the ability to fulfill. He say* 'Kindergarten and first grade teachers fre quently hear such statements as, 'I <kxtt care what you do so long a* Johnnie get* into Harvard.' "The parents are determined that at lean ihe boys, regardleis of ability*, receive a degree from a college with high academic standards. The pressure mount from that ume on through the grades, increasing in evenly so that all three parties, school, child, and parents, are aware of the import;uiee of college board exnunatioas and the day when the fateful tetter from the college office is due. ' "1 lave heard from the teachers and prin cipals in some suburban schools that there is more evidence of breakdown in health than ever before- Parents report children vho experience nausea l^t'.re `<ro;na u> -chool each morning," Under u<h pre**ur*-, it r*it lw protuhle that *ome children would have more xecirieiil,*? Along with other educator*, Dr- t nnam recommend# way > m removing In* unreasonable burden fnnn tlie child by properly guiding him imn arm* be ran handle without failure. Along this tine. Dr. Ouxllad oilers tii* idea of die non graded primary block which allow* the child (o progress through hie first three grade* at his own speed without having to cover a certain annemi ol ground tn a year. Ollier educators advise a track system Sul] others abhor it. Since school orgimtaturn has a great effect upon the feelings 01 riuldren and parents, it is my belief dial it has strong implications for safety education. We must take it into account. Let me conclude with a brief lifting nf die goals 1 have suggested: 1 membership in SO states: 2. member? of .1 Slate united for safely ; i. a survey of all arras or an elementary school child's life to determine and fulfill the need* m safety education and protection; 4, establishment of a continued* cvahation of the arras m which the Ele mentary School Section operates Do you approve the scrip!1 The char acters arc those which inhabit the wonderful world of childhood, our properties arc thotc which engage the attention of a boy or girl and that means anything that rolls, flic*, spins, jump*, bounces or what have you. Our plot may at limes be rather involved but w know that at -all times the theme e arc trying to bring forth is the familiar one of Albert Whitney to make our hero rate from hazard*, safe jor adventure*. The put a prologue, wiiat to come 1* yinr and my discharge." kre we ready for Act I? Let's go? JOINT SESSION, CHEMICAL SECTIONCAMPUS SAFETY ASSN. `iaCI ... CaCU .......... SiCt* ............ tfgBO. . - Feck . . F*CLt .... itgCU VlftOtt)! Physical Form* C-mtfrrntr AN EFFECTIVE SAFETY PROGRAM FOR RESEARCH LABORATORIES By l A. KELLY Director, Chemical Engineering Laboratory, The Dow Chemical Co., Midland, Mich. Tim jupvr s' rnnccmcl with the safety program prince; ,u tiie Chemical Engi neering i t The Don Chemical Company. 'Ac will discus* who we are, what we Jo, and di<cr6c <tne of the safety tools we use. We ran sav (hat research laboratories I'wncni change >o the pJ.ints and processes they serve. Suittlariv, laboratories them- .'.dies undergo change, and it is this very actor of change tliat often gives rise to accidents m re*afch lahoruones A,* new research programs are added and new pilot plants are started the total number of peo ple m a laboratory increases. Likewise, as programs are completed the laboratory popu lation decreases as many of these people move with the new production plants they have helped to build or to other activities. ,\'ot only does the total population change, so does the ratio of technical personnel to hourly personnel rltange. As these factors chance. *o d^c* the .lecident experience linnet* The nccuient experience < minor in Mficsi ranges from nlewt 're per perwt per >c*r to U.27 per person per year. Whaf n the spectrum of interest for such laboratorv? What chermol* do lahoraton personnel have to work with? Figure 1 ilh<imtes some of the chemicals about which rnnstderahle knowledge ot toxicity and uife practices is required. Note, chemicals on the reagent shelve* are not included. K brief look at Figure l illustrate* the m.irtv ehemicals and forms of these chemi cals that one laboratory sees ever a period of years The list is not too much different from one you would compile for your own laboratories. Fome new chemicals would ap pear in your lists but it i< doubtful if in the segregate they would pose anv more of a hazard At any rate, they do change from year to year. In addition to the hazards at chemical*. !-Ul HBr HI .............. r .. KjfO* . . .......... ,VaO c*ioa>, MKi ... OaKlPO. ... PtntachierepncBol - A 4-0* ........................ ms.-- S'TCA` .... Dilspon' ..... Sulfur ........................... Parathton ......... MsUthlon . KOKLAX* Insecticide TROLCXCS . ...... MHhyl Bromide .... Ethylene Dlbromlde Carbon Tetrachloride 0ar!eocnniorcohBlorropp*rnoepais-e.. - - Carbon Bisulfide ... Petroleum Naphthas Vrnmatlc* .................. Menhots . * -- Suiyt.n* ffutane .. Hydrogen - xitnsgen . Oxygen SOi .............. - AR<egisetendredUatwtdemarkj at The Pw Chemical Company. *. i. rauncALS ,a'-'iDR" roraD "TS we also have mechanical hazards to consider that are associated with unit operation*. What operation- do we do4 Figure Z lUus'rntes die mmmtwt nmr operaiions carried ut in the Cbnrral Engineering Laboratory. Precipitation KraponUoa Piltnttan CDarylcininging Mixing * rv*uJtiaatto Peilellttng i-LtlrudLBg _ tit* t>arati .'.rindioe Materials Handling Figur- I TYPICAL. CN1T OPERATIONS These and other miscellaneous operational activities are a fundamental part of laborsmry life and contribute to the mcdiamcal liszanls in a laboratory. Although, matt rf ilicre operations go on 4iv in ,w| dav out. the operasnrs oi the equipment are not neces sarily using the same equipment day ut ant lay out, nor are they usually working with the Same chemicals. Again, we see where the inherent changeabieness of laboratory work is prominent. An effective safety program fora research LU.ntory imit then he llexihte enough n. \'-n ,i,..,.ihih1J,hc n< \4i*>iii^ |>ruLlrm and sit uuon* amine in a chromic organization. It must reach .inti mocinie Ph.D. level pen* (tie as well as the new 'operator just arnv.n? <(i (lie |ob How cart i)ti be arcumpli'hcd * Possibly the first requirement is an altitude on the part of manjRemem that safety is impor tant tJut all un<t*r*iand that safety is wanted everywhere `n the plant, not just in Ihc lab oratories or vhop or other spots where per haps utety mtghi He more muly atiained. N'est. `p nexd vame tool* with which t*> *urk. S-ome of the more useful toois are T {. Safety meetings a. group i personal contact 2. Key point card* .1 loti hazard survey* 4. Records 5 Gimmick* to perk tip Mien interest ft Organization momentum :i. Safety Department b rofety Standard* : Safety Procedures tl, Supervisory inspections l-avh of these tool* is worth wane ex.univition to see how it applies. Safety meetings arc an old and tamiJiar turd, but in spite oi their age there * lots of hie left in them. Safety meeting* are one .f the best tools for getting the safety mes<4ge aero*! to people effectively and cheaply, provided ihev are well planned and executed, bach meeting should have a chairman re* sponsible for planning ami organizing it so iliat when the meeting is over, the poopfe who attended realize that they lave learned -44urthmg about safety and can recall what it was Long recitation* of safety statistic* -liquid be avoided like the plague: the group orator, who can manage to break up any meeting by beating some tncalify to death, diatild be anticipated ami ;i defense estab* 11 sheii. In order to aiuid merespuming one per-.ii, rotation of efuirmanship is advisable, it least among tha*e men in tle group who ran handle this sort of thing, t'mhfnkmg rotation of the chsurmandiip can be deadly ii it falls on a person w!m> itist can't face a group Save him for some other activity where he ran wi>rW alone or in a small '*,rhUP Group !**, ut '"ir experience, does not .<ein ti t-e too iiiicurtaiit. `iroup* have ranged tram ms people to Sixty with efteetise mult* O'er the tong term, it does <nn 'tcsirab'e to introduce *ome vsrteiv by Miing several small group* to obtain cov* ir.ise for a jear or so and then move to a *ingle large group tor a period. \ ort of .-mend safety tone can be established through il>v larger group I oeation of the safely meeting in a quiet. ...... Hortable off-the job area seems best as tt rnmorces the idea that wfetv is important util that it is worth leaving the 10b to learn I*.re about it. Personal contact, er individ ual meeting*, are a poor substiiute for a `,*roip meeting for two reasons l Tliev frequently are not held. 2, When held, they are usually on tiie job iie and the message is diluted hv proximity to (he operation, h is worth paying meeting "call-in" pav !< mold this. Monthly meetings are desirable and our ! i* to have every' man attend a safety meeting each month. Format and tone of rifely meetings 1 add be carefully consid ered in the light <' the educational spectrum (resented bv the audience. The message ha* to be gotten to everyone? Therefore, we have found some value in assigning parts of the meeting program to people of differing educational background so that there tend* ir he *omething for everybody. Key point cards represent a tool in wide live throngliout Dow plants and laboratories Thee cards are readily available throughout the plant and arc made out for each job before starting work. "They ttwy be made init by the supervisor, by the man, or by both together. The latter course seems more effective. When completed, the card may be placed on the machine or operating unit <n a dear protective jacket where it is avail able for easy reference. Duplicate copies can be made and notation of employee's name* f placed on the reverse side) with whom the key points were reviewed. The key point card is particularly iiteful for the laboratory situation where new jobs, new equipment and new people are fre* fluently appearing on the scene. Since the employee can participate in analyzing the Ley points of his job. it offers a route bs which he can ieei greater participative re<pon*ibilitv for his own rafetv. Also, it M2 ..Ituui siiflt Cv-'-V-ic i .,n>(rfn(< iKirmtl* supervision to up die practical know-how of experienced operators for the rwnefit of the new or less experienced op"f-tors Key point card* take time to nil out prop- ,*rlv. They take time to read They do a*,m in stimulating thought* about saietv on me job and accordingly are a powerful tool ii. accident prevention ii u**d They ilo no in a filing cabinet. Knottier useful tool die job hazard -urtev. \K herns the kev point card it di rected targets* toward education of the em ployee on the hazards of the joo he * ihout to undertake, the job hazard survev uwd o study the tob while it i* being -lone. The study i *rrnmrli*hi by a fellow employee or a supervisor *unpiv following the man around on the t"b and noting on the sheet the operation being performed and the unsafe act* or ronduiont i*ocited with each step -\1I roomiiruion of time -link or spurn; t* kept out of this procedure by restricting the record comment.* to safety and restrict ing the u*e to safetv improvements, \lso. it ts best utilized aa 'iuM -mother tool " that lias Imen previously described in safety meet* mgs as being available at the man's requestAfter the form i* completed by the partieul.ir ohsencr involved, it t reviewed by the man and the observer and afc<y violation4 nr oversights are noted. f/sualty, this procedure requires some primi tive effort on the part of supervision. The men generally fail lo *ee the usefulness of 'he procedure tmttl ther have actually un dergone job hazard survev And have par ticipated ax an observer. The greatest ratue t ihe job hazard survey lies in the fact lint it never fail* to uncover at least one MCnificant hazard on a job. Many* times these hazards are ef the hid den or "booby-trap"' variety. For example, the key point card may read. "Vent fas on fnr loading, blending and draw-off." Hosrcvei, in action the observer ces that in turn ing the fan the operator climbs up on some feverpaks to reach it because a storage area i- intruding into an operating area. \ tripping or failing hazard that nobody thought about is now seen to exist. Hence forth, storage area* are planned more care fully; the operator thinks about Imw tnsc>nre a teverpuk can be as a temporary platform, and the observer goes bock to his job oi w/.-ndcrutg how man jiish things he might do tn a day becait** -if habit or expedienc'1- Records are wipnmm m vuny in fe-areh laboratories We need to know who 'as attend'd safety meeting*. what x* h.ussed. what was done about suggestions. Ue nerd records in help maintain a con-i-ieni program. I*ot that research people .re ,inv Ss human than any other `itper- .nors, but because ihev are so bu'i con. 'ributing to the Wood oi cientihc intormation and tackling toda* 4 tauelt research i*oblemt, that time passe* quite rapidtv Rectf.j* and schedule* help to remind 4 that afetv needs constant attention and action Gimmicks have a usetu) r <i in laboratorv ~urty to perk up laded safetv appetites One `uch gimmick was a 'aietv treasure ' unt. k psle of debris was collected in wenty minutes during a aieiv meftiflg bv imply sending eieobodv out with inMnic ions to pick up all movable, misplaced items r junk that was obviously creating poor ' u*ekeeptng. That meeting receives ia\nriMe comment a sear and a half knee' There's a place for innovation in laboratory afetv provided it's not done too often or -imply for the sake of being cute or dif ferent. Laboratory satetv t a complex subject and the few items illlustrated here are not the only tools of safety Ther play an imiortant role in improving safetv htrt perhapi r,mi important is that which we ran call f'trqxroz.itton Safetv Momentum. Organization Safety Momentum i< ttui Inving force that it generated bv a man agement intent on achieving improved safetv. It ts the sort of over all goal *eeking m *it> that an active safety department in stills tn a plant where thousands work. It It reflected in issuance of up-to-date and workable safetv standards and procedures. Safety momentum is maintained by peri*iic safety inspections by the laboratory di rector and other laboratory supervisors. Es pecially useful, ts a safety* inspection bv the laboratory director's supervisor. This rap idly illustrates to all that safety is an im portant goal. Safety momentum develops in people who are exposed to good safety prac tices and who partidpite m them, ft is this momentum that is tiie hadchone of an ef fective afety program fur research lab oratories. t-U S, I,. ,/ .IN,/ ( If. (*,- - * <.. A TEACHING OUTLINE FOR INSTRUCTION OF NONTECHNICAL LABORATORY PERSONNEL By MARK M. CHAMBERLAIN Wwern Reserve University Each tall. thouvan i* ut ire-hit'et' .ire cnrolled in college course* in <rlu,nit*r* Whether thee ec-of^es are titled "College '..'hemmry.' "Ccneral Chemistr-i,1' or "f-Vehniin Chemistry," their purposes are idemt:'al: tn introduce trie student to the fundsmental concepts of chemistry, (o prepare fum m certain basic laboratory skills, and lo lay the groundwork for later learning in chemistry. At best, the eolleges can assume some high school training in science and a '!rire to lenm on the part o these student*. lAuly, industry hires new people to act as laboratory- assistants and is faced with, prob lems similar to the ones the colleges face. These new peupie must alo be taught cer tain fundamental concepts of chemistry, trained to perform certain basic laboratory operations, and given the opportunity to Urow in their fobs. At best, industry ran assume some high school training in science and a desire to learn on the part of their new employees- Techniques for solving these problems are quit# properly termed "the art of teaclung' whether it be done formally through col lege courses or informally an the job. As with any art. there are no fixed rules to guarantee success in every instance, nor will the art as practiced by one teacher neces sarily be effective when practiced by another. It >s the purpose of this discussion to pre sent an outline of one approach to the ef fective instruction of these novice laboratory n orkers. Two general questions must be answered before specific details of the instructional program can be outlined: just what is to be taught, and what i* the philosophy of in struction * The material to be taught i- dependent upon the job the student i* expected t<> leant to do. and may be divided into two areas; concepts and techniques--the whv artd the what A student being trained to perform routine analytical driermtnations would require heavy emphasis on technique, whereas the stnilem U-iny prepared to par- it. i rewards w<mut require a stronger i-mphaM upon concepts. In neither cam- is it Mjtiieunt to teach just techniques or just concepts. The philosophy of instruction is dependent upon the personalitv of the teacher and the mvmritx of the Muttent. h may be nsary to use a "hard *dl" approach in which the ,iudcm is forced 10 learn, by rote memory if necessary, and is made to reproduce this learning at intervals on oral or written cxanunauons. For some, the ``sou sell** is bet ter; me student is first given the desire to Seam--motivated--and the instructional micmh--books, lectures, personal conferences ---are then made available As unobtrusively -iv possible, the teacher guides the student and checks his progress. There is a third approach, however, that contains the best features of the other twa For want of a better phrase, call it the "gentle sell." tn this approach, the student U given s dear picture of what he is expected to Ac complish and a reasonable time schedule t*- tollow. Reading assignments are made, a tormriued schedule of lectures or seminar. arranged, and adequate opportunity gives the Mudent to check his progress by self-tiwang The teacher's work Is neither that <.?' *'** tem disciplinarian of the "hard >< ihe taisern hand of the "soft veil," 'vr ratner that of a sympathetic and tax-wle--:^ ..Lie guide. How does safety fit into ail this'* 7re- is no argument that safety tramenr rival., be a pm of the program, but snetu-ri. incorporating this into the general pl^r. v ..rv The "hard sell" treats safety a` a ->..*** and distinct topic to be handled < cv.* 1 ilw same way as any other top*; of . ksl There are safety lectures. s*tc*v .-e, and safety seminars. The "V * jitcnpts to build simply a saifit . It avoids too much anentka to the *.c.> . of the laboratory. In the "gentle sefl.* the argaajesn . theft is a right way to do cyttm. the laboratory and the right way -hr*- i , !44 H ,, the safe way. bafety is frrated as ait perating parameter m the design of all ex periments on ihe reasonable assumption that an unsafe operation >s not efficient, repro ducible, nor as likely to lead 10 the proper cnulfs. Assuming, then, that the student has little ir.onal chemical training but is interested in framing and that the "gentle self* approach i, to be used in the instruction, a reasonable 'caching outline follows. [ Fundamental concepts A. The periodic chart The most difficult task ior both teacher Miii student is to organize the great body of lacts about matter into an understandable pattern- The periodic classification of the dements provides a basts for such a pattern -.nd the student should become familiar with the chart early in his training. The names and symbols ot the more common elements -Iwsuld be learned, the concepts of atomic number and atomic weight explained, and shc breakdown of the chart into periods and amities understood. 8. Atomic structure and chemical binding The treatment of atomic structure may < as simple vs the statement that atoms >;<ntain rrol*w and neutrons bound into a "uctcus and * peripheral shell of electrons; be number of protons given by the atomic -lumber of the element and the number of 'tetrorts in the outer or valence shell ind:,;ed by ihe family number on the periodic s art, >, more sopnisticated approach in which * electron i treated as a wave, electron , ;nbotion as a cloud of negative charge, ; the elcctrbn* ordered into *, p, d, and t - it.,4 may also be used. In other case, --ivture of the atom should be related to - pnsiitcm on the periodic chart. The choice Approach depends upon the purpose of training. -licmical binding may be approached from siine viewpoints stands can be repre- .--r-f hooks, as electron-pairs between --r as the overlap of simple or hy- - ,,je-.5 r-rbitals The periodic table ran be -' - *sue about ionic and covalent bind- 1 * . s. in atomic structure uuj cl.wiuicjl litiuimu. irvatnietn ni chemical reactions as processes m whicn bend* are broken and made becomes reasonable For convenience, fractions may be classified as redox loxidation--reduction in which there is a transfer of electrons) and non-redox The electromotive senes can be explained and used to predict possible redox reaction*. Here also can the topic of safety be in troduced. For example, on the bans ot Ukperiodic chan and the electromotive senes, the strong oxidizers and reducers am be delineated and such reactions as those of aluminum and sulfur or indium and water used to illustrate vigorous redox *vtem. Kinetic theory con be uw.d u. explain the varying factors which influence the rates of chemist! reactions and a l it oi rienientary thermodynamics to explain the he.it effects tiut accompany them. This is an i<ka.l place to talk about combustion processes and tlte effects of catalysts, temperature, concentra tion of reactants, ami state of subdivision upon reaction rate. Again, safety is taught as the teacher points out thru* factors which make for vigorous reaction and the tech niques that can be used to control reaction rates. D. States of matter Rather brteflv, the general properties of Muds, liquids, and qa<c can be mentioned with particular emphasis upon the pressurevolume * temperature relationship* of ideal gases Safe equipment <te*gn can be fre quently discussed hcr*- E. Solutions, acids, and bases A final and quite pracurat topic for an introductory course drals with the prepara tion and properties of solutions. The term* *-olute and solvent,** "vaturated and unsetunited solutions,"* "concentration." and "solubilitv** vliould be explained qualitatively and the student taught how to handle concen* traiioo problems quantitatively. Acids, bases, and the pH scale are taught as part of this section. The Arrhenius con cept--an acid as * proton donor, a base as a Hvdroxide donor in water--is probablv adequate. Acid and base strength can be mentioned and the hazards associated with both the proton and the hydroride ion ex plained. it wtU probably be necessary to show that acid strength atone is not a ntfficent criterion oi harard-- witness HF and HCX, both hazardous but weak acids. 14* ,`VA* A\ltuwi l.f/f/y { (I Basic laboratory skills Herr, as in the discussion ot fundamental ''csKepM. safety is imerwoim imn the mlire program V. Manipulation ut giaswirc .u*l apparatus instruction The proper techniques for cutting, polish" uig bending, and inserting glass tubing must Iw taught early and thoroughly. Attention <> tins detail atone wilt prevent a great many laboratory' accidents. B. Unit operations The student should nest l*e taught the proper and safe techniques lor generating nd handling gases, preparing solutions col* teciing and washing precipitates, and han dling volumetric equipment and the analyti* 1 ii balance. Distillation procedures and fwrvualliiauon technique* come next- The discussion of laboratory techniques i* L;ilmmedly brief. There are, really, only a limited number of basic laboratory skills for die novice to master. The more sophis U.,iie<1 techniques involving high vacuums or pressures, high or low temperatures, specI rmcopy, chromatography, etc., can be teamed n needed a* the -tudmt mature-" Herr. .iiemtry bt-c.mr more nearly an an than . wiencc and the run ice icarm pnmanls rom the expen by observation and imiraiioti. Tlie Miv problem dim becomes one *i educating not hr nmx- but the expert > 'iced reeirrhcr 1 here has been no mention nude concern mg emergency procedure* for the nerwre-- arid deliberately so- His major emergency -luijanent it a Uout pair of lungs to use i. Mmmofl aid and an undemanding of ilie iimmuincaticn procedures used io get out nle help. Until he matures in ht study, he wit! not be working alone. He should he (aught how to use tl>e safety shower and <-sewx-h fountain and, by example, the par ticular protective devices needed tor eaci laboratory operation, but he is not yet readv io assume responsibility for administering nut .vid or fighting a fire To Mimminxe: A procedure has been out'med ror teaching the novice laboratorv vorker iundimmtal chemical concepts uwi 'sbnratory procedures. The emphasis through-, "it lias been upon the chemistry and not upon usiety />,-r re In the laboratory, only proper techniques arc to be taught and ontv ,*f techniques can be considered proper. Safety is treated as one of the reasons win i specific operation 1? handled as it is. The discussion or fundament*! chemiot1 onerpts also emphasizes the chemistry-- atoy is interwoven naturally into the argu ment*. haaards are explained in terms oi their basic causes and procedure* to control he luuards are discusutd In terms of gen eral methods to control chemical reactions Ttie student should finish the course with a reasonable proficiency m chemistry and thinking oi safety a* a perfectly natural and logical part of the practice nf ehemistn SAFE STORAGE OF LABORATORV CHEMICALS By DAVID B HOBBS Safety Engineer, American Cyanamid Company, Lederie Laboratories Division Pearl River, N. Y, In nrv r-pinion. the rc*j>..nihi:ii` for -aiety m the lahomtr.ry m c*.liege ;i..d in mdu*try, rests with the supervisors f-ersonnel ut barge. Let me stress this rc<!*-rMhihtv a little further. 1 will use myself a* in iUu-- (ration. One of my assignments is to pro* ude staff services to the filling and packing lepartments, consisting of about 30 people; iMilities, about 50 people; and research which "rnploys about 750 people, composed of the Ih. ' II-iw-mg groups organic ehemieul research, i ihenucal research, experimental t hempenMr` research and viral and rickettsial re* w-arch. I also have various other dutie* -*uh ml-, groups which help to keep me busy. The big question which now cut be atked is "If he carries out his assignment!, how does he do ii?" The answer to this question is, I help, "they do," Let me give vmi a "they do" illustration: 'School and l i i iur plant intormationai bulletin Xa. 04 tor its subject; Plant Acodent Prr.'enlion PtMjram 10 Policy 11 It is the policy of the company to .nduct its operations in such a way so a prevent injury' to personnel, damage to riant property and loss oi product. This (-..(icy must be implemented by proper plan* .mg. training, supervision and control of .wards. i 2 The safety oi personnel comes before ll the demands of production, h is ch rcuon manager s responsibility to see that 'his policv is earned out tn the areas of r is jurisdiction. tj W.,ci< speftal afetv equipment or nppaxci is needed to urotret per*onnel m given exposures, such equipment will be :urmshed, and its use wilt l>* required. 2,0General ?.t Each supervisor is reipMiMhlc withm >i {urisdictlon for: Any condition which may or does re* ,U in injury to employees, damage to facil* or loss oi product. S. Training his employees m safe work 'unices, use oi satety equipment and proper u<-fi m ease of fire or other emergencies. ` Maincaimng his equipment in a safe conditio* and providing necessary lecttve clcrhing for employees. '--7 research group has established a rO* -arch accident prevention committee. Each - the four research sections is represent*! the manager of research services, who r-wers directly to the section manager. 't plant hygienist and I are also members ' this committee. This committee's pur* *e is to oversee the development and ex* -MiKai of student prevention policy -roaghoo: all research sections. Cadi man* iger of research services has the responsi* Buy foe seeing that wuhin his section, plant 4 *,lent prevention policy- is properly carried ;* This is accomplished by section acri* ,--t prevention committee*, who create and --"-finer accident prtveation policy for own seetiott. Ti e purpose of the section accident pro* w.co committee is to carry out plant . Ucr, and te develop and administer a see* - ** j-rograss and audit same. The functions cis tin* committee are to I i meet at regu lar intervals, -! conduct |<n<ltc inspec tions, J) investigate accidents and recom mend corrective action, and 41 audit programs ,.H departmental and work group committees The one in authority in eaeh laboratory (ikes due precautions to saicguard irom injury all personnel under his direction. Providing ihe proper appliances wut* which to saiely perform (Her -vork is a moral and legal obligation of the one tn authority, failure to do this t negligence < >ur labo ratory groups are the 'they do" nerwmneL Safety trt tn< laboratory- is up io mem. and tney must do the job. For years a safety philosophy ut -accident prevention has been advocated, based on what U commonly termed the thr "E's." engmeenng. education and entorcenient. This nil sounded wonderful to nunv an Occident prevention!*t 'Alien it comes to practical application. ''*-we\er. which i* ihe higge*t "E" of them all * Fngineenrg ic <-*etitiaI Tc^av. 'mweser, rente than ever bet're it is "bud* m" by faw and hv >lemaod. Educntirn i the "soft" sell--it has mo-tv idvocare* Eofurxemcm i* the lior^'sell--very effre* *ive when properly applied. **i/#nming up. it is "soft" ittt v " set, Un in actuality, we compromise and uw elements ot both. {Lforauoa is a gonvtucing thing--orve <,t-nvmce'l a person will vurantorify--Ao^i.-uj.i y cooperate. Wlien a habit is formed"it stickx. This t'plies to both good habits and bad habits, 'kind habits must replace bad habits. The development of this good habit is cane' through education, than through enforcement, Through education, people can he per suaded to change their point of view so that the rate wav becomes the logical ar-d accepted wav of doing. Subsequent follow up will reveal any misunderstandings which can be corrected through discussion and/or enforcement, if necessary, "SeWing" the prevention of accidents in volves repetition and more repetition. Repeti tion, however, is most desirable because all learning is based on repetition Variation must accompany repetition to maintain ap peal. 147 I'.t.l nt vu/Wy Contras In order tor an> safety educational pro* gram to b successful, supervisory personnel num be well grounded m good accident prevention principles and in how to pass tiie'C along effectively to the work mree. ln the chemical industry- the expression "on stream** Is used to indicate that a plant or facility is in operation. Safety education .viiidt can be given "on stream * is die most effective type. By "on stream" safety edu cation t mean safety education tn the clanroom, and continuance ot this satetv ctiuc.ii(on m the laboratory. Laboratory safety training must commence the very- first day the student enters the laboratory, and must continue until the student completes his educaiinu. It must be an even day affair. Bad habits can be overcome and replaced with g<<od habits. The nature of the research underwav in laboratories makes it imperative that all Littles and containers be carefully labeled with date, name of investigator, identity of material, and any special warning notice. Unlabelcd containers should be turned over to the supervisor for destruction. It has been found both unsafe and mconvenient to store heavy glass articles on high shelves. Climbing on chairs or bench tr.ps to retrieve such equipment should be forbidden. Both practices are to be avoided Wherever practicable, polyethylene t-ii'Ici imuid be substituted for glass bottles. Wf-never possible, large bottles should be stored on floor level When not possible, tlicv mu>t be suitably secured. Flammable liqtads should be stored at floor level away from possible sources of heat. Solvents must be kept in safety cans away from radi ators or direct sunlight. \`o more than a pint of any one type hummable liquid should be kepi on the laboratory shelf.. Ether should be stored only in the original container, and not more \Uan one can oi ether should be on the l-etH-ii top at any one time. (t i* unwise to store acids near alkalies or oxidizers near organic materials in the tkroom or on laboratory shellcs. Avan,&c* should be kept away from acids. if necessary to have metallic vxjium, potassium, or liihiom and their hydrides m ':ibi-.i-*torie, the amounts of each should be krjt at an absolute minimum, preferably !m the day's requirements. These should be Mured in a tire ron.tant vault av iar away i* possible from the can* of the laboratory ( '.wmners should be examined frequently ior rusting Compre`ed gas cvtmders should always i-c rhamed or ured by other approved means in an upright position, o prevent ( (.fling over or roiling. There are numerous 10 satelv `>ore cylinders of various Wherever possible, lecture bottles of iuc or flammable gases should be used in Kctermce to the larger sizes. Large and null bottles should be kept from heat or flumes. The cylinder* should never be ti*d afullers. If the gas is not to be used icr a period of time, die reducing valve a**e~blv should be disconnected and the protective v;i|> replaced. In no case sltould ga* <r*tmdtrs Nr kept on liand longer than three month* Emptv cylinders should be returned 10 'Dc stocknxnn supplier without drL>, Leaking cylinders should be disposed o; in accordance with established procedure* V\ i>cn sire permits they should be placed in he hood and siowlv bled out until thev are rnipty It too large for die hood, the* ffinuld be taken outdoors and bled out luwly m a safe manttcf and at a point tar trom surrounding buildings. "Safe storage oi laboratory chemical, de pends upon anyone who is in any way con nected with the laboratory- Each person mn-t accept his responsibility. In a commercially built laL.ratorv tyj* we have a small-quantities flammable bq\u-2> torage cabinet of hre resistant <n-tructk*i (18 gauge steel with riveted and *f-t wel*l**I 'earns). It has a steel double-w-aU cm>*ruc tion with 1 Yt inch air-space lietwec* inner and outer wails. The door sill is raised 2 inches above the bottom of the cabinet and the cabinet is liquid tight to this point. It is provided with vapor venting provt-km*. Two vent openings of 2-tch standard pipe size arc located near the top of one wall and close to the bottom of the oilier wall Each opening is equipped with a removable -crew cap and covered by a perforated metal tire baffle. This cabinet cut also be utilized for stor age of various types of chemicals, it can also be equipped with a sprinkler nod. Material in the cabinet is plainly identified. 14* important adjuncts to the laboratory safety located m an -rca awas from other build wheme are properly designed containers for ings, but not too far away in adequate!* taste solvents, broken glass and flammable provide necessary dispensing icrucc. ,`lt .regent* or solvents. The ail metal waste drums are grounded. receptacle cover t equipped with a fusible link. \nother example of outside storage is a died compartmentized into two separate sec A modified household type refrigerator i* tions, In one containment there are two iied for cold storage of small quantities of drums of alcohol. The other eompr tment flammable liquids m the lab- All of the contains gas o tinders- This storage area is electrical elements have been removed from -uiiaccnt to the building which it services the box--door switch, thermostatic element brums and cylinders are grounded. md lamp holder. In most cases, we limit ill containers oi ether to the size of one ;ound or equivalent. While some laboratory j-es demand relatively targe quantities of ''intents of some shelves in a central >rvronin servicing many laboratories >n tie building indicates one of the important cnemial* for sale operation of a laboratory -'her, we have found that this imposes no particular hardship. It is much better, we * nt found, to u< several of the smaller t an adequate, efficiently planned Mirage ** I'oor storage invite* accidents -tie containers of ether, instead of havtng Cirricr* used to transport and store bottle* t irtialiy-filled large containers in storage and containers of various type* are among i*r a long period of time. in-uiy commercial type carrier* avai.ible There also are available commercially, fspiosion-proof refrigerators. Each container has an important place t*i every laboratory, and their routine use will go a long way m preventing many common One laboratory hood arrangement has .iv indents. -mall lecture type cylinders held in place midc of the hood. Shelves are provided To have "safe storage ' i laboratory chemi for storage of chemical* whose nature de cals,'* we must educate and be educated mands that they be kept under a hood- There Education for accident prevention is the are no electrical receptacles or switches in biggest and most important "E" in the .he hood. They- are on the outside. alphabet. We. vou and I must keep accident A bench type storage cabinet if utilized in our labs for storage of small amounts t hazardous chemical*. This is a part of the lab bench. It t* made of steel and the prevention ever prominent in the thought* u 'he student and worker This applies to 'iitt-the-job" at well as "on-the-job." Through its power for convincing, educa- iiuide is lined with transit*. Ventilation ts ti',n for accident prevention will help people provided bv mean* of U-uvres in the door. to develop habits oi safety and acceptance These benen cabinets tire checked on a if responsibility which will make diem not tuly basis by laboratory personnel. It is mcrelv safe workers, but also safe indi planned, in the future, to connect these vidual*--and this will make f-r a safer "ibincts to the exhaust system servicing the w irld far us in iviuch live to work, and r-oods m thd laboratories. to play. A dolly method of storing and transport ing cylinders is not fancy or expensive. It I- easily moved and serves as an excellent -'orage facility, A basement storage area for catalogued chemicals was cleaned up, shelves installed and convened into a very good storage .icffity. This is an example of what can k done with limited facilities. Neatness of irrangement and labelling on ail containers i* noted. \ flammable liquids dispensing location ihicli is relatively simple, but satisfies all lie needs of safe storage and dispensing, ts a/suoGKJfar flammable Liquid* From Cental*** hit* Prwcete. Safety and Losemeat. American Cyuainid New Jemr U9> Bandbook of Donptrou* Material*, S. ir- li Sax. Ketahold Publishing Corporation. ,v York. New fork USSt* Vonuol of Laboratory Safatij. Bulletin KS 3Jt, Ptxher Scientific. New York. New York HIM) Safttv Manual, Research Accident Preven tion Committee, American Cyanamld Com!iau>-. Lederie Laboraton** Division. Pearl River, New York (1K3> Store?* and Handling of Short; and Sensitive Material*. Safety Guide dG-T. Manu facturing Cbemlsta' Association, me., Wash ington. D, C (1H11 }V6J \'atimuii >inet SAFETY IH THE CHEMICAL LABORATORY By ARTHUR H. CHRISTIAN Corporate Safety Engineer, American Vincas* Corporation, Philadelphia, Pa Modern da* etiemixirv Imt progressed tar fill on many front*. *itue the days o* the Alchemists, Included in the advances, out of ncccstity, are accident prevention tech niques. Their effectiveness ij attested to by (he over-all excellent safety performance of the chemical industry and the especially out standing tai'eu records <*t mam chemical cumpame*. As with nw>t worthwhile achiei ementf. t.ircful thought, planning, and hard wt rit have been neerwarj (nduir> has accepted the responsibility (or presiding a sate stork ing environment tor today s chemists, for providing him education and training m chemical safety fundamentals, and for ade quate supervision to help him insure hi' own safety by using this accident prevention knowledge always Opinions have been expressed that newly graduated chemists reporting for work in industrial chemistry laboratories often have little knowledge of chemical safety. \Aorve yet. ;i!l too alien they have a men un desirable attitude--ranging from a blithe dis regard of the need for safety to deliberate disregard of established sate practices. Ob viously not only student and college, but industry as welt, would profit if colleges had higher level safety program*--if they m-t "nly provided the student with a safe work ing environment but also incorporated saiety training as an integral part ot the curriculum. The Safety and Fire Protection Committee ' formerly General Safety Committee) of the Manufacturing Chemists' Association has worked for many >ean in furthering safety to chemical industries. They probably are t.-e-t known for their Chemical Safety Data sheets. Safety Guides, and the book "Guide mr Safety in the Chemical Laboratory." As .in extension of Ihetr activities and in colmbora?ion with the Manufacturing Chem ists' Association Education Activities Commitiee. they hav* undertaken a long-range program to help better the diemtcai safety education of students a* well ax offer niggesuons lo school administrators for metli ds to improve safetv aspects of both chemt,-ri! laboratory c-undmon? and work practices. IIk-'C will bv bused on .icvidcm prevention techniques yuccesstitlly used in industry Good attitudes toward chemical safety must be started as eariy in academic training ,n possible. It is highly desirable that both good attitudes and specific knowledge be i.quircd early and earned throughout a i.ireer. In view of tbe large number ot -chcrfil*. colleges, and universities with chetnt'lrv and cnemtcal engineering courses, a iiv-vie dealing with chemical safety at the undergraduate level seemed desirable. Wt-ng those who contributed significantly ii, re him. which was filmed at Villanova l nive'-uy, we list the following: .Manufacturing Chtnustj'' Association ifjtv .Subcommittee-- R, H. Albtsier, Merck A Company, Inc., Rahway, N, J.; S- M MavCuicheon, The Dow Chemical Corpo ration. Midland. Mich.. and A. H. Christian, tmcrimn v iscose Corporation. Philadelphia, fa. Manufacturing Chemist/ Association Hdu.atom Activities Committer--Dr. Julian Hill. K. 1. duPont de Nemours & Co., Wilming i-/n. Del. Canjuiting Committee--Dr. Mark Chaml*rrbun, vSestem Reserve University, Cleve land. Ohio; Gerhardt Jabs, Lutheran High 'M-hooi, Cleveland. Ohio: Dr. John Baxter. University of Florida. Gainesville. Fla.: W S. Wood, Sun Oil Company, Mami* Hook, Pa.; Dr. B. J. Downey, Villanova University, Villanova, P*,, and Dr. G, X Ouam, \ illanova University, Villanova. Pa The objectives of the film are-- To help educators: i. fulfill their accident prevention rc*i> -btlities in the teaching of chemistry' 1, upgrade academic safety programs X improve the safety awareness and ^iietv training of students. To give undergraduate chemistry students 1 an understanding of the need for preautu-n* m handling chemicals 2. increased knowledge of practical use laboratory techniques %<fu'oi amt CAtege L'anfercme vuniiitaiion *o develop and practice -ate rk habits. l*o give new rmpluvccs m industrial lahu* metes: ! a review of some *afe practices in (lie ,'oratory 2, reinforced awarene** of the need for e working habits. It is hoped lliat the him wilt prove vaiu.(Me in all three ureas. and writ be a con* -<ruetive first step in carrying nut the long >vnge program. The film is structured around two iuriy epical laboratory procedures--the dtittila* 'm of benezene and the preparation of (.hum amide. As actual manipulations are irrted out. pertinent safety prtrvaplca and , i ictirex are illuvirated ami empltasued, In the guide of suggestions for use, the ti.uor points are as follows: Preview the film, noting parts you expect* JlV wish to stress, either because of appltability or to explain alternatives m local t tactic*. Kllow at least one full period of approxiairiy an hour tor the film stowing. To tnve optimum benefit, it ts most desirable tut the film be properly introduced- Opening .'murks should stress that saiety is as much . part of chemical learning as lormulas and vhnique*. A student will carry hts safety -airung with him throughout fits career ij? as. he does other knowledge. In some tvearch the degree of safety training ts ,irn one of the point* considered by Indus* -v when hiring. After the film showing and discussion, the -'tent of understanding well might be ascrtiuncd bv a quiz. It wilt usually be help* .ul to follow-up by showing it again later ' the semester, comparing student discus* - n and comprehension. 'Questions tike these might be asked . 'J Can any chemical be safely handled* \ Yes, provided their hazardous proper* ' n arc fully understood and necessary pre unions taken. 0. Who is responsible for safety in chem* .M laboratories: A Whether in industry' or the academic rid. the responsible administrator or man* ,,,<r mut provide a safe environment and . my training in the prevention of unsafe vris. in the hnai .uialvsi*, however, e-u.h individual has a responsibility for die safety himself. Ins co-workers and cpecu!K Mime Ik uipcnrjxc* or in*rruet*. Lf. Docs modern indtistrv demand safety eomcious employees ? A. Definitely. Safety training and safety consctoumess often are taken into account when hiring. 0- What are some of the trujor tiazards of chemicals? V Chemicals may be flammable, eorro* Mve, toxK, or extremely reactive in varying degrees. Q. Why is the hm/ene ditillahon shown <n the hood? K At benzene is both rtamu.uMe anti toxic, the hoods exhausts any harmful va pors and prevents accumulation of flammable nr toxic concentration. Q. Wliat are the advantages ot metal it'ety cans for storing and handling sol vents? X Xut oniv arc mcul cans safer than glas* because they are unbreakable, but the flash arrestor prevents ignition of the flam mable vapors from oxitude sources arid the spring cap controls the release of pressure. Q. What are the hazards of solvents in rwer drains ? A. They may cause dia*trrm> sewer ex plosions. 0- When should eve protection be worn in laboratories ? A, Minimum eye protection such as spec tacles should be worn at all times to guard against the unexpected, and additional pro tection such as a face hield nr goggle* dtould be worn when carrying out known itazardous work. Q. What should he done if chemicals get in the eyes: A, Wash immediately and thoroughly with lots of water fur at least 15 minutes before Kekuif medical attention. Q. What U some of the important emer gency equipment for laboratories in ca*e the unexpected happens? A. Safety showers, eye wash fountain, appropriate fire extinguishers, gas mask. Q, Why is pipetting by mouth undesirable s A. N'ot only is there the obvious hazard A /lit- it<il wi.-fy l uii'trf i ,t getting an 'inexpevted mouthtuf oi tostve of toxic chemical, some chemicals like benerene have a cumulative to*ir<fy from he vapors alone, M, Wlmt arc vome of the unp-rianl pre .mtioui in handling glassware t A. Dispose of cracked or damaged glass* ware, protect the hands when assembling or t.ihnratms glassware. Q. What helps prevent electncaJ shock.* \ Insure equipment u in good repair and 11ways grounded Q. What is danger of storing solvents in .in ordinary refrigerator:1 A If solvent vapors escape and fill ihe reingerator. the spark from its operation may cause it lo explode. Such remgerators an be ctpkxion-proored hv removing the .............. mi.Si -a* the Mphl bullmd control* O Wliat is an important wav to irsm c-t in- iMr.vnksjv individual characteristic* hctmcaU and tlmr ic.vti* \ Oiechmv; ji-,il.*t4c h'vraturc ten-re In-gitming to work. <J. Why is a shield placed in from oi the reaction* A To prevent injury tn ease et fUd*. pia'h, or explosion. Tlie him may be purchased fro the Manufacturing Chemists* .Vvbarsatwe. Itar 1S25 Connecticut Avenue V,\V,, Washmeton 0, D. C., for SI00. It may be previewed foe $10, which will apply again*) the parch*** of the him if the order ts nrrmrd WTfk -n 41 <bv* SAFETY EDUCATION SUPERVISORS SECTION <.i,r ) If fn.-fre i' ir.u iIwil Ok -i '-i*Jii *? >kv*eed tn new jir-Ktrim* md not *ulif*t* ,t hive cm c*ii<-rei| m Hie <"Vrngre* >|itr- , tie jirevc u* *<*uiti` ite li.llnwine area* were diwt^Mtd. i I'l.lnw*. *s.i-Ui>i* Ktrtjtinj pick-up -mtn-ii* * ii T\ pruyrain* m Atlanta. Georgia, in -'..re hducaiion. Several school* ace using .. jif"niii One *v*tHt requc'tvd teacher* ? me nrou uf iu*mx`tton much tfse> *1 thr* were u*ed m TV program* *"*rl 1.v Slate Deirtmcw and 12 of -* nr* e|;i.f ri/*.m instruction were done ` - aft t* iS mimite* tong. Tlie speaker i tv.i recommend dd-minute*. i Time M.r Driver Education. TV in* - ; lw to prepare for presentation. *l*-aker recommended a ncel for four n-tcatl of two hours winch same use. 1 AUi'-ma City ha* used Team Teaching. , 4> l`rme*me plans for disaster evaeua* , *|rcmc plan* tor sending children hk, !'<r keeping children at sellout. for use ' hi-* tn return. ,( t<>r mher ways rtf i,.h.| |h r*> mifi -ti ',<! : " mmjf n*r *aietv *t rm|.|.ire. l-t.-riu |M,| (imrhrnnm impectum mr ut- 1. if--prance mrtqaiiv /i |'!.duf,ph> <>| place of cm|rtt-n; ,tui* tent, whether it u:lwjoi or off the jot* Com* (w-n*w!!>in *is<*ild be paid tr.r mf.jnh accident itlv ii ouptwvcc wishes t*ay on insurance lt*l Trummy tor teacher* on mr.nthk h.|. ^eserd vchixd* reach wlun.l rc,rdiii.ui.r wuh a oncc-a-tmnth pngruni {"? >4t'etv upervi'Or kes not Iwvc crauplete rr*iinsibilit). supervi*or mu<< draw other prtiple in and let tht* gmup pun program under supervisor t guidance. Merit ot umig satetv engineers as re source peuplc in school -aiety program was discussed. Caution: ,\e engineer can answer alt the questions' 110) What is inspection responsibditv >>i insurance company to tlur xhoof it service*. > ID Can we depend on capability of Owl Defense leaders^ Example--a garlnge col lector w.v* made civil defense director, < 12) How many require seat Wits m Driver Rdnenfion. How mam rmtitre *eat ], I.mii - - -I i.' ndmimstratur, .mml.i r GLEANINGS FROM THE 1962 SCHOOL AND COLLEGE SESSIONS By ELSA SCHNEIDER Specialist. Health. Physical Education. Recreation and Safety, U. S. Dept, of Health. Education and Welfare, Washington, D, C. What i* past t* i-"->1 -vtk- Tie attwer m tS>e 'iii'iv** 1*1 ihi* teiure** he* m what '<. do in the tear* ahead If k-ii retreat tu tradition, the nwennu will litive failed. If vou venture forth, rreativclv. viuivdly seek* mg advice as you go abut*, the Congress, for inn, will have Seen a success There were wiirtR concepts, whirls *ecmed In ap* (Htar over ami over m all our meetings. \Ve talked about: e imvi'llct| di-.nplin <htferviit trum mir own. We called in pcdmtri* tin*, nptomctriM*. miniMeri ami others- V\ < discussed the mutter of involving people who ni.iv a*k ridvice, don't like what they get, and ignore it- We talked about involving totleasncA. |iu(*ils, parents and others. /Vrtvp/wit -- Ue indicated a realization that we did not all sec the vime thing tn (he -omc way. l-nllnwing an accident do we 1 o2 154 S B AuJi.ntt/f Safe/' i scum' Do we blame? The aiie.smnt of he tittuiKrn hv m inspector mjv ignore rv-mrs How dnev it prm to the hiM - Learner jtid the fciuher-- We recognized that tile teacher needed to (enow the child's previous learning. Exposure to information t* not necessarily learning; die learner needs to apply it We recognised the indivisibility <i living, In discussing exposure to learning he words that appeared m our discussions included seeing, hearing, understanding, thinking, acting, judging, appraising, deduc* mg, discriminating (wc added thoughtful ness here*, selecting, rewarding (and its counterpart discouraging), entreating no ad monishing, flexibility not rigidiiv. Fiivluatiorh--We talked about the basis of evaluation. We talked about why we should evaluate: To make the teacher feel good.* To make the supervisor feel good? What ihout the children.1 H,isarrh--We talked al>out revmrrh tliai t'*s needed; research of high 'luaSity; vrarrh which wiii aive a clue to matunu and preparation Ac talked .ite-tif rocanii ti (rathe cducatum, m driver nlucattoo and realised tliai we need to h.nc much research m other fields. Our theme "Steps to Maturity m Safeiv, sltowed up in many places with a feahmtion tlut nuiuncy in saiet.v iv needed, not oaii by children but by school personnel, by die teacher, the supervisor, the admmiMrator, by the profession itself. In this connection 1 should like to recommend the 1962 year book of the Association lor Supervivon and Curriculum Development of the MEV Perctmng, Becoming. HV the "Past is Prologue." In the*c da>*. we are in need of responsible living ft i an age of uncertainty; an age of grem promise; an age m unrest. Responsible liv ing i mir goal. jj WHAT IS PAST IS PROLOGUE IN SAFETY EDUCATION, TOO! By F. O- RITTENHOUSE President, Ar^r-wi University. Berrien Springs. Mich. The American people are greatly to veur lebt (or the simple rra**ii that hundred* ami tliousand* of u are aitve and v\.iIkutK about vlio would be dead were it not for you ami (he influence of your vast and effective prnjf.im, In this connection i would like to remind -.u tlut the N'aliorui Safety Council is in itself one complete evidence that in spite of hot rod*, beatniks and some of our modem to-called artists, ours is, at least in part, t civilized nasicn, Herr o mi reasoning: \utlujritict among sociologists and philoso phers agree that the level of any civilization van be judged pretty accurately by <!) the ,talus it accords women and <2} the esteem and regard it carries for the individual, that is. his status and importance, `vs m spite of a good deal of evidence hat we are not altogether civlized, yet by hee two norm* it may be that we are not doing v. bad alter all. In no prior civdiio- ton and indeed at the pre-ent time in nf .iher c..unrry do women <w.*up> u. rtain.i i {dace. Mark this well. < hi the vernod core, regarding the statu* uvl importance <-i the individual, may t '-eitiind >wu that >i>ur un-elli-h work is prvcivefy in this character in that it is not cuncerneU so greatly for the masses as for tlir afety and the proteclioa of the individual This philosophy is the touchstone and center of democracy, and the contribution vuu make ta a tremendous influence upward for democracy and for nvilmtion. Your theme 1 like; "What is past is pro logue." Obviously, as ! am no specialist in safety education. I can spak in generalities only, but 1 think you nH sense that there i a vital connection as ! proceed. Actually in a Mae inr of us realize or appreciate that ait the jwM u prologue. Thu* t*4 >Dl,.. -i :. l'.>)!.,, 1 I..,'-,.., injL}ht nru appeared m Shakespeare's = nnpest The incomparable dramatist puts in lie mouth of Antonio these words; "Where* .[ what's past is prologue; what's to come is ;urs and mi discharge." The ugnificance of this truth is preserved ii none in an inscription on die pedestal of notable and graceful "Female Figue* at die cau entrance to the Xationai Archive* tlgtlilmg in \Va*hmgton, D. C, sa.me vears ago a diuinguished visitor in t\a*hingt&n engaged a cab driver to show him stout tle city A* they stood before (ns notable piece of eulpture the two read u together, "Ml the paw is prologue!" The visitor then turned to the cabbie and .i,*ked him, '.lust what does that mean to The cab driver replied, "Oh, that's >ust government gbbblrdygook. It rally i.cans You ain't seen nothin', yet!" 'A Idle not particularly well expressed, it Ii*, indicate that this man had a pretty accurate concept really of our scientific progress m this day and generation. Never i*fore m all history hai the cutting edge i charge moved as fast Our danger is of , different kind than that of any previous generation. Our is that the backwash of ->h^>ievcen<e, due to the sj>ccd of our times with vcienttfic changes (some call it adaneemeut), will come too soon a full circle tud the vanguard move out leaving us onlylie a>iie.< We used to say that there was danger in hesitation because those who sat t<wn to wait never got going again. Our uodem danger is not only that we wait and he but that we recognize that it is equally eatal to fall behind. Much but bv no means ait of the change are experiencing is improvement and cfogrcsi. Must 1 convince you of the rapid tiwi accelerating pace of technological cliange? Perhaps there will be time to men'on a few. You will scarcely believe me. l ike the old countrv woman who had never -n a girafle and then saw one and said ttatly, "I don't believe it!" Anyhow I wilt mention just a iew; (1) The wife will shortly be dusting the house with electrostatic wands. (2) The automatic dishwasher will be built into (lie dining Mum table t,l) Interior walls will be nude r-ni{arem or opaque merely by pushing - lutum. (4) Windows will cloie auto* niaiiv.illy when n rams- ij> .s.i.en per cent ot the new homes will have complete built <n *ir conditioning. <6) Electric power will toon be produced directly I ram atoms. i7> The life span is sure to increase another five veart Within the next three >ear*, 14 per cent si every dollar >nu ,pml Mill go inr products not yet invented or developed (<?l Material progress will continue to ad vance tar hevond ours or our p.ifents gen* emltnn t (and it is a big IF) a general war ran be averted. Hut the future we face today is sure to 1*e more tempestuous, more trying than cvm m the recent past and promises io be any thing else but smooth sailing. Advancement technologically and in materia! progress is certain ii war can be vkirted. Hut we are living in the enter of a volcano. To re mind us that this is so, every <-u often it rumbles and belches smoke What are our chances; The best mind* laelievc, and we alt hope, tlutt the great nu clear conflict dreaded for *o tong can i-c avoided. The issues are extremely complex ,utd contusing. Still a concensus is againvt it despite brush-fire conflicts here and there imi regional fighting such as is going on at present along the India*China border. It seems to me mat one of the greatest isasic issues is the simple fact that scientific advances are outrunning and outstripping ihe sciences of human development, control and government. If we are going to eventu ally avert war, these areas of man s develop ment must cease to lag and mu*t catch up Our very lives depend upon it. N'ot ail change, not even all discovery and invention, constitutes progress. Our civil*bitten is surely the age of the saenust par sxtetttnet. But while the revered scientist defeats polio and accomplishes other great wonders us conquering man's environment and his enemies on the one hand, with ihe oi her he puts us all under constant ami immediate threat of sudden reduction to nucicar ashes. The worst port. s Davit! Bradley said in the title of hi* book written ten sears ago about the Pacific nuclear tests, is So Place lo Hide. Surely our scientific advances have not contributed to our peace of mind A decade .vgo Rabbi fofhua Liebtuan wrote a volume emit ted, Peace of Mind. Someone prupcrlv A*ked immediately thereafter, "How can you I pi (Vft.* S(?/cl v I nnr.if U;i*< ,-un peace these dais. u ?<>w l'a* .mv mind?" If wm o mf that the lune hat *:<wne w hen we should insist on (he scientist working nearly at hard ai lead to get s nit of our lemhle dilemma * thev did fo ijet u* imo it. The utuation it stands indaY is well e< forth in the tallowing bit til ser*e SCIENCE AND PKOCHESS The ancient secret alchemist Who labored m his hidden den Was thought a crackpot theorist Knot Koraol of men. \monff his quaint and mystic still* With mumbled must and song He nought elixirs, philtnes, pills To make life Iona. Hi- modern mate, the scientist. A wizard worshipped from star Who wr< hevond the canhly mist To reach a l.ir, F *r i rim the hae ignoble mas* He foils wnh ret tube and reion Amd generates a nuclear blast To make life shod i ft course it would not lie po*ibte, even I we would do *o, to retrace our steps. Men ratmut restore this evil genu to his ave But vie run u*e nur influence toward fair and peaceful solutions to international -Unger* which threaten us all. Iet sudden '**tnjci!on fnil u|mn alt \* ,n educator \.u would expect me t spre* rj.nhilfiu'e in education You would jtpect <rr ii* (eliese m u Which 1 do* While ediiiMiinn is certain!* not the whole nswer, it I* }ust as mrelv pact of it. Through education we can. to a degree at least, lessen the threat which ae bring upon ninelves by our scientific advancement It <* hard to understand why the great pro ducers of automobiles are steadily increas ing hr.r*epower and the speeds to (JO or in*>re mile* per hour at the umc time tliat hr .'rr.wtnc urban areas and burgeoning population require* di.it die lcc.il -pcc-i him hall ccmunualh come down You are doing great work in edueanu,; the children to protect themselves from dm :reat deatn-deaiing monster of our age. tin automobile. Still we tannot d.n> the iuevorable graph of needless deaths i gnpu which seem* in have a shtbbom wav ot rtvusing to decline or even he down It is a sobering fact that the accidental death rate from automobile traffic *mvi World War I is now nearing the total to***in that fearful conflict. Our new*foi<reven due remind us oi the tell. Hcucc M need for ever continuing education > vim-tant When walking along the road with nu hitle > year-old granddaughter she said adie held my hand firmly, "We must walk *m the other ude. facing the traffic. Grand pa." There seems m he on everv hand an increasing awareness oi the need of the lv;<of progam you carry forward. More power to you*. As l close. may f say But thi* line v<.-Iuntary and unselfish organization I regard as an essential part of the great <trcam or devoted men and women who have served their day and generation, tint is. men amt women of dedicated live* not separated from those who went before you, nor from tho-e who will come after you. This heart ening it ream of Mrength is part of the vitalUy ui ant generation, of nur civilisation, and it i- a very' vigorous thing. The vm of the world. You will ikw mind my closing witli a -lanes from an old Congregational hymn Perhaps yeas know it: Creaaton'* Lord, we give Thee thank*. That this Thy world is incomplete, That work awaits our hands and feet. That Tbr*s hast not yet finished man. That we are in the making still, That we arr in the making tiU! I >fi TURN ON YOUR LIGHTS By HARRY M. LODGE Superintendent o! Education. Illinois Canteren.ee nr Seventh Day Adventists, Brookfield. 111. h .- r ;i hi* .-i.-ii,^ 'rtnark* f. hrinu it,.| 1 -!u^v .<...... ,.f the H,r, i .ur ( . *iurv-- . farewell t Mimiiti.c in |iianiimg tins - .r - | ' - * * >, >.uwx| hy tHO *'l- I i1'. !. !'*r*r in nm yc.ir* ot organized m"v 1- rt, , -pevullv t|;.n which ha* r<mc r.--v.i- 'in- <-nirvhtciMitf trt-pifition m lic V Ill'ift. I 'UCH 1'HIIHli 1 T-. Ixiuuli an cdun to define maiunty ....civ, .ml tr* *iimiilatc a jjre.nrr ctTori , d n- te .nniff*T Attitude in the direction i i.-if.vr the <j* !o matunn m ~ifety m...U ,mj with dnjMicii. t l !*. the clfort* of our *(>rakrs and .il Irmtert lo earrv ixii the obieciivrs flu- i-Hinmtuee will l*e rewarded with to-i-Mi evuU-iice in the vtep* we all take iM m rniuina year to make safety -in. ,v u tfwire meaningful ;nd rtTective, .h -iiircnly Impc ilt all lurncular enAinicm rltiiri* will he rnhanced bv the u.'viiou- And materia! ottered hy nur i >di rfitl M<akcr and hv nur (Idigcm study Mil*' >" *.c fake the*c cf-mmcu* a* a means r i \pre*ma tlte gratitude and appreciation f -il .-i termed tor services so well ren* *rl !* (!>*.*< who took part in the pro.': Y Mir cnntrihutioris were timely and * t >'! !* iff! our appreciation IVr-'ftdlv .*nd a* chairman, t take this ,`i-r:;imrv in thank the members of the l`r-iv'r. in t,ittnrmtiee tor their devotirei and , .jnT.iwm, x- well as their guiding u- 1 r--*k.r Afwdogy for directing your iivuihoi i>i ihr greatest and most haste Av.id.ddr m the field of clarification. >wtv4'k<n, :nd mtablijlimcnt oi sound saiely rm.if les *uch as will control the actions ` *"ei*T the incentives (or -aim- people, tn M ft (cv.k, wbKh is the Bible, I refer i ; iv iv ,;i -teogTsed address known by . -in \ tfe "Xfmum Q* Tht Mount* i w.ifli tern recorded by Matthew - < -.iih chapier f his euchanstie lesson*. " ' ' i .- *!e * Mltimdr, He i leum i up :r .j ttrumum md wlu-n lie w.i- -A " ' -w Hi. w.i- (.'Uhllnhcd; ahn Hv had matured m thmkuiu; when Hi- i,dm.ii: n xi*enmre had l<c<nnue ub- .ti'uif: wi,iii Hv had pr*.vl Hi* leadership a rMi m i<*i-. . f ,iilw.itT Hi- di-CipIc- < i'"v mi--- M---. md He muvhf iltem" \ml In- Hr-a.ivl.t i'w "i'.lt--<.! ;*r tla i,r in *jnnf. me tlicir> i. .hr kui^dmi -! raven " ftw > -i-ti'1'iiy in recimiwm aral apj-fr> taih*i > trr-.ji.il nvtd 'Blej^ol are rliev that irvmm: mr they shall fienii/rtulT Tin* i- rnaiumtmna! dev el**pnieiit in m tnv.tihy amt -?mtH wiU flle--ed are the meek; mr they dial! nlicrtt the earth '' Thi- i mat urn' m humble attitude and full apprcciAiMMi oi the value of inHucncr, "B!f**ed are tiicy which lo hunger and thirst alter nahtmtunes*; for thev -hall he filled,'' ' This i- rrutunty in recognition ui llu* ncetl for correct mfontianoo atul fuiwlamcncal evaluation. "BIe#*ed arc the mernfui; for Miey -hall fdunm merev Thi- i- maturatMmal experience in approctattm ii the ode of die poUir <er\am nt <tmtns eome*tly to mrrt ifie neeils and welfart of tuber people. 'l'le-eil are the pure in Iteart; fur they hall *ee ol," This is mature experience in a forthright persoail ai.ach oi the problem amt an open minded dedication to its solutionary accomphdimem. Blessed are the peace makers: for they shall lie called tlte children ot ('nxl." Thi is maturity in mental amtuile, stabil* its m arulyntiof!, dedication to principle, and maiunty m that t-pc of directional achievement that ts characterized by life* avmg praetK'e*. and hy m-mtetton that !?7 (tic ..iin iii gams m eterv field of uift Mel rdm-atie-H I iiftln t >11 ill (III* -.Hue loKrfl *rc imiihI mu ttiwf-iim-ni.tl cr-ncliiMons that arc rt\ important m .tn> teaching field E \ *r* !.l "S'e ,u the *alt ot` the <-vrih " ttllf, *4 It tll.lt l>A* lo*t ui savour i- notliimt. 2, Verve 14. **^e are the light of ilic world Men do not light a candle and put it tinier a bushel." In die first place, tiiat would not l*e very afe. ll might tart a enrirtaifratxjn. \`n, tt i* vei wit where u will not t fire to t)ie !>a*ket, hut rather where its light will radiate the way to safetv Hits it the purpose of httUt, my trtends. And now the challenge is found m ver-e 16: "Let your light so shine before men that they mar ms* ftmr food works,'' Thi* challenge is to no was foreign to the ia*k of imptsnentmg the well estab lished objective* of this National Safety < twined or ra the School and College Con* terence It is important for all of us to more tulfy appreciate the importance of regulating our programs and personal ap proach to teaching and example in such a furht that the wav will be clearly motivated -n the practice of safety under every cir* 'wnstAuce. This light bearing opportunity i* valid and is basic to the success of alt safety effort*. 'inn came m this meeting to get informa tion, to contribute experience, and to receive tn'inration. \Ve sincerely hope that a reason* <)>1* degree t>i achievement has been regis* tvred and tlut the mission has been accomp* tidied. In fart it rather appears to me that t ran *inert an express**** of maturity plain* tv evidenced a nurd these tables and tiiat liylit are iiinine brighter titan ever. You .WHMf to tie atixiuus to mum >o -->ir in-mr t,ilinn* amt trtiJr trt vmir light- -tuuc And now I mi going to "itrr ir^m tin- IMrtictiiar whitlc blowing juh, In fact, f guest I fuve no riit-ie* m tin matter Oh, I could drag this meeting nut a iitttv longer and thus prolong my office as chairiiuw, as Cairq is doing tn Cuba. But 1 .don't dare to take advantage ot mis privi lege. because 1 have seen men tai'cit carried out in both spint and body. Mrs, idiwenk, vuu never can reafu-r lully until die fatal date of November i. t%J. ,|n how happv 1 am t welcome v- as the active Oiainnan ni cite behoof nrtu College Sestion* o ile National >atrt> Congress for 1963. You are going to hate a wonderful time. And how charming it t to know dm here have this opportunity to introduce >m*< ro)ai highness to this kingdom of cheerful safety critics. But let me assure you that their cnticiwi* are ccemrucrir^ in the mu-- pan, and you are going to have moral and active support from alt concerned, Of course, alwav* keep m mind that there ifc who are not concerned. ,nd 1 suKercly Hope that you and >.<ur cummitte* will come up to next fall's Con gress under a golden banner of shining iiglit, announcing the attainmart of two >ml-umnt missions. 1. Mission accomplished in reaching m.t Minty m the Congress' financial needs 2. Mission accomplished in reaching maiumy in a substantial decrease in fatal sti-l miurtng accidents m alt categories, tbri.-i.-h uni the country. It is all yours. Mrs. Sehwmfc, and m.>> mo, m preparing your program, enjuy d rich hlesstng of cooperative locking thai I hate enjoyed <(uring my pfeaeam term, at1--' we wish for yf-u success in in tvenmun OFFICERS OF THE SCHOOL AND COLLEGE CONFERENCE, SECTIONS AND COMMITTEES NATIONAL SAFETY COUNCIL 1962-63 < iTf/'rcjwVit/ j'/r Sand GiAieqcs--luwtu. U. Fi-mlv, <.luinuan. .\>jnh central Association lor Colleges and Secondary School-, l.'niv er-ity of Illinois. L rbarta5 1H. ,/iairuuin ot the Conteratcc-- tJrwcv Usurcit, President, Detroit Institute of Technolccs, fFctroit, Mich. !`<ef-Chairman tar Clc>n< Htor? Education -- Ruth Hicgix*. 1`riitcip.il. Fra>icr Elcmentan School, Loui>*tife. Ky. i'ltt'-Chairitun tor .Tefundary Education--Lewis Cusxk, bnpvf. Saiety Education, Publc Schoolf, laming, Midi. f'lM-'C/wjimon /-r Hifher Education--Jame* .Uwx, tooni. Safety Education Center, Sjtithern Htimat l ruversitv. Carbondale. 111. : ur-C/tuinnu*i far Dnt'.'r Education--Maxlaxb SraA>saa, .\ssoc Prof-, h>an lose State College. San lose, Calif. ? ttV-Chdirmun for Suftrvuion and Special Areas--Fua.vx Bxmnctt, Supt, Mfetv Educauon. Public School!. Baltimore, Md. w.ivtdry--Wav Mi P. HL.'-.Ht.<, Dir, School and College Dept., National Safety Cuuncti Chicago, 111, 11962 CONGRESS PROGRAM COMMITTEE t fi.nrmj--Hajuv M. Lokl Brookfield, UL *i'ir,-tgry--Mih F.int K. Kxcraox, Grand Ka(*tds, Mtvi* 119/i6TK*MoChstO'crrr--Nr GR0,R,viE.rBMSoSssE,P- RDBeOcacGrKbRourtAn, ,MDMaCyictoOhn.;M. HOMahImTioiT;ltEKoEnichCaa*ols- s.WC. hBkaisghoo. p,ULE;. Lansing, Mich.; A, U Cuxstsc- CfithffraiMmi,iuG--aLryil,uloadx.;CJ. a^cxhuwcE.xkG,oIcotwoah,SCtarteeteCo,nivIoewr.adt;vN'oaMAX Koex* Middletown, Ohio; Hcuav Moucam, Baton Rouge, Lx; Okjtkp Ouick, DeKaJb, UL; Chaelxs S Ru?t, --iHri-afunrfvor-dK, eGnatnnM.;. f.tlmS, uRajN.tt, , CMiranmhi afttajn-k, NKaIn'u.;blRieaySc&hooSlsx, itMki,diM. olina, III; Thuox v, Tohpkixs, Cdlcgc Park, Md.; Mabix Taxunxe, MhmospoUs, Minn.; Mas. R. C. SY.vri.xla--cUx,t.C-ihicaig. o,KUtuLx; ,R,ArCu. ixMiaekSktuataex,L'FuitveArtrkiitnys; oCn,ofWtXIXsL. iA Mui.otfc, Flint Public Mich.; Lnsx.vaa* T, Rou-ixi*. r>utncy Public Sehouts, UL; FkAxa: Gush. `tap ffepretcntatne--Vi\t.\s SS tezov. National Safetv Council, Chicago, III. I>n*a lhri. oi Public Mti', il uni m 11 \\ m <i vi;4ir Dept. >* PuMte Michigan, Ruth F hhjipxi.'., Illinois iVn,1 t-f\. t,hhur?, ill 1 t4 *-"> > WtMTO, U. $ Public Hmitii Sen ice. W-nhm^ion, Ij C i ''lug Rr/r.-r.w/.iliiv--William Humui -ieiv Council, Chicago, PI 19*4 CONGRESS PROGRAM COMMITTEE i ihnniMM-- Dai wok W Kkiiuiu'. PuMk '.huoJf, Philadelphia, t\ - '(r.'fjrv--Vihgima S\ iu.i.i.u, UiTcr-eii i minii t'uhhr Lout*illc, K\ rt--Clarxnce Whuijn, Public Seluml', Hamilton, Ohio- Oust Me kg. S'-ne < *** <>t Public Instruction, S I biic,; .Yqnmax Kuhn', Public School?, Middletown, 1 'I .fosFpir Uvc, Public School*. Anderson, tnd.; Iohn Hartman. Public Schools, Pin* IkurIi. Pa.; Eoulmi Chai, Public School*. Oca eland, Ohio. IUOT StiCRfCK, Iu% State Uni*-ersitv, M Srt.***i, >.tn Jo*e Stale College. Ivaa L- Eland. S* * Untlegc of Iowa; Mosty (,'oulm>.v. Rutger* Lnu.; j.Aiits C Ma*kU \Ve?t \irsun.> Slate i nnerjUA, Makvis W em*. Berkeley Public School*. Calif.; CroRCt StLVDt\\'-i Public School*, Green Hav, \Vi..; E. C, C'iatc*, Public School*, Houston, Tex t*; M ai iVm lit t ' ... Public 1nimcitixi, MicIl '/,> #?' *-f tit:.-- Kt a s ri< Licmt. Vitiun.nl Nntctv Council. Uucago. 111. DRIVER EDUCATION SECTION t. /n,,mi,in-- U tkl `Si* k. STKS."HL >an to*?, Csdli tumi,,tuns i,. u.-r.<f c huiniuin--FohS'.t k. Xu/punccr, Evanston. III. i , -i hmi'itiuii--U a s L. kt am> t ed,nr Fall?, Iowa , (v;,/r\ -- kit it aei* Pi'ii..i- Tallahassee, Hnrida > #.#rr A*,/r,-r, iifuii;, -- I. \ ?<*s K *mitu. National Sate!?- Cmincd, Chicago, III. ELEMENTARY SCHOOL SECTION <.-w.-r.rf (. Ku-th Hiccis*, Louisville. Ky, huinctiiiiU' /`.id Ctfwral Chairuuin--Olivz Htitc, Pierre, S. Dak. I `ttV-C/iatrutan--t;m (Vs*#, Washington, D. C. Mvrvfi/rv--vV't.Tr* Scott, Philadelphia, Pa. s'/u/f Rcfrnrmhiliir--VrvtAX Wesson, National Safely Council, Chicago, III. HIGHER EDUCATION SECTION t/i.iiruxjtt--Fame* *. vnov, Southern lllinoi* l'mvcr*uy imin./Vd (`M.ru/ t hiitruiiiii --ChaimIhrra Vixt, W. V.v Slate 1`niv. I ui -i (imrmun - Wahm,.s I. I funu vxt CniverMt* o< lllmoU ,`,r.-l,irv Cn vm.k> Hartman. imver*ity of WUcun-in \hig /fiTWiTi/iilnv--Wiu.iAM Burnette, Nationnl Safety Council, Chicago, 111. CAMPUS SAFE*l Y ASSOCIATION. HIGHER EDUCATION SECTION '."'in -fi.ir. l\itt I.Vni'rif CAuirmus--C i ami* - h w i > t l|t,,rtn.i tn-umu I <linul.*CA r e, fiuinu.m--< a evn "sHUi-t, mrnhur? t mifi.in . rcturr-- Ml'STA Uflu.M, Kutger? U'C '!.*(* t. nn (Eft /f (*n-M Ilf (Ail UCRNCTTC -V.uioivd > i.< u ( ..nmil t hi-igu, 111- DIVISION OF COLLEGE SAFETY EDUCATION. HIGHER EDUCATION SECTION ,. i.ru, ti*11 ha t.*u.JLy, Purdue Untvef'itj *. a-iu> r\i.ti K>'iu-r,u < /i.jirwioM--Ia ax t Ct.Avu, si.iie College Iona ; i,.'-U.iurj(i.(ii--\\ ii.uAM Mask Mirlherm ^taie Lnit ., --l III.IAS ScmiitXK l.m-1 .-tale l rue --Wii.Uam lluMm X >,nn l ..iitKit, k hu III DIVISION OF COLLEGE SAFETY CENTERS, HIGHER EDUCATION SECTION . i kuir*ii - \ H Kiiiiuti I niverMiy i.i IIIiiuh* f miii'iiuil,' Pa. : Giiterai t'Auinn.m--MAfZHi;. Mivhigtm Mute Uim . i.'. -t funVijwii-- Ff>rT \iir.iv,i. .W.rthAAe'tern L'rtiv. , ,r,--,irt--l 'M# R.'/'r.-r.-w/if/i: i . - n } i v pi '.'air l.'-f, V.-d.'.ii S,iic> il. thi-.ig*.. III. DIVISION OF RESEARCH IN SAFETY EDUCATION. HIGHER EDUCATION SECTION ..m. fui Chairman-- hm*i\ IS i* l.. . \i.,,.<. I'-l -* E-,.i,r`-.ti..pi, i u.h /Ptlsi oVxvrit/ t /iciiriiiuR--\V\fckKV J Hflf max, 1'nuer^ity uf Mhnui> I 1.1-t /minikin--Ku.h auii f.in.r. h"..rtla ln*tuute n.r O-uitmuns Uniter.ity Stu-lie* >, , rrfury--Ki>n(.HT I In-tf f. i * .5> Ul.ti. Utif H, f'rl-t, >tlah;,'~\\ iijaam Cu.m.it? V .ti.-nal >atcty i .,tn-tl Chii-agn. Ill, SAFETY EDUCATION SUPERVISORS SECTION n>ra! i lhitntian--Prank Balrim-if*-, M|. iifm-tifaw /* f-d <i,nrr,rt ( lunriium - -I raa i * Srt vr.. .Su?tm, Texa* I u f'Chairinan-- Kon vu Pattermax, Detroit, Mivlt. Stone* P 5M i *****'<, Green Bay. kVi*. ''Uiti ff.'ArMt-n/.i/irr--KrSNF.TH F. I.IttlT. S'auteul >atety t'Mtncii, Cltiogo. Ill Ibl AMERICAN INDUSTRIAL ARTS ASSOCIATION.NATIONAL SAFETY COUNCIL SAFETY COMMITTEE V hjirui.nt -- Ctii'tn i -irk, \IiI 1 .V,-i-rv,>.?.,m , WUNfc p \ -i.-.Mi .-um ..'.ttncn -- ill lnr;s<r -ivl "llcqc t'fpjr:--!,:*: AMERICAN VOCATIONAL ASSOCIATION-NATIONAL SAFETY COUNCIL SAFETY' COMMITTEE 1 lunrilttfM -- \ t. I U.lf% hl '-.`.iff Jfi'pi-'.ilWntr-W i ` 11 V>. (U * i 'it <- r \<txiai >aten -iiiiiJl, . iiicn-iM, III ,ti>t * - . ''cl-a...... >- NATIONAL SCHOOL SAFETY HONOR ROLL COMMITTEE i A./trjiii/n -- firlu Ifcwtjt, kaieii;l,< X ` :uij'ii t--i. Li > ? Diuu, `TiWaiui, Cal., Krm Hwni, X. <. Ul.mt.t, ><i MlMO L Pi*7{/*\, l(H him H ihud-.v I u : Mo F H w oh>. J*w>u. Mich. *, l.* > faft' K.'rn'unt itn >1 Ivwnium* Xaix.naJ t. muit t" SAFETY EDUCATION MAGAZINE ADVISORY COMMITTEE >, hmriinin-- lull'*> Hut.. Tcib. i ,i M *.''11*8? Mriiifrsrt--Hm\mo l Livr. Cnnef-m oi Iwliaiu. Hkajmin^tuti. fiiiL; HoMHt l> 15*u'*iv 0)icf Male College. i_alit` ; P.'TH Ieucll. Ucjh. oi Public Inrttcnon. X. Carolin.i >'nMr Ka*ka, Puhlic SckooH, Indiana poll#, (fid : Kick iw IJki eh, E\*n*tvn ttigl' ':*hoot, fcvwuton. Ill . kiCMans Lckmt. Arlington High School, \rlmgton HgM.. Ill . H*ntY M. Loio:. Illutot* Cnnii-rrncc 0< Scvemli-I*av Vitrrm`r.v ttronktictd, Ill,; hi\ 'i. m vim* l c" Orttre ui Education, Washington, l>. L.; !o>khii Kaw.a.%, Greater Lo- i nt;rlr* . r X > ` , ,~..l | , m m ' vmi i.iaimil, Uimiii., Ill STANDARD STUDENT ACCIDENT REPORTING COMMITTEE i /unriM.Mi--l nAVk. Chicago. III. . r, #.<r\--lvOKJKT l Mkrioma.v. S*ri \tK.iMXi, \\ il. Wiijr A?,niiv \W>iu\, N.iuntal Safety CumiivU. Chicago. (11 PLAN NOW JO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Second Haif*Century of Safety OCTOBER 21-31, IK3 CONRAD HILTON HOTEL CHICAGO iiiiiiiiiiiiihii............... .......................... You will want to attend the 1963 Congress which start* the second fifty yean of the organized safety move ment The Congress is always a big week, a worthwhile week for safety people. But this 1963 Congress is especially important to you and the other 10,000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty years of safety, its problems, its challenges. At the '63 Congress you wilt meet other safety people, with the same problems and responsibilities as your self. You will exchange views and tdcas on accident prevention, health, hygiene, and fire prevention . on safety in industry, traffic, school, at home and on the farm. You wiU see the largest of all safety equipment exhibits at the Congress, an oppor tunity far you to make well-informed buying decisions for your company. This four-day educational program, planned and presented by the National Safety Council, can be your moat thought-provoking, moat worthwhile safety experience in 1963 ... an in spiration for the exciting, challenging years ahead for everyone in safety. Make plana early to attend the `63 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes In this (1962) Series Users of this volume will find much value in its companion volumes, which o"ef the complete record of the 50th National Safety Congress! Here <s the ,isf: Vol. No. Title 1 to 9 Copies ! 0 or more Stock No. 1 General Sessions and Indet to a!! Volumes 5 .65 $ .55 022.32--1 2 Aero-space: Air Transport . .65 ,55 222.32--2 3 Automotive and Machine Shop; Po*er Pre ss and Forging 65 .55 022.32--3 4 Cement, Quarry and Mineral Aggregates .40 .35 Q22.32--4 S Chemical and Fertiliser ,65 .55 022.32--5 6 Civic Leadership; Church. Home, Women. Youth, Farm .90 .80 022.32--6 / Coal Mining ............... . .. .65 .55 022.32--7 8 Construction; Public Employee . ' .65 .55 022.32--8 9 Electric at Equipment , ,. . . , .40 .35 022.32--9 10 Pood and Beverage; Meat Packing. Tanning and Leather Products; Trades and Services . , , .65 .55 022.32--10 t 1 Glass and Ceramics; Rubber .65 .55 022.32--1 1 12 Industrial Subjects Sessions (ASSE] . , , . .90 .80 022.32--12 S3 Labor 14 Marine ...................... .... , . , .65 .55 022.32--13 .........................65 .55 022.32--14 IS Metals ............................... 16 Mining .................... . . , 17 Motor Transport* Transit ,,, ... , .65 .55 022.32--15 ........................ 65 .55 022.32--16 ............ .90 .80 022.32--17 18 Occupational Health Nursing ............ . .40 .35 022.32--18 19 Petroleum ... ....... 20 Public Utilities , . . . .................. . . . 21 Pulp and Paoer; Printing and Publishing. 22 Railroad , ............... .........................65 .SS 022.32--19 ............... .65 .55 022.32--20 . . . .65 .55 022.32--21 .........................40 .35 022.32--22 23 School and College . ............... 24 Traffic . , . . .... . . . 25 Wood Products; and Tertil# . . ..... . . .90 .80 022.32--23 ........................ 65 .55 022.32--24 .........................65 .55 022.32--25 26 Early Morning Sessions--"Communication" .........................65 .55 022,32--26 27 Public Safety .................. ,.. . .65 .55 022.32--27 COMPLETE SETS (27 Volumes) . $11.00 any quantity 022.12 Ail prices shown are subject to a 10 per cant discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVI. CHICAGO 11, ILL. isnov^f'.: PRINTED IN U S * 1 9 6 2 Volume 24 National Safety Congress Transactions TRAFFIC SAFETY # Btgfnnfng tit* Scldn Anniversary Yr of Hit NATIONAL SAFETY COUNCIL CMICAQO 11, 1UJNQ1S 50th NATIONAL SAFETY CONGRESS Papers delivered in the TRAFFIC SESSIONS CONTENTS Address Hon. Terry Sanford The States Must and Can Do the Job in Traffic Safety --or lsel (a) The Job Must Be Done Howard Pyle (b) The Job Can Be Done Louis H. Antarne William S. Poulit 3 5 6 'l Bradford M, Crittenden 7 Report Quinn Tamm 8 Report on the Resuits of Recent Meetings of the National Committee on Uniform Traffic Laws and Ordinances Robert L Donigan 10 Demonstration and Report on Radar and Radar Detectors Kenneth L. Ward 16 Report on the "Internal Safety" Program of the New yorfc City Police Department Alexander T Davis IT Must W* Conform to the Manual on Uniform Traffic Control Oevices? '&h*i Is the Uniform Manual? Burton W. Marsh 21 vtThy It It Needed? Hew To Implement Dome/ /. Hansen 24 David W, Schoppert 27 Setter Traffic Court Facilities Need Citizens' Support August Pryattl 30 Progress of Scat Beit Use m California as an Example of What Can Be Accomplished Without State Laws Requiring Seat Belts Bail P. Campbell 32 Progress of Scat Belt Use in Wisconsin at an Example of a State Reauinng Scat Belts in All Motor Vehicles Dan P. SehuU 3$ Need for Uniform Traffic Legislation Bdward Scheldt 18 Legislative Mechanics Needed for Uniform Traffic Legislation Mon. Edgar Silver 41 Officers of the Traffic Conference 1962.63 45 Other Volumes >n 1962 National Safety Congress Transactions Back Cover ADDRESS By HON. TERRY SANFORD Governor, State of North Carolina, Raleigh. N. C. That you lair asked 3 ,tat# offiuai to und >our keynote -vmlolizes the fact that ai this moment and ape or the motor vehicle, -* <s util with ihe *tote tnat the most iciponsibility and oi-portumtv ror accident prevention reside*- That you have asked a 4o.*mor drnvonstrate*. I think, that within he framework at any slate action to prernt accidents, it is the chief esecume who ii.tj ro stick his neck mit the furthest. That .on have invited this particular covernor f Hope, recognition oi the effort being made <i wcident prevention bv hundreds, and 'vm thousand*. of people in North Carolina. North Carolina has 70,000 mtles of high* it ha* the largest state-maintained Highway svtem in die nation. It operates lie largest school bus fleet--numbering over 1,000--whtch earnest half of North Caro lina's i ,000 000 school age children every lav. Traffic accident prevention, therefore, <* of viral concern to our state. Through the va S'orth Carolina ha* rx-en recognised by the National Safety Nounetl and other organizations for outstand ing achievement m various phases of its icodent prevention efforts Motor vehicle ;ommmicner Ed Scheldt ha* probably car ried awa from Chicago as many trophies sv anybody >n the business. But a little more than a year ago North Carolina had no official coordinating agency for accident prevention activities. It had no privately* endowed citizens* council to encourage and unite cittzen support on a state level- And it had no official action program or over.all plan to reduce traffic accidents. Most of you are familiar with the blue print for state and community accident pre vention activities outlined in the Action Program oi the President's Committer on Traffic Safety. North Carolina is now in the process of adapting that blueprint in an effort to solve the accident problems which exist m our state. The past year or so has seen development of the coordinated com mittee tor all official accident prevention i'-f.vtfitv privately-endowed North Caro lina 1 rafftc Safety Council opened it* doors just about a year ago. and at tealt five large items have become part -t V <Hi Carolinas own action program. One ot the interesting taect ui tin? new growth of balanced action Eus l-ern a special effort known as "Project Impact.' The key to accident prev ention is official aciton ba<Aed by citizen understanding. However. vnu m this room know that the lornmfa is easier -tated than put to work, t want !o comment, iherefore. on how we ran hasten the adop tion ai prove lent prevention method* That is too broad a topic for the next few minutes: and since other speaker* this after* neon will be touching on many of the states' duties and opportunities, I'tl confine mv comment to the role oi the chief executive m this effort. First of aiL one of the mam reasons we i* not have in every state the means and measures to prevent accidents u because of the failure of the American people to be convinced that traffic accident prevention is a technological problem which ha* extremely complex and technical solution*. We might uv that there exist* amcog our citizens the distinct lack of faith that official technologi cal action can further reduce aeddenu. There are hundred* of ron* tor this tack of understanding. The question that concern* me is whether many of our cover* no?*, state lawmakers, and even some safety professionals have not > admitted ttie true complexity of the problem, or have failed to meet the demands that such a realization places upon all of u*. The demands which are placed on the chief executive arc well defined in the action program. When a governor admit* the fact that only technical methods will lastingly reduce accidents, he will act in many wavs. First of all he will put his trust in traffic safety specialists, giving them full opportunity to apply proven methods. He will set up the organizational structure necessary* to coordinate and balance the -.anous official programs at work. Recogniz ing the complexity of the problem vnd the need for technical endeavor to solve it, is nly half the job for the chief executive. 3 S-tfrtx Ctinjrt'tf Hi* must also do his br* m <>c`p make the public understand i* The avenge American living in art age of technology and specialization treely ad mit* hi* ignorance m area* outside of hi* pccifie knowledge, and he is quick to accept the advice of speew'tsts However, m the case or traffic vmty, the American motorist is jtill reer-ving, from tvhai he <-'inidcr* good authortu implications that the -iolucion of the accident problem depends not a* much on technology which he must -upport and pay tor, a* it doe* on the w*> lie lirive* hi car Tlii- official* and organizations who per. |)ie technological approach are still 'leading with drivers to stow down, to eo [rente with law enforcement officials, and >re reciting ihe same archaic language which ' ir proven useless >n reducing accilent*--tint which ha* been u*ed etfecttvelv at t*ic luncheon* and m puhlicitr campaigns. Triune accident prevention is a science winch can vive the life of the citizen if he wdl fake the medicine--fht is, fhe official wirnn which ns reearch ha* Yielded, But ahat <aith has the patient tn the medicine if the central practitioners m the state contmuaffv appeal io him to save hi* own hie hv hi* own action. But we ask the citizen to accept legislation for scientific test* for drunk driver*, stricter iwcnsing controls, compuborv sns'aliation* rent belt* by manufacturer*, sharply m: reused expenditure* tor engineering, en forcement, and educational programs. In -horf, when we ask the omen to accept m*.re regulation at higner cost, we had better nope he believe* that such sacrifice repre sents the only hope of fatting accident re duction. The gosernment official is not the only one to blame for the failure of emzem to understand and respect the technological approach Competition among the various 'rgamzaitons for publicity and free ttmt tn public miormation media has produced the gimmicks nd the contests and much mantiglcss advice to driven, which not only In* contused citizen* out has also left them wth one conviction--that is, that *-nce '-vefvbodv talk* so freely about it, no one ha* in answer to the traffic accident problem f am suggesting ilut unqualified laymen, including all or most governors, declare a mnraionittn on warning drivers about their practices or attitude* in ihe old and fruitless wav*. Let us leave the "" of education >o the competent and qualified safety edueator Further, let public official* cease express ing then- shock and indignation at me acci dent toll, except as a prelude to accepting die respon*ihiiitv to reduce it And instead. In's talk m public exclusively about the ways in wnich government ran and must solve the accident problem. When our governors trade their archaic appeals to individual drivers for announcenems of official policy, we shall know that they h*v# discovered their role us aeetdem prevention; and we can expect to see a more rapid application of proved accident prevention methods- \ 4 Iraffic .y'a/etv THE STATES MUST AND CAN DO THE JOB IN TRAFFIC SAFETY--OR ELSE! la) THE JO* MUST *E DONE By HOWARD PYLE PreudCRi. tt*: aii Safety Council. Chicago. Ill, The state* It seem* ilmuu *up*rrA u* the job must h# A,-e * j done. The ii?em.*is%*. -* The entire hijtorv indeed, of civilization the w<ri>t -ver---ha- always been tied to the uvv* f mn[jortatton and cr.mmunioti* n, These !*> element*--the mean* by whirls people, aid l, interact--.ire basic. >j> ba*ic. that .my problem* relating to them automatically liccome orrmdmp problems that can cripple uur economy, can c"ppie the very Mrueture ot our society. \Ktt pride ourselves or the fact that the economy our ocietv ha* forged is the most productive the world has ever known. We are building more automobiles than all other countries combined. We are fast putting together the most comprehensive network of road* and highways man has seen. We have advanced our communications techniques to the point where television picture* bounced off a man-made satellite Eire instantaneous ttght-and-iound contact between continents. Ml of this is truly anaamg. Short years ago it would have been unbcltcveabie. Yet with all this progress, the sad fact is that we still haven't solved the problem of mov ing ourselves in a or from one place to another with complete safety. fust a few weeks ago. on* of our astro* nauc* orbited the earth auc rim**--w about nine hours. As we ail bo* he come down safely. .Mid we re proud of that, in those same nine hours, though, some 40 Americas* tost their live* :a traffic accidents. .Mid there t* no reason for us to be proud of that, just as there t* no room for pride in the fact that we pave beat killing 3d,000 people a year tn trank accident*. ! recognize that tn recent year* the traffic death rae has been eo:ng down. 1 also recognize that this has been in the face of tremendous increases both in the number of ' highw-vv* and me miles they '*m* But 1 also recognize th.u the rate . `cm {wn( down r:ifi ervuigii. that - - '>* vear even an increase x ,.er * will tutmniK n. nn rcue ir the v-? --f !(,: vear. and in subsequent vcar, is 'i:eth'ltir * >ui Uotl t knuw, Fnr tp- moment. fur 'he sake u <h*eu~ `K.n, let'* a-*ume the death rate mil stay .; u- Ihtjl level tor the nevt *cven year* That rate, by the wav, was j 3 deaths for everv t00 million vehicle miles Vow 'he Bureau of Public Reads estimate* that at tie end of those seven year*, by 1970. we'll be driving one trillion miles, And if the status quo holds, if that 1901 death rate doesn t change, well kill 32.000 person* tn traffic accidents--not iS.000 a* m the past, hut SZjDOfl men, women, and children. Obviously there is no escaping the neces sity for immed'ate and effective steps to reduce that toll. Obviously the statu* quo is in'll good enough. The problem will either get bv'ter or it will get worse, and it * up to u* iu ee tiiat it gets better The time tor deliberation t past The time for more action is here. We can't get around the fact that action ui/T be taken. What we arc concerned with here is '- ha will take tt. We speak of the "national traffic problem" --and it ir a national problem tn one sense because it exists tn our country and in all parts of our country. Sut if we look at tt more realistically, we see that it's really the sum of 30 stale problems and. in turn, thousands of local ones, ft's a Homegrown problem, ongmating on the streets and roads everywhere--your state, yvurci" your block. This mean* that everyone cu -cemed with traffic safety must face up to the fact that ,-rrry citizen in the Cnited States is in volved. And unless the states and cities measure up to >h challenges confronting them, some other iumdictirn i* going to take action to solve the problem. I'm not S 19&Z National Safety Congress ai ail fufc that federal controls--if they were to come--would be the full njwer to 'he problem. But history hus shown that when state and local government* lav down oo tbc job, when they ful the people, the people look to Washington for nrip And m a democracy such as ours, ihe people get what they demand. I warn to emphasize one point. All the various aspects ot traffic sanity arc closely interrelated If the federal yotemment is forced to take over one function by default, perhaps highway patrolmg after the com pletion of the Intervene Higliw.iv S.jtem. fen the 'rderal governmem will nrvilablv t*e igreed to take over other functions, such is driver licensing, vehicle registration, and tome vatety education. i m certain that all of us want to keep the -esponsibifity for traffic safer} .-gh: where it belongs, right where it is new, in the hands of our local authorities. I: the states do not act, do not keep op with tre times and the needs and the desires os the people, we might some day look back and find that the I900`s marked the beginning of me federal intervention phase of satetv More important, if the states do not ac\ we vlt look hark and count the inerra*'-s >MirnlT ot the dead f traffic acetder'- By LOUIS H. ANTOINE Resident Vice President, The American insurance Group, St. Louis, Mo. its t',.ovemor P>tc i>a< *o ably stated, in traffic rarely there is a iob for all- Repre senting a citizen group. iu 1 do, we know that our job is not to make the laws, license invert, rntotce traffic regulations, and do *11 the ofhrr oificiat work; but to give out individual and collective suppon to those who are fegalh rc-ponsibte in these area*. As necei'ary a< ts the support that must be forthcoming trom the individual driver and pedestrian, the reaf citizen support for traffic safety must be organized to be edeeme This organized support must represent ill groups--labor, management, professional, fraternal, civic, religious, and service organi zations. ft must represent the need of the grassroot m it* geographical boundary1, with me full knowledge that fences of protection . .muni he hunt around tho*e boimdartc Properly organized, citizens ate reads and idling to support sound official program' 1 mpnasize round, official programs because citizens and traffic safety are like fans and ,i J?a*ehall team. The winning team has plentv- of supporters; the consistent lener lew Officials cannot expect enthusiastic iiipport for lackadaisical, inefficient or dis interested official efforts. Unlike the basehad fan, however, the citizen cannot "stay home from the ball park" as far as traffic safety s concerned if the official pragma is not vi Imt it should be. the citizen has a duty to iipip the officials get what they need for the f'lzht kind of program. They also have a tounden duty to see that they get the proper /ricials for the right kind of program. Vmlfic (b) THE JOt CAN BE DONE By WILLIAM S. FOULIS Executive Director, The President ! Committee (or Traffic Safety, Washington, D, C, The first requirement in applying the recommendations of the tr,< ;rsm is u> h/_ei and analvze all of me tacts pertain- ,ng io me safety SJf traffic m the stare or 'mmunitv concerned. The administrator needt there fact* to Pinpoint his problems and o art intelligently m ron-ert liem He needs facts to hack up his request* tor legislative *upport. The leftlatf*r r.eed' f.vrt- e**.u*e he i* 'r-pnn-ihle for enaetmz Ac . sw, including 'v>-e 'hat make me money aiatlal'e He \*+ is aiso to ketp Himself posted as to ''.ether these laws continue to be adequate, vml whether thev ate being propenv ad mim-tered. (Joth the administrator and the legislator nce-i the tacts Mi.it are pertinent now. and .-do those that indicate what mav be exlooted ut the months and vears head. Lack > t tne*e Sauer facts, and lark ot under - an-lmg ft their significance, has slowed ,-f*`irre`* m manv tate> and communute* By BRADFORD M. CRITTENDEN Commissioner. California Highway Patrol. Sacramento, Calif. We are here todav to reaffirm that "States tan do the tob tn traffic safetv " But even vs we announce our own assurance, we must concede that the neceiitv for reaffirmation <- 'V stimulated by a lack of confidence in 'iur ihilitv as derwntrated in port by public reaction, and in port bv federal government incem. Is this lack of confidence justified? Mot m manv instances. The record which we have compiled in the decade and onenlf since World War 11 should be ample evidence, not cnlv that state* ran d the >ob, but that thev have been doing it. .en ss>, there is a venous ii-ue which demands our attention right now. an issue iviuch we nave not squarely faced. And that issue is the future. The multiplying driver, vehicle and accident totals hold this mplicit question. What are we, as the agen cies responsible for the safe, tawfut, rapid attsJ economical use of the highways, doing ut ensure that five. 10 and iO years hence the average motorist can enjoy this use? In California, we have a far etching pro gram under way, designed to measure the ` anous functions dealing with highway use. From it we hope to determine exactly what we need to cope with this nebulous thing railed "the future.'1 We will formulate this program, not bv oursehe*. but with the aid and advice at the public, since no program -an be successful tacking public support. But the future docs not hinge on what one uate doe*. It hinges on all of us, and on all if the cities and counties within our bound aries. Thus our plan for the (uture must include the willingness and desire to <ooperate, each state with the other and each rate with the other level* of aovemmem within it. I know that states can do the job in traffic safety because; they have been doing it; they are the only ones with the knowledge, skill and experience to take on the enormous task still facing us; they will dote the one gap which now exist* in their ranks--the assumption of the responsibility to plan wie!y and well for the future. Victor Hugo said, "People do not lack strength; they tack will " W* have the will; let's make it work for ut S9&2 .\atxmal Safety C&u}'cst REPORT By QUINN TAMM Director, Field Service Div., International Association of Chiefs of Police, Washington, D. C. t ant wire? man' < .ire alreatn umiltir imh the intrrnrutional \suwiatiofl > Chiefs of Police but m ornrr tnr mt to emphasize the paints 1 *>sh to make, { would like first to sketch a brief picture ot IACP. It is comprised m neariv j.000 top execu tives m law eniorcetnent. not only tn this country but in >mt e-0 oilier tree world countries- Anyone hn ly l.Ji n.p administra tive posts in tfie am f hn rtiturremeni <s eligible and rfi<rf<ufi(-e*l * temme i member of our orvimitation. Since I89J, ihc >c.nr of u* iminding. the IACP has been one ot the voices and co hesive forces which have contributed to modernization of police work:. tn it* earliest lav*, the lACT created fingerprint hies which, with those of the U S Pennentiarx *t Leavenworth, form the nucleus of the millions of print* now on Ale with the FBI Since then the 1ACP has advocated, initiated and stood behind many of the modern tech niques which make law- enforcement tn this nutum so effective today. The officer* of the IACP have through the >ears been leafless spokesmen for meir profescion and what they have believed would advance taw enforcement. That is wh> I have no compunction about coming heiore >ou with a message which mi> not entirely meet with >our favor, From the crucibles of disagreement, how ever, and from the Are* of discussion our country has gone on to become a great nation. From ihe same crucible* and Are*. Uw enforcement has been formed and an nealed into a strong, keen tore* lor good-- upperviou* to attack* trun ihe enemies of uctcty. The traffic program for this 1962 national 'ifety congress and exposition ha* printed mi its title page the same statement which -,ppear* on the front of the archives of the t mted States--"U hat is past is prologue" is far as historv is concerned, is far as .irehtves are concerned, this is true, But 1 believe nothing could he further tram the ruth with re*pee to traffic and police iridic managemem I have the unes> fear, n tact- traffic problems are teat mg iraffie w eniorcement in the dun just became ,* are too preoccupied with the post and not neanv concerned enough with the psescst urn the future, Toda* there is more death and destruction on the highway* tnjuj ever before. The am,age reached appalling *t**e` 'M'rordmglv. we in the fACP intend t>* >n*mediatelv infuse new itality into the phere ot interest which we hate in die nation'* traffic problem' A* tnu may know, the assembled member' ni the IACP at our recently completed 09th annual conference in St. Louts Missouri, passed a resolution calling for a complete c-evaluation of aU policies, procedures, standards and rates now in force relating to traffic responsibilities, it was pointed out in this tesoluUon ti t these eritena were established more than a quarter of a century ago. While traffic engineering and knowledge, methods and means of transportation, vehicle design and horsepower, codes and taws have progressed, our methods of inventory have foe the more part stood still. WJiai we have now is an archaic set of rules. We art, in i sen*. using an abacus in the age of electronic computers. ks executive director of the IACP, l liA'C been commissioned by the executive :i.mm>tte to develop the methods and pro* "fdurei necessary to implement the policies, i.xndard, procedures, and rate* for mere effective action at all In-el* of government. The first order of business is a complete overhaul of the annual inventory of traffic safety activities as it relates to police service. { am sure that not all of the changes wilt Meet with the approval of everyone inter ested in this program, but the overall aim >s to make the inventory a realistic, effective measurement of the efforts put forth in the I Tnffie Safety I traffic held b> t)ie states arid ccnmcuties m tms country. 1 ftrmly believe that the traffic picture is at the present time beuvg viewed from the wrong end of the telescope There are liter, ally hundreds *.i ',rc;uiai:on. societies, councils and group* operating under any number oi title* which have legitimate in ercst m traffic L'nfonunatelv. however, their focus on the traffic problem is in one specific arts of traffic m too many instances, in looking irom the large end of the tele wop*, they can scrutimjte ortlv a small rgment of the traffic problem it the oiner efld. On the other hand, looking at the traffic (>roblem* from the correct end of the televetspe i* the man who is truly m me tront me of the fight. That man it the traffic officer and administrator, who can lee the overall picture from his vantage point. It is hsgn time we )on with the traffic supervisor and mote around behind him where we can we the picture as he sees it. The best manner in which the traffic viiuatton may be improved tmmrdiateiv is It*? help police agencies with the traffic problsn from thar end. This can be accom plished by imparting to them the knowledge we have in our various held* ut interest This boils down to providing the police with better management techniques. Through better management, we can pot more police officers hack on the Hreets and highways. When a law* enforcement agency is snarled in its own admanstraisve inept ness, its efficiency is hampered When effi ciency is hampered, manpower i* lost, For instance, it is our belies that every puheauas is a traffic officer and e'er* tramr officer is a policeman To designate a .mam percentage of a torre to wear a white cap or the wheel patch on <h< shoulder of the uniform, regardless oi a communin'* sue, type of population, population dcn-itv. traffic arteries, etc, t* rtdicuiou* fer u f-ach corporate entit) mut be judged on the manner in which it meets ns own prob lems in die traffic held. We have also noted what appears to be a tendency on the part ot too many law emorcement agencies Q participate m actmiie* which are not their pnmarv rj*ks. For example, there are enhance* where program* *e public etlucanon -ire carried to the exi reme, eau*mg policemen W be drymed from ureet dut> for hull behind ihe fectem Of cr'urie. public education is part of accident prevention, safety, and improved transports* in\n but. at the same time, this can be overdone ''me of our prime objectives is to redirect (Malice action back to its primary tasks. We realize that this cannot be accomplished overnight To rush pell meil into such pro grams at redirection could be disastrous ami cause traffic administrators to lose Tilth m what we are trim* to achieve. We know this >s a tang-range goal Wc must move with deliberation and caution. fare aind purposettdnrss, if we are to put me poltre service m us proper perspective n the minds ni <he public, civic organisa tions, the police themselves, an-1 officials at the state and local level who set public policy. We are dedicated to everting every effort to this end by utilizing to their fullest the staff and financing which are available to us. i$6i Sotwnat Safety Canuteis REPORT ON THE RESULTS OF RECENT MEETINGS OF THE NATIONAL COMMITTEE ON UNIFORM TRAFFIC LAWS AND ORDINANCES By ROBERT L. DONIGAN General Counsel, Northwestern University Traffic Institute, Evanston, III Ks noted m the lir>e 1*562 n*<.e ot Tragic Direct and Rnm,, tie NitumaJ Committee on I'nitorm TrilTic Liw* ,m<t Ordinances, which is charged with the re'pomibilitv ot keeping the t'mfr>rn Vehicle i ode and the Model Traffic CVdinanre up-cc-'jirHe ,md >*urrrm with rei-pcct to modem needs of highsai traffic safety, has made a numoer of revisions m the code this sen A feu of the more important changes were described briefly in the June issue, pp- 24-25= Since then, the results or balloting fas- mail on several issues, undecided at the committee's meetings, and an official report of all amend ments and revision* have been termed. The following is a brief summary of those which should be of special interest to everyone concerned with traffic safety RretPlenty For a number of 'ears the American .Association of Motor Vehicle Administra tors has noted a need for enabling legislation on reesproeitv between the states in the held t motor vehicle registration and licensing. Accordingly, the Association has devoted considerable time and effort to developing recommended icgWation in thi* particular are*. This year, the committee included in the Uniform S'etticle Code a `ubstamiaj por tion of the*e recommendations (new section 3-402.1). These provisions embrace a com plete law on reciprocity and give the state motor vehicle administrator (or an appro priate state commission} great latitude, bur well defined authority, at to reciprocity in connection with the registration and licensing of all tvpes of vehicles--rosering automatic reciprocity, bilateral agreements or compacts with other nates, and proportional registra tion. The provision* dealing with the latter item go into considerable detail with respect to uniform proration procedures. F.qviinent Brakes-- The provisions dealing with re.mremenij mr vehicle braking systems, par- j.ouSarli iho*e w<*h respect 10 commercial iehtdes have undereone con-iderable reit-ron bv the committee (sections 12-301 md I2-JQ2). The purpose ol this was not ,,d\ to bring ihese sections of the eoite ifWo-rf,vc, hut Alfa to bring them more into line with the current regulation* ot the i"e<iera! Interstate Commerce Commission, fhev cover all jvoes of brake* on all kinds >A ehtcie*--*rrvice brake' parking brakes, nr brake*, vacuum brakes, passenger car*, motorcycle' truck*, traders, 'emUrufer.*, prtle trailer? other combinations of vehicles, !C, Alt law enforcement agencies seeking i mc-dem. adequate statute m this particular area should studv these new provisions caretullv. Lights--The code has been amended M require, instead of the usual one tail light, rr-ar reflector, or stop light, that new ve hicles including traders, be equipped with two tail lamp* fec. I2-2W), two red reflec nr. on the rear, which may be part of the tail lamp* or separate therefrom (see- 12 205 >, and two stop tamps (sec, 12-206). These "double" requirements, of course, do not apply to motorcycle* or motor-driven c.tlts. Another change has been the new requirement that overhanging loads on ve hicles now display two red flags during the tavtime and two red light* at night, in lieu r the traditional "one" (sec 12-215). The automobile industry, through recent t'tpenmcni*, has iovavd that amber lights i rrqnentiy are more highly risible at greater distances than light* of other colon. As a re-uli. the committee amended the code to f^rmtt amber turn tigruf tights on vehicles in lieu of a white light on the front or a red light in the rear fsec. 12-2t9n>)). In connection with flashing mm tignal light*, the code now make# it mandatory that they snail be used to indicate intention to turn, change lanes, of start from a parked posi tion, and for no other purpose (see, 11-604 (d)), It should be emphasized that it pro- Traffic Safety iMu tnmr use on one side only for the ;-4fpo'e of warning lights on parked or uubted vehicles. Of particular interest to evervone who !nve* a motor vehicle is the revised provijft which prohibit* the use of high Sight* when approaching within 300 feet from the car of a vehicle ahead. This applies a -?:hcr the approaching car is about to ;u`s the other, or tvsi dawdling behind fsec. -.1-222(0)- Previously, this section had x<T'ed the car which w-a* overtaking and ,-is-mg ' -.ft Lseemjej L-nii several amendment* of section* nr-ns with thu subject, one of special in- i that which roues the age at which . -.vmJc may receive a restneted licence (\en 14 years to IS year* (see. 6-103). This cij!, that young persons receiving driving lining must be at least 15 years ot age < vn behixsd the wheel. They may have temporary or usstruetion permits issued .? .tx raootks and can drive only wnen *vix7paaied by a licensed dnvrr with at one yar's driving experience (sec. Aaucher noteworthy revision m this arm * snw version which now provide* that license* shall be renewed on birthUm, rather than requiring that all licenses tnhm the state be renewed on a certain Lie every three years or so. Tin* equalize* 'i* burden of the motor vehicle adminis trator from month to month and year to v*r rather than overwhelming him unduly a certain period every' two or three years *-ec. fli). Tragic Conirai Device! As we all know, our traffic engineers have : improving traffic control practices and '.rice* constantly. In the post several years, forward tn this arm have been out-[wndiAg. The Uniform Vehicle Code this *ar *! brought abreast of many of these rprovemcDts. Revisions have been made to a;-; :> to the new type of electrical signal vm.w , and combinations ot stop, go, and . cauwial indicators (sec. 11-202), the v'e-nne overhead lane signals (11-204.1); -t.utmg lines, where the greater portion of a roadway may De used for traffic in one hrectwn at a certain tune of day and in the ouposiK direction at anoincr time **. U-iOlfc) j ; and special turning lanes (secs, ll-JQt(c) and 11-Wfb)). Important are :hoK revisions applicable to pedestrians. Pro' mom nave ltm viJrd to the code permuting diagonal crossing* ( intersections when permitted by ignal light* --sometimes referred to as the "Barnes svstem" tsec. U-S05(d)>. But of special ui* ieret are the changes which now require the pedestrian to obey the yellow ano red traffic ignals at intersections. No longer is he permitted to wander out into traffic against such signals if he mere!* >e)4s the right ot wav to all vehicle*' (*ee 11-202 (b)> and (c)2). Of `peoal import to law cntorcement igencies are (he new pro?isioru which estab lish the presumptions that official traffic con trol devices, which include stop signs, signs ncotving motorists of lawful speeds etc., have been properly placed and otherwise conform to site legal requirements of the statutes permitting or requiring their erecnon and maintenance (*e. U-20)(e) and (d)l In prosecutions and mil action* olvtng disobedience (o them, it will be ' the party contesting the legality yi iranic control devices to go forward w.sn l-e evidence to overcome these presumption*. 5uch provnsions should be of special interest in New S'ork and a few other states in ,t,h>cb jrme ot the courts have been overly met tn reqmnng proof of the legality of <ueh devices before convictions ior viola* nun* may be obtained. Rfj?ont\bdities After Tragic Aeftdentr Two enous defects in the so-called "hitand-rtxn" provisions of the Uniform Vehicle Code have been corrected by the committee. Formerly, the code required a driver m : tiled in a traffic accident resulting in injury, death or damage to an attended lelucJe, to gtve his name and other specified information to the person struck or the person in charge of the vehicle collided with. One of the state supreme courts held, in the case of a >oung woman killed when she tumped out of a moving car to escape in decent liberties attempted by the driver of the car. that the dnver could not b* con victed of "hit-and-run'' under this type of statute because the word '`involved" applied only to cases where the car had '"struck" a person or "collided" with another vehicle ,'VCl? \ oticm-il ju/riy <_ Jngrcts in yii.cr words, 10 be involved. the de fendants car lad to come mm actual contact with a person or vehicle. iince the car had not struck die 'Ttum. tj|C court held the .-eviction could not stand. This, despite the net hat appellate court* tn other states have held to the contrary -- recognizing that `chicles may be ed m traffic accidents wrthout coming into plivsieal contact with F-ropte or property injured or damaged as a fentlt of tauJty driving on the part of a mtort,i Actually rc-cpomibte for the colic don The appropriate section has been revised to require that the driver involved shall give the required information to the person tmur.-d or m charge of the vehicle damaged rn the accident. This e/unmafes the probability ui any other court* coming; to a false con clusion that the legislative intent was that a driver rmm actually strike somebody or --methiftg tn order to be considered involved m nn accident (sec IQ-lOt) The other defect ws* {hat the code for- merlv required the driver m an accident to ,'tve hu name and other required informa tion only to other* also involved in the accident; it did noi require him to give this iniarmat'on to an invrvtigattng officer or any i.m- enforcement agency. .Is a result, the appellate courts in several stale* held that t an injured were unconscious or dead and thus incapable of receiving the re quired information, the involved driver was mt required to give the information to any one, including the 'jncomcjmts or dead jxrwi Tfu too, despite appellate court decisions 10 the conrrarv m other state*, holding {hat even though another involved *r*on i unccnsctou* or dend, the respon sible motorist's obligations to him still conuusie The revision makes it mandators- that tn* .nvoived motorist not only give the required information to the other persons in the .ivcideni hu| aim to any police officer at the cene ot the accident or who later invest** i?at* u. Furthermore, if the tmured person* ire not capable of receiving the information it the scene and no officer is present, an in volved driver is required to immediately submit his name, address and other mforma- f">n to the nearest police station fsee. 10- The appropriate sections of the code also Im* been amended ro require an involved driver to give ms name, address, and other specified information m cases involving damage to any property, whether attended ijt unattended, rather than limiting this re sponsibility to specified property, such as a vehicle, roadside fixtures, efq These sections now apply to at! property damaged in a traffic accident, whether animals, goods being transported m t.ie other vehicle involved, and ilic like (secs. 1O-10J, KMW. 10-103). Another change is that garages ire re* <iuired to report within 24 hours details relating to damaged motor vehicles brought in tor repmrs, to the nearest law enforcemem agency, rather than to the Mate motor vehicle administrator as tormerlv provided. This would eliminate the time lag and slip ups between the state capirol and the local police department* < see 10-1111. An amendment, primarily jor the purpose >f clarification, is of special import to law emorcement agencies, The code makes it perfectly clear that m the ease of written reports of' traffic accidents required to be submitted to the state motor vehicle adminis trator, only those made by drivers and owners ot cars involved tn accidents are privileged and to be held confidential--not to be used in evidence in any criminal or civil action arising exit or the accident. The privilege does not extend to those written reports of accidents required to be filed with the administrator by investigating officers, Enforcement agencies in Florida and tows will be especially interested In studying Uu< recommended legislation (secs. 10-)06fcj and (O.and 10.112(b)), Rtt}ht-of-lVvs One nt the most common complaints Against the right-of-way rule* * they for merly were set forth in the Uniform Vehicle Cede was that directed againsr the so-called "shifl" in the right-of-way; a person making . left-turn was required to yield to any ipproaching vehicle within the intersection or so clo-e as to constitute an immediate hazard; having done so. he was to be per mitted to make his turn and the responsi bility of yielding right-of-way shifted to the drivers of all other vehicles approaching from the nppojite direction; they mtii yield to the turning driver. Suntiarlv. the same shift >ook place in cc.nneettoji with the driver stopping mr 4 boulevard interaction or other favored 12 street corner I h same rule also applied to intersections posied with yield*'signs When ihe ''ssoppinf' or `'yielding" driver had let hose motorist* within ihe intersection or so close thereto at to rnnstiiutc a hazard pt>* him fev, the cesponttbilitv to >U thifted r<; the drivers of all other cars on the vored street and lie was 10 be permuted to proceed onto or across the through street \s a matter nt practice. Saw emorcement agencies round such .t rule to be uncnlorceable; lawyers found it a jewel of contro versy, and judge* and jurors found it to be a headache When did a car remain a hazard --50 feet, 100 i*et, 200 feet, 300 feet? When was U net a Hazard? Was it a car third from the comer, fourth from the comer, or eighth from t/;e turner * In rush hours particularly, with cars travelling humper-iobunper m two or three lanes hub-to-hub, should the car a half-block down, or two blocks down, stop to allow the left-turner to make his turn and jam up all the other cars behind the `'halter "} As a matter of practice, tew will ever play the role of "halter" and the turner has to wan until the light changes or there is a break m platoons. Otherwise, there likely will be a collision and thus w ill be increased the listing of a right-of-way violation, one of the leading causes of traffic accidents according to national statistics. The committee intended the appropriate sections of the code to eliminate thce shirt ing duties of lidding right-of-wav. In all three situations, the left turner, the driver stopping at a ravored intersection, the driver slowing down or stopping at a yield inter section. must v.eld the right-of-way to Another vehicle within the intersection or so dose as to constitute a hazard, but there is no shift any longer as to the other approach ing drivers. One might say, as a practical matter, that the duty to yield right-of-way remains with the "turner."* and "yirider" undl he completes hu maneuver (sees. 11 402, and 11-403). fn fhi* connection, however, there ha* been another important change. The defini tion of right-of-way is no longer the broad phrase; "The privilege ot the immediate use of the roadway,1* but has been revised to "The right of one vehicle or pedestrian to proceed m a (awful manner tn preference to another vehicle or pedestrian approaching under such *ircumtirKe% 01 direction, speed \ml proximity as fo give me to danger ot {oilmen one grants precedence to the other ' `see M56). Thus, the driver of pedestrian proceeding unlawfully ha* no right-of-way, and at to those who are proceeding lawfully, fght-of-way vesis as tong as danger of collision shall ext. Right-ot-wav through these revisions it placed on an umlerwand-tW*, practicable, toiareeaWe level \totor f V/iie/e Homicide There have been reams oi piper written about ihe variations among the stairs in the laws applicable 'r> itomiodc b- motor .elitel*. The degree oi negligence required o fie proved in order m com a t. according o caC law, run* the gaunt irnm simple negligence io grot* negligence--ihe tatter Ung construed by some state appellate nuns to mean an entire ib^nce of core and autwin, an absence of even the slightest imount of care in an effort us attain umfnrmjtv, the committee wme tears ago in,dueled in the code a section entitled "Neg ligent Homicide.'' a misdemeanor However, die language ot this section provided that if an operator ot a vehicle caused a death by (riving it in "reckless disregard of the saleis- of others." he shall be guiliv of this oficpte The word `'reckless' thus belied the title fiut again a eufliidcrable variation wav found among the state* adopting the lan guage ot the cate in the degree of negli gence required to he proved bv the appellate {u*~s in their interpretation ot the term reckles*," e culpable, criminal, gross, and the like. Accordingly, there ha been in insistent and increasing demand upon the trt of many judges, prosecutors, and Other aw enforcement officials for a simplified, easily understood homicide act applicable to death* caused by the unlawful and careless 'Peratton o* motor vehicle* Pursuant to die*# request*, the committee revised this '-eenon or the code that it provide* the following; Homicide by Vehicle. <a> Whoever shall unlawfully and unintenHonaJly cause the death ot another person white engaged In the violation Q( Biiv state law or municipal ordinance ap plying to this operation or use of a renlcfe or streetcar or to the regulation of traAe snail tie guilty of homicide when such violation is the proximate ea*e at said death- 13 tVtu? A jttisnrfi Oo/e/y i. vnrjrttt tbi \ay y-*f*ur> ieud ot nom id* by .ftuci* vnsJI n fln'rt r|i im ?hn SAJu prisoned <n ti* ci;.un(> jail not imi |h,r| 5 mo. tbs, not more than t i ear or may f> to flnfrd and to iiapn*on>*d or shall b imorlionid in tn penitentiary (or a term r-ot isj U>an S year nor mure than 5 year*. *- ll-eco.) {liny no particular degree ot neciigence becomes die gist of ine criminal anion which may be initiated against tne person who ha* .-jmmitted moving, haxardous violaiiort* ot the code resulting m death ot another, Evi dence of the Mutahon or violations plus evidence that they were the cause of death mav be vuthcicnt to convict. Asjessment ot punishment is left to the person or persons w-jtfi that authority. with cenain iuniration* but in such a manner that death by flagrant -loUtion* may be punished by a pcnitcmuxy sentence. diemtcai Tttti and Imptxed CUwvnf In the early forties, recommended chantcal test legislation was included in the Uniform Vehicle Code. It provided tor the admissibility of evidence of the results of vhemtcal tests submitted to by motorists prosecuted for driving whtle under the in fluence ot intoxicants, and established that when a result showed as much as 015 per ient blood alcohol concentration, there was >n be legal presumption that the person I tad been under the influence of intoxicating 'tpjor. In the intervening years, numerous inten sive and closely controlled experiments. which motorttu hive been used as `"guinea pigs" while actually drinking and driving, have convinced moil of our scientist* who specialise m this area that // operators of motor vehicles are unfit to drive when they reach the 0.1(1 per cesst Hood alcohol level Accordingly, the presumptive level of 015 per cent in the code was changed by the ammittee this vear to the loner level of O.IQ per cent Also, this legal presumption U to apply to all criminal and civil cases arising out of <he motorist1* actions in dr.vmg or being in actual physical control while under the in fluence, instead of being tunned as in the past to a criminal prosecution on the charge of driving or being in actual physical ccuffj| of a vehicle while under the influence of intoxicants lsec. 11.902(b).). Despite chemical test legislation in the iii-mitiiy of state* mo*t <<i' which have loflowed the recommendations in the code, ...iv enforcement officers in a number ot these jurisdictions tiave noted an increasing tfend on the part ot motorists arrested for drunk driving to refuse to submit to cheim'..il tests. Reports indicate (hat this averages j. much a* 40 per cent m some areas, and even as high as 68 per cent m one jurisdic- non on the west coast To partially solve this problem. Mew York enacted tn 1953 what is now v_.>uTiomy known as an '`implied consent law.' Since then, nine other states have followed suit bv enacting similar legislation: Idaho. Kan- Minnesota, Nebraska, North Dakota, South Dakota, Utah. Vermont, and Virginia This is the type of law which provides, m effect, that if a driver uses the highways m the state, as a condition of that privilege he is deemed to have consented to submit to a chemical test ot his blood, urine, or breath to determine his blood alcohol concentration if he should ever be arrested for an offense insing out of his driving or being in actual physical control of a motor vehicle unnder the influence of intoxicants; that if he should refuse to submit to such a test, his (riving privilege in that state shall be revoked. It is not a compulsory taw--it gives the motorist the choice of submitting to a chem ical test under the circumstances or to forfeit his driving privilege in die state. It he refuses to suixnit. no test is to be givenNor is the consent established by tin* taw a part ot the application for a driver* license -- because there are often drivers without licenses, or nonresident drivers whose licenses have been i*ued bv si*ter *t.aies; the consent applies to all drivers who u*e the highways in the siate and is an in tegral condition of that privilege. la 1957 the National Conference of Com missioners on Uniform State Laws drafted and approved a Uniform Chemical Test for Intoxication Act which includes the implied coeisent features. This Act was approved later that year by the American Bar Associ ation, and has been endorsed in the interval by many national organisation* interested in traffic safety. U'suig this Act as a guide and pattern, the National Committee on Uniform Traffic Laws and Ordinance included the implied i insem provisions in the Uniform Vehicle 14 Traffic Solely C.?de dtt* year (secs, S-155, 6-205.1, 6-206 !b>. 6-206, 6-211. U-902, 11-902.2). Few departures <rom the Uniform Act were made, Tho* few were made as a result of pertinent suggestion* on the pan of the 'vnenran Avsociation of Motor Vehicle Administrators, based upon the administra te experiences of ns membership, and of interpretative appellate court decisions subecjuent to 1957 in tho*e Mates having this pe of legislation Those decisions suggested 'c*ral clarifying improvements. In brief 'nmmarmticn, ifie implied conent feature* included in the Code provide oat - I Any person operating a motor vehicle upon the public highway shall be deemed to have given convent to a chemical test of hi* b;*od, bream. or urine; If he is arrested for am offense anting :ut of acts committed while driving or in actual phvt<i| control of a motor vehicle while under the influence of intoxicants; 3, The test is to be administered at the direction of an officer having reasonable grounds to believe the motorist was driving 't in control while under the influence; 4. The type of test m to be determined bv the department employing the officer; Ccn*it i* effective and continues even *" 'he motorist is unconscious or dead; 6 If the motorist refuses to submit to a thermal ten. no test shall be given but the mcer ts to fill 'Ait a sworn report to that effect and it i* to be sent to the state motor vehicle intuitu**rstor " Upon receipt, the administrator must revoke the driving privilege of the motorist; A T>* aootwnn then must be given an ippornme * to be beard before the adminis' rator a* to whether (a) the officer had cawroN* grwjyda to believe the melons: was driving or in control while under the influence, ib he was placed under arrest, md (c) he refused to submit to a chemical 9 The administrator is then to rescind or sustain the order ot revocation; 10 (I the order is sustained, the motorist then has the right to appeal to the state court ot general jurisdiction for a review of ifle administrators action; It. If the order ot revocation is sus tained, tiie motorist cannot apply for a new 'icense until after a lapse of at least ix months alter date ot revocation Mote. Attention is invited to the fact that authority to revoke for refusal to sub mit io a chemical test is not dependent upon the outcome ot any possible prosecution for in offense arising out of the act of driving or being m control while under the in fluence.) Other provisions in the code relating to she implied consent features are: t. In order to be considered valid, chemi cal tr*t* must be conducted according to method* and by persons -t-oroved by the -tat* department of health; 2. Blood specimens can u withdrawn only by physicians, registered nurses, or other qualified persons; 5 The motonst may have a enemieal test .'idministered by a person of hts choice m addition to the test administered at the direction of the officer; i Upon his request, the motorist or hi* attorney shall be entitled to full information relating t<? ihe test administered at the direction of the officer; : Evidence of refusal to submit to the test is admissible ui subsequent civil or criminal action. 15 .Volume! Safety Congress DEMONSTRATION AND REPORT ON RADAR AND RADAR DETECTORS By KENNETH L. WARD Research 4 Development Dir, Northwestern University Traffic Institute, Evanston, 111. My talk con'em. *t-<-rroric 'irvi^es which give an autemobtfe driver an .ni-Jihle warn ing that police ate mrsrn^ elude speeds with radar- Commereiallv available devices tor warning driver* t,i potirc operating radar vehicle speed meter* stv rerent developtnent. However, arttcles describing cir cuit s designed for that purpose nave been Appearing tor 'Omt time tn radio ar-tj elec* tronic pyolicaLtORS. Limited information indicates that possblv* 100,000 warning dev ire* have been void. Few tact* are available, however, a* to how much the devnee* are actually a-ed Instances have been reported of drivers who have twen arrested tor speeding when thev had them m the vehicle, A large part o: police traffic law enforcement is directed toward detec tion and apprehension ot drivers who exceed the legal speed limit. Therefore, this is a matter to be reckoned with m everyday dnvmS Drivers may exceed the speed limit for uiie of two reasons; Inadvertently--.Without realizing n, they drive fater than the law allows; or Purposefully -- The driver, for wie reason or another, decides to exceed the speed limit. For drivers who tear thev may inadvertemlv exceed the speed limit, devices to limit vehicle speed to specific preset speeds or which Rive an alarm when the ped is exceeded are available. If a driver is adhering to (he speed limit specified for the road upon which he is driving, it should -wt pe necessary to be warned of radar chicle *Ked measuring stations. The mam idea m buying a warning device seems to be to permit operation at whatever speed tne driver prefers, regardless of the existing limit. But in advertisements tor the warning devices other less sb/ecnonable reasons are put forth- These may be- `'pro mote* sater driving . helps prevent acci dents" or ''eliminates the speed trap hazard." On one hand, a virtuous image of the driver is created, on the oilier, a vile image of the police. Ridar tor vehicle speed measurement proluce* a continuous wave emission It meas ures vehicle speed by determining the difference m frequency between the trans muted wave and its reflection from the moving vehicle When the transmitted waves -trke an obieci, thev are reflected back and picked up by the receiver, K nonmovmg vehicle produces no speed indication. Device* for warning of police radar are imply a kind of radio receiver which ran be put tn a car to sound an alarm when the car approaches a police radar installation The*e device* all receive ifie electromagnetic wave emission of ihe radar speed measuring device and produce a tone that can be heard and recognized as a signal. This warns he driver that he is m the vicinitv at a radar device for measuring vehicle speed. These detectors ate strictly receivers and do not tnenneive* emit electromagnetic energy m .in* significant amount. Police radar transmitters have been as`tgned two operating frequencies by the Federal Communications Commission. fU 7455rae with a wave length of 12--1 centi meters; and (2) IQ^SJimc with a wave length of 2.S5 centimeter*. Radar manulacturers' data claim operating range* of from 30 feet (short range) to 1300 feet for cars and up to one mile for trucks and buses. Two detector* for radar speed meter* are on the market as instruments ready for use Thev are Radar Card and Radar SentryRadar Gard, Model $X i* manutactured b> Mnrtronlc Industrie*. Inc. The urn* is de signed to receive both 2-155me and 10325mc frequencies. Two 1.4 volt mercury batteries power the device. Printed circuit* are used with eight transistors and five diode*. Ex amination of the circuit suggests an oscil lator of the multi-vibrator type, mixer, de tectors. and six stages of audio frequency amplification. Two antennas are used: a horn type tuned to tQ,523mc and a logperiodic antenna for 24S5mc. The microwave 16 Traffic hrety tigrui. depending on the trequency, is picked up by one antenna or the other The operation of this device seems to be something like this the microwave signal from the police radar i* rectified- If if * *mng enough, the rectified microwave signal will excite or trigger an auaio frequency cUator. The output ef this oscillator is amplified and operate* a small <peakcr which gives the dnser warning The resultant lone is about 730 evcles per second. Radar Sentry is the warning device manulactured b> Radatron. Inc. Th- circuitry and peranon of :he Radar Sentry appears to be vtoular to that of the Radar Card. The -ciulUnt tone is about 550 cycles per second when intercepting a police radar transmitter. vVe wanted to know how effective the device* were and asked -.ureles ihe*e questions. Are radar detec rs affected bv radio interference and. if *>, what hind? Do iltev intercept radio frequencies other than those of poiiee-radar.* Would weather, 'emperature, and mounting of receiver affect operation ` Would their performance be the -*me m urban tuburhan. and rural areas? How would the portioning of the police radar rrammifer affect signal reception? U it possible to rti-tmgui*h a Mice radar signal rrom others? To te*t effectiveness. Radar Gard and Radar Semrv were tested m both urban and rural areas under actual driving condition*. THee field test* were intended to measure the range and effectiveness of signal recep tion, and driver ability upon receiving the warning, to slow the ear to h *peed limit. Environmental studies unoer actual drivtnc condition* covered reception by the radar receivers of radio signals other than police radar, susceptibility of receiver to electrical and atmospheric interference, performance m various ambient temperatures and kind of reception under earning climatic and en vironmental conditions. These studies were conducted in Chicago. Illinois, and adjacent suburbs under actual driving condition*. A standard and a com pact six station wagon were used in tests. Approximately 500 miles were driven in urban and suburban areas and 1,250 miles m rural, a total of 1.750 miles. Much ot the rural mileage was on freeways. Both receiver* produced continuous noise, the intensity of which depended upon die seitm* ot the volume control ` cptioo ot a signal depended upon the degree to which it could overrule this background my Radar Gard picked up many s.gnsD other ihan police radar. In some instance* these interfering signals could be identified; in other instances they could not. The dual antenna system of Radar Gard could acrount for this because ot its greater trequen- range. Radar Sentry, on the other hand, wus less susceptible to extraneous signal pickup. Vs might be expected, mterterenee was round tn be m>re pronounced m urban and surburban area* due principally to greater prevalence of interference producing device*. Trolley buses within o00 feet were a source >f interference with Radar Gard. The inter ferenee consisted of a sene* of clicks caused ht the operation oi buf control .ipparatu* Pradar Sentry was not affected. Interference from automobile or truck engine ignition systems dtd not affect Radar Sentry Radar Gard was not affected by auto mobile ignition system-. However, truck ig nition interference was noted if the test vehicle was driving adjacent and parallel to me truck. The truck engine compartment in these instances was almost on a parallel plane with the receiver. The interference consisted of a low-pitched buzz which varied with engine speed. Outdoor power transformer and distribu tion substations, depending on the voltages involved, emitted sufficient interference to be detected by Radar Card tf within a block ot the installation. The signal was relatively low pitched as compared with the approxi mate 730 cycle* per second tone received when a police radar signal ts intercepted. Radar Sentry was not affected by this interterencc. We found radio transmitting anten nas to be a source of interference to Radar Gard. The signal received was garbled and unintelligible. Radar Sentry was not affected. Search radar at major air terminals, air craft navigational aids, and search radar used for other purposes produced tones in both detectors. The signal intensity varied with transmitter power. The audible signal produced by the detectors was -.pnroximatety 400 cycles per second and intermittent. High frequency mobile communication transmitter sicnais were intercepted if the source was within 100 feet. The resultant sound was a )? ton* similar to Ot.it produced wnen receiving ft police rdar -isrrui. Signals from numer ous umderntned `-urers were alto received. These **ftuU produced about a 400 cycles iwr econd tone in Radar Card Radar C.ard intercepted tome signals strong enough t*> rotnpete with a police radar tnn>miiier signal One type ot search radar was delectable 10 mile* from ihe transmitter. Radar Sentrv wit more limited tn the range I signals received In most ease* the signal i>;id to he within 100 feet of the receiver Radar fWd's separate antenna* ter tow and high frequency were not tharpiv tuned: thev would not receive * specific frequency- to he exclusion of all other? Vo other provi sion* were made in the receiver orcuirry for Mining to the specific police radar frequency. Wilder mi*c4lnneou* finding*, the mercury batteries u*ed for power in both detectors s.ere temperature sensitive. Their output de creases below 40*F and become* almost ml below 10* F., which meant that these detec tors would not work at tow temperatures With l0*F. outside temperature, approxi mately 30 minutes maximum output from the fir heater wa* required to warm the device* (-< *. point where thev would operate The receiving efficiency of Radar ftard was less than Radar Sentry m temperature* br'ow ?5* F Because both unit* are powered bv mercury cells, temperature characteristics of he ceM* alone could not account for this, apparently, certain circuit components arc ifso temperature sensitive. Field performance tests were designed to determine whether with Radar Card and Radar Semr> sufficient time would elapse between driver detection of the radar signal and police observation of vehicle speed for the driver to apply brakes and slow to speed limit. Tests were conducted within the limits of Chicago with the cooperation of the Chi cago Police Department. The obiccnvcs of the urban test sene* were to determine the effectiveness of both device.*. Interference to the warning device* was high in industrial and high rise building area*, and as might be expected, lower in residential areas. In urban areas, neither warning device outranged police radar. Therefore, under traffic conditions existing in this urban area it would not be possible for a driver to "outwit" police radar in stallations with these devices. Tests were conducted on rural roads adjacent to the bPicago metropolitan are* with the coopera tion of th* Illinois State Police. Radar tlard was effective in detecting police radar >n time to permit the driver of the t vehicle to reduce speed to an as sumed legal limit, ft must be remembered, however, that these tests were conducted mainly m favor of the driver. He knew the exart location of the radar installation and he was alert to detect the warning tone. Under u*ual operating conditions, the driver ','iuld not posubly react wi promptly He would not react to the signal tmtil it became 'oni'derably louder The noise level of the te.t vehicle and warning devie* were high ind interfered with earlv perception of the warning tone emitted bv the device. Radar Sentry was found to be ineffective m early detection of police radar installa tions. The warning tone was not entitled until (lie ten vehicle was well within radar vehicle pickup range. The vehicle and warn ing device noise level was high and inter fered with early perception of the warning tone by the driver. Whether law enforcement official* should he concerned over the use of thme warning devices by drivers muit be considered. Re mits obtained from testing show tiiat they were unsuccessful tn an urban area, and only Radar Card performed udstactordv m a turai area, and then under most favorable conditions- On this basis, officials concerned with speed law enforcement on local streets need not be concerned. With respect to speed hit* enforcement in rural areas, consider the following points: 1. For the most part the warning devices did not perform well in tests. 2 Despite national advertising bv manu facturers of the*e devices, they may well he .? fad, 3 Current design, undoubtedly based on cost and sue considerations, ts responsible for this ineffective performance. -t \ few drivers with intent to viotate speed laws do purchase them to escape arrest, some of these possibly to protect their driving record*. 5 Future technical advance* may improve the total performance of these warning de vices. in view of these circumstances, taw en forcement officials can welt adopt an attitude 11$ Tr*% ific ut watchful wasting. If and when these 4e-ter* become so icrnnicalty advanced a* to be bights successful in warning against oobee radar installations and their sales and yie rcmimie to expend, consideration would he warranted. There are two possible tactics for police operating radar <pced measuring unit* so avoid detemen by warning devices. The first method is so measure the speed of receding, rather than approaching motor vehicles. This i accomplished by aiming the radar antenna toward traffic that has pissed the radar in stallation The warning device, in this case, armot intercept the radar beam until the motor vehicle is past the police radar vehicle. Such an operation would necessitate reposi tioning the radar antenna from the rear of the police rad*t car to die from Such an operation introduces some difficulties m ap prehending drivers who are exceeding the peed limit. The second method involves rotating the radar antenna 90* inrun usual position with.in* changing the aim. This rotation change* ihe pcUnratton m the r^dar "warn quentiy the efficiency of the radar receiver m intercepting the radar beim is tower greatly Rotating she radar antenna 90* Awuld involve putting the radar unit on ns vide, which may or may not be simpie. de pending upon the tvpe of intmna and mounting used. To sum up--Two deuces tn warn drivers >i police radar speed detector* are -amg advertised nationally. Both are noisy m peration and neither accomplishes its pur pose m buitiup areas where noise producing tnterrerence tj greatest- Under vef' tavorib'e conditions m open country. one at the devices will warn the driver soon enough n he ran rrquee his `peed hetore the police ran measure it Certain counter-me-isures an be u*ed by police to null.fy these de- Thcse deuces are probably a passing fadmile** they reach a higher stage of technical development, which will mean greater eo*r, d.e p-ihcceatt ignore them REPORT ON THE "INTERNAL SAFETY" PROGRAM OF THE NEW YORK CITY POLICE DEPARTMENT By ALEXANDER T. DAVIS Captain, New York City Police Department, New York, N. Y. In earlv Ibfil, ihe department decided mety was a function of training and a*~ ugned tins role to the police academy. A captain, a lieutenant ami two clerical pa trolmen vtere assigned to a personnel safety unit. ,\ program was begun based on com pilation ot record;, analysts thereof and ac tion taken thereon. I- & Z, To get basic information, a form was des'geed and a decision nude as to who dtould make the report. a. Procedure already existing for in vestigation of injury of member by ser geant or lieutenant on patrol in charge of platoon: then bv precinct captain or duty viiptain; blotter entry as to performance ot police duly and any negligence con tributing toward injury; future disability pension based on this. I, Making ui injurs rciif! fitted into this procedure: principle oi having mjury mvcstigatcd ov immediate *<i(>ervi*or and commanding officer vielattd m `mall per centage or OrCS; * e mender* of special untis overlapping geographical jurisdiction at patrol precinct: motorcycle, mounted, emergency service, etc, 4, Report* are forwarded dtreetlv to per sonnel safety unit. 4 For purposes of analyst*, some logical classification scheme oriented to police work was neecssary. Classification made accord ing to police activity engaged in when inlured. Record setup' ,i Control numbers assigned beginning with one at the beginning of each year 19 \aUontit Sij/ft\ Conifr. tt m each miuri for which rfaim was made i% being received in line of duty, whether or ' member reported sick system (jurt total number or mfn.r.r* for the year, including both lostti/ne and remained cn dtttv injuries in some instances: a man remaining on duty after an mturv m.ny suhsrquenttv report sick, m whtch cns* its accounUng changes. * Reports edited bi lieutenant and 'iattihrd d l>atlv written report received irom uedical bureau of men going ek as re sult of line of duty injury This serves as double check and catches change in orig inal remained on dury injury to lost-time tniury., e Telephone notification of school cross ing guard or civilian injured in line of duty, followed by written notification { To calculate days lo*t; hers who drive department vehicles and are involved in acadent*. !Q. What is done with mfnrrmnon gtcincd irom analysts: a Safety bulletins arc issueo 1. Sent out monthly and kept m binder* to backroom tor men Z, Basis of rollcall training, injury analysis by supervisor*, unit train ing in field. $ Format kept a* simple as possible One page, drawing to get attenton, minimum of text. f Safety work a* such explained field personnel bj published per sonnel safttv program as the pref ace to the series of safety bulle tins, b Unusual trends and situation* re ported to the chief inspector for borough commanders conferences. (Assault* bv ity, qualified to operate department vehicles $ When deemed necessary, in-service retraining for department vehicle operators A, During i.-i-eruce course tor newI, appointed sergeants, one-hour s.ueiv .`ecture tor supervisors. 7 Taentv-mmute sat<n lecture giien to newly appointed school crossing guards 8. Salciv !<-* re included in motor- :scle tm -ig by motorcycle dis trict. ' `i 5.uety lecture included in pursuit dm mg given b* **fei> enioreemetit squad. II. Motor transport .ite> board set up `o hold hearings on accidents: a 0>nMts of commanding cancer of headquarters division. motor transport maintenance bureau, police academy saietv iitision, n Week! meetings. t Serious accidents and suit* against city are discussed. ci. Magnetized diagram board used by operator to explain accident: members ot the board question operator, point out err,,r* in judgment he may have made; try to indoctrinate uperaTor with motivation to avoid similar accidents. No official dis ciplinary action taken. e. Operator subjected to ps>cho-ph> steal te>M; if he shows defects referred to medical bureau. r Past accident record examined and if current accident shows trend of careless ness or poor judgment, qualification to op erate department vehicle may be <ut-ended for a period. I. Medical bureau sends duplicate of n>i, injured parr of body of officer-hands) sick report with date of return to duty and number of davs charged. u. Make suggestions for changes of de partment procedures. (Human bite*, com 2 School crossing guard bureau and chief clerk send weekly report on return to duty of school crossing guards and civilian*, municable disease allowed to go on depart ment time for treatment. d Make suggestions for change in equipment or addition of equipment ( Safe MUST WE CONFORM TO THE MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES? g. One day deducted to take care uf part of day already worked and adminis ty hats, snckholders in cars, hat pins, raouth-to-mouth resuscitation) WHAT IS THE UNIFORM MANUAL? trative delay in returning member to work. h Piled by classification--thus study can be made anvtime of injuries received due to a specific activity. <r Safety articles in: superior officers bulletin, spring 3100. f. Training: 1. Instructors consult with personnel | ! By BURTON W. MARSH Director, Traffic Engine*ring and Safety Dept^ American Automobile Association, Washington, D. C. 6 Snnthcr sub-classification is made of the injuries received in assaults. a Classified by type of means used ir, assault and main classification, b. Graphs to show trends kept. 7. All injuries are also classified by the part of the body injured regardless of the mam classification. a. Shows needs in equipment b Lack of use or misuse of present equipment. 8. Card files are also kept, by command, of number being injured, classification, tune Mt number injured but who remain on dutv Hitt shows uietv record of individual com mands. 9 Records arc kept of individual mem- safety unit in making lesson plan*. 2. Recruits get one-hour lecture on personal safety. 3. Recruits get six-hour lecture course to develop proper driving attitude* and instruction in proper driving techniques, lectures in tour broad categories: fa) need for safety, (b) driver attitudes. (C1 driving practices under different circum stances, fd) proper maintenance of department vehicle 4. Recruits road-tested and given a visual demonstration with "deto nator" vehicle. Tewed on psjehophviical testing machines for re action time, peripheral vision, oepth perception, visual and color acuity. If demonstrate their sbii- When the figure o; 4^000 traffic deaths m a year ti cscee-ied. most or u* m this are going to be "<-n the pot," the traffic fatality (oil having hovered m the 30^ 000-plus range tor a third of a century' fexcept when influenced by World War 11). There it hound to be a strong reaction to breaking the mythical barrier of 40,000. Psy chologically and emotionally it isn't going to atisfy a lot of people that traffic has been increasing phercmenatlv or that the death ate per 100 million vehicle miles has shown a strong and increasing downward trend over the same third of a century. The outlook it for this vear of 1962 to be ihe year to break that mmhica! 40,000 bar rier* And the traffic fatality toll is still the major criterion or "measuring stick'* as to (he traffic safety situation. This is not the .A-ca<ion to dtKuss the merit of that cri terion. Our bosses and the general public ire going to look tr u tor answers a* to what to do about the situation---especiallv, >f course, if the toll in our area of special responsibility has increased. Yes we'll be `on (he spot." What answers are we going to give for reducing the traffic accident toll ft will be an uncomfortable spot to be in! Yet, it can mean the opening ot new doors of opportunity if we are ready! For the shock and the realization of the toll can awaken the public and quicken the public conscience. And it can cause key officials fa want more, warranted, progressive action. While as usual there will be loud cries for wiiitedfaU corrective action and while these will be warranted, if we are ready we can 20 "7A? .'.Jllollo/ OOtCty ..nvmce oi tne continuing value* of sound ' mg-tang* programs W"e murt fight ifto-f who come turth with a panacea--by uni'ting that in',trad, a selec tive \ction proyram should be instituted. >aed an the top pnoritv nerds of the com munity irt question. The more thorough vtudv these decision* are based on, the betterHut it special community studies m depth r not available, the annual Traffic Safety Inventory tXSCh the .mnuat Pedestrtan rrujtram Apprat-al (AAAI, and the annual \*M>rtai High School Dnver Education anaHw* tlHHS) can be of valuable help, * .an the booklet* of the .\aion Program "t the President'* Committee tor Traffic >afetv. <"Ve very tmponant action program area <rt earn part of the eountrf ti improved traf fic control. With fast-growing traffic this i a mu`1 for the safety, convenience and tinncncv 01 traffic- Improving traffic control irrjuires having and properly using the right t '[> Sound traffic laws and ordinance* are *uch tocls, Now t come nght to r.iy specific subject : . /w t* ikf mama! <n urnform trafi: run- l Well, it'* in excellent ttfe-saving, traf fic-improving tool. Indeed, fully applied and praperlv used, per year this one tool could -.ue several thousand lives, prevent tens of thousands of injuries, save million* of aces* dent-lcss dollars. ft is far from perfect, this manual. 1 do Tint agree with several of its pomta; I iisre my ideas are better. You can prob ably nuke these same two statements. Hut lull effectiveness of the manual can only f.im if we all will "go along" on manual -t.incUrds (while seeking in the way* pro vided for the justification oi any change which we strongly believe should he made). :>o the manual is not perfect, but nonetheless, d i* an excellent, power-packed new tool which can perform wonders when properly put to use. J. It's the one and only basis in the US\, for achieving that uniformity of traffic signs, signals and markings which all user* of street* and highways need and wrongly want. ,\`nt uniformity for uniformity's sake--or >s though uniformity was a magic wand; ni blind adherence to a rigid, never-prog ressing design or standard; but rather, appli cation of the manual provisions involving vtsnd engineering judgment. c'rogrme, too. but through art orderly procedure. 1 lit manual would quickly lose its value it acre to be changed every year or two Proof of significantly superior value must be provided before any idea become* eligible for later manual adoption. Such proof diould be through sound research, experi mentation and testing. The manual recogmeet the nerd tor a procedure winch takeaccount of such study and development, and ihe committee is giving this matter special attention. i. It s the national guide tor a greatly and universally needed priority-arranged, up dating and modernizing program tor traffic <-Mitral device*. Larger traffic signs, signs and signals which are more effective at night, better pedestrian aid*, better freeway signs, new lane-directn-<ontrol signals, bet ter devices for highway construction and maintenance operations--these are a few examples of many needed improvements- But the manual to do this job must be adopted and applied by the municipalities and counties where over three-tounns of all traffic control devices are located, awell as by stale*. Otherwise a guide bock sitting on a shelf somewhere wit) be use less. Mr. David Schoppert will, I are sure, have more to say met this very important matter. 4. To a sometimes unrealized degree, it is, or it can be, s strong shield of protection to officials responsible for traffic control de uces, How ? Its warrants, criteria, specifica tions, requirements, as to quality for ex ample. cats be of great value in dealing with uninformed, ovcr-zcafoua pressure groups or individuals--also with tccisUtora and other official*. 5. It is the product of evolution. This one represents the third or fourth genera tion. The original, the grot, great grandpappy, was bom tit 1927 as the remit of the work of a special committee of the Mississippi Valley Highway Officials. It wa* soon followed (in 1929) by the first urban manual. Then came a composite rural-urban manual, the first such in 1935, <5. ft't the officially-approved product of five parent organizations. These organiza tion* are: American Association of State Traffic oatety Highway Officials. American Municipal As-ot'iajion. National Association of County -Jfficiils, Institute of Traffic Engineers, and National Committee un Lnttorm Traffic Laws and Ordinances You should understand that earn of these organizations designates its representatives i,n the National Iomt Committee on Uni form Traffic Control Device*, the group responsible for producing me manual. This '.nmmiftre is also charged with responsi bility tor keeping intormed on new irtven* non* ideas, researches, experiments, ***** and studies relating to traffic control devices --'juite a responsibility, >ou will agree- 7 It is, or it represents, a still evolving process. On this point, 1 am impelled to -(leak with special emphasis, and to tell ou some oi the ways ui which our com mittee is seeking, now more than ever, to -sssure that this process of evolution beomes more effective. Here are some ol the neasutes to be taken ,i Committee members have been strongly jr^ed to name permanent alternates who will be brought into committee activities in a variety of ways; *i In accord with present governing rules, rhe chairmen of the technical commit ter* (as on Signs) are naming to their technical committee* a number oi addi tional specialists, particularly qualified to give experience-rich technical coun sel and assistance Most of these persons are traffic engineers on the firing line in government, c, Each parent group has named a chair man of their group of representatives. Each such chairman lias been urged to set up a suitable plan and procedure within his professional organization to assure improved liaison between their members and ihe national joint com mittee. Excellent progress on tht* idea can be reported, especially m the Insti tute of Traffic Engineers; d< An industry advisory group is in exist ence and now effort* are being made to assure more effective liaison with those industry groups principally in volved as to traffic control devices; e, The research and development work oi me national mint committee is bring advanced through a number of meas ures and development* There is now i new wee chairman post ior research ---George Howie that 'ice chairman Plans tor working out proms neus tor research are being actively worked on, with Don fferrv ro-chainng that ^ommitiee with George Howie. Highly encouraging is the tact that there now appear to t* some modest iund* avail able for manual research protects f. The national joint committee i* using every opportunity to tmite those doing research on devices to keep us in. formed, while offering guidance if de sired. The committee is also invumg ideas and proposal* as to research needs. 8. It i* the product of the experience and 'Herts of traffic specialists, mainly ones the firing line" in government. It is not the work ot a tew theorists cr ".vnrv tower" men. In the preparation of this i<*l manual the various technical committee chairmen reached out and utilized extensively <! service of many practicing traffic engineers, in addition to the members of the national joint com mittee who served on their technical com mittee* George Howie, signal committee, -houid be cited ior extensively using this valuable process. V. ft' the essential mate of the Uniform Vehicle Code, just as the manual should be adopted )>v all states, counties and muni cipalities, so, too, jfiould the Uniform Vehide Code b the basts of state vehicle codes jnd the companion Model Traffic Ordi nance, the basis for local traffic legislation ft s ven' important that there be appropri ate legislation relating to traffic control devices- Such legislation should : a Crive legal authority for official installa tion, operation and maintenancet traf fic control device*; b, Specify the meanings ot traffic control devices; e, Set forth the responsibilities oi drivers and pedestrians in relation to such devices; d. Prohibit unauthorized devices and pro vide for removal of anv such, and pro hibit imitating or interfering with au thorized device*. Conversely, the state vehicle rode and model traffic ordinance* require for many of their provisions to be effective the existence S3 !96i Satianat Safety Congress of appropriate traffic control devices* More over, just as the manual it no* the place or way to attempt to legislate about such devices, neither is vehicle legislation the place tor standards, warrants, specifications, etc, as to traffic control devices, ho, they really are essential twins. 10, It's art important basts tor economic* in the costs of the needed ttinir control `devices. Thu is true because whenever man ufacturers can concentrate on standardised items instead of having to meet widely vary ing specifications tor essentially the same items, manufacturing costs can be reduced, the costs of stocking items can be lowered, ordering processes can be simplified, etc. As you can see. 1 regard the manual u a highly important ami potentially extremely valuable document--*o vou and to your pub- WHY IS IT NEEDED? by DANIEL J. HANSON Traffic Commissioner, St. Louis County, Clayton, Mo. You have lust heard tf'm Burton V\ Marsh about the new Mumaf on Umioou Traffic Control Devices fur Mreri* and Highways. The question, "whv is ihe new manual needed?" is now a most appropriate inquiry. Effective use o traffic signs, signals and pavement markings is an extremely vital part of our roadway system anti provides tue fundamental means of communication with the motoring public. The true value of sign*, signals and markings can only be measured in terms of the motorist'* re actions and responses to these symbols, it behooves all of u* to see that the "signs of life" are as meaningful as possible. Traffic control is, of course, not a new problem. In fact, from the days of the chariots to today's compact cars, traffic regulation has been a continuing govern mental headache. Much uniformity has been .vxwnplishcd since the importance of this subject has been recognized. Use of red is the color to signify a traffic signal stop and .t ' Stop'' sign are becoming universal. Like wise, th shapes of certain signs, such as the railroad crossfeuek, the octagonal "Stop'' -ign and the diamond shaped, warning sign -4v become standard. Among new signs receiving wide acceptance is the triangular shaped "Yield** right-of-way sign. Despite the fact that much progress has teen made, there is still a long way to go in order to achieve the desired degree of uniformity. An excellent case m point in dicating the lack of uniformity can be found <n ttie differing practice of several states in the marking of 'No Passing* zones. Some uatc* designate `Ac* Failing' zones of 'ofrtctcni length in order that in overtaking nuLneuver begun a short distance before the begming of the zone con be safely comi`ieied within the zone. In such states, <t is normally lawful to drive to the left of the yellow line while the motorist completes his or her overtaking maneuver. Several other state* designate what are referred to as short "No Pasting'' zones In such states it it untawiui, not to mention unsafe, to drive to the left of the yellow line at any time. It is apparent that a motorist accustomed to driving us a long .Vo Passing" zone state could unknowingly become a menace upon entering a short tone slate, if he continued to follow his normal passing practice in an unfamiliar state he might not only violate the law, but might become the direct cause of a seriout accident. 'Hie remark, "a single picture tells a thousand words'* is most appropriate in re gard to a discussion of why the new Uniform Manual is needed A lengthy dis sertation on unorthodox signs, signals and markings can not possibly do justice to this subject. However, in > few minutes we will look at some colored slides depicting ex amples of the obvious need for closely tallowing the new "Manual on L'niform Traffic Control Devices." These pictures, taken mostly within the St, Louis Metropolitan Area, illustrate what can happen when over one hundred govern mental agencies are allowed to establish Trajjic Safety -jilfercm standards tor traffic control devices. ^ total of V? wpMfaic municipalities present ly exist within St. Louis County. These communities \ar, m vue jrem Lmvertity -v >earching tor a street sign trvuig to read .i irarfic syiriDol or who has misinterpreted n sign message, signal truncation or pave ment marking City with a 1V00 population 01 jl,cU0 to the Village ai Champ in which levs than SO individuals reside \ banc toufic engineering goal is the late, -mnotti. efficient and convenient movement vt , chides, persons *nd goods, in this re Missouri is one of the few states where surd w are pertomung a commendable tub fiome rule oftentimes trees municipal offi ii interstate routes, e.xpresswavs and loll cials from regulation by state agencies In tacthtitfi in properly directing me driver, ihe case ot Highway matters, local authori The maioritv oi driver decisions, however, ties fe even permitted to regulate traffic lo not occur on evpresswavs but are to be upon state maintained highways inside of f'Hind on existing uroan streets. corporate limits, btnee bt. Louts County operates under a home rule charter, each at these satellite governmental units has <c-nv plete jurisdiction over traffic matters. Al though many cities use traffic controls contrary to state practice, tew slate officials .ire witling lo impair their relationships with <he municipalities over use of a tew non uniform traffic control devices. \t overtaxed street intersections, w-e are iwed with the problem of directing motoris" under the duress ot detracting elements and conflicting situations An eagle eve and Hie orain ot an electric computer is alien* times needed to plot a motorist's course through such a congested area. A major >wtor contributing to the driver's quandary can be eliminated it traffic and highwa) The installation of too many poorly engineers, a* well as other public official}, imted signs i the type ot traznc control viH make a serious attempt to conform to vhieli creates contusion instead ot under he new and improved standards in the standing. At a busy signalized interjection l, mi'orm Manual. in St. Louis County, five traffic signs were located on the motorists'* near right within a distance of less than JO feet from the *18031. These signs, which ( am happy to report have been eliminated, read in order: State highway departments, county and city officials alike are constantly plagued with requests from citizens for more and uK-re traffic control devices. One of the real problems is facing up to the well-intentioned N*o Parking Here to Signal. .roup of constituents who demand action Stop at White Lute on Red Light. umtrarv to uniform standards, inclusion ot Right Turn Only on Arrow. alternate use of several tvpcs of signs, v.gnats and markings m past issues of the f Danger Traffic Merging from Right, Stop When Signal is Off. \ mform Manual permitted many traffic rficiais to go their separate wav in installing It is obvious that no motorist has adequate devices which met their personal fancy time or sufficient distance in which to react Examples of the efforts of pressure to this conglomeration of messages. Al groups can readily be seen in the unwar though each sign may have some degree of ranted use of traffic signals, many of which importance, how can the average driver ictually create mare accidents than they recognize their relative significance? It ha* prevent. The use of unreasonably low speed been suggested that no one should drive limit* only encourages flagrant violations .done in any of the metropolitan areas ot md makes criminal* out of otherwise law- our county and that a navigator should be abiding citizens. These practices subsequently provided for each driver in order to read result in a widespread disrespect for traffic .md interpret the variance or signs, signals regulations in general. and pavement markings encountered along the way, A confused driver is a dangerous driver. It will come as no surprise to many of vou that uniformity is actually opposed bv *wne engineers, officials and legislators on He is dangerous, not only to himself, but to the grounds that it creates restrictions, dis *11 other* within accident distance. Few things, except an actual accident, can marl traffic quicker than the uncertain driver who courages progress and rules out experimen tation Arguments along these line* can easily be supported by example* and are Vmama! daftly i.'onyrcjt <i*ei| iq i iuiitw uniformity ft i\ rertamfy true that blind adherence to Mndbook standard* <* him v*- "fiieetranabt* s* ra*h, unredeemed Itjiarture* |mm i-vtihl'shed procedures. '.efuallv the new ''Manual on Uniform Traffic Control Devices" discourage* both Mind adherence and rah departures The ttfw manual *trrsic* the principle* upon winch the standards are based, yet encourage! unaginaltvc application of these procedure* \ flown nee ha# been made for re*rareh and t ipcnmcmafion leading to improvement of ilte standards. However, tinkering around it 'li*e chiraged, a* it properly should be. The **tecs and effectiveness of the new manual will depend largely upon each of us fore* <{nmg some personal opinions and pet notions and instead practicing the use of sound engineering judgment. * very short paragraph on Page 10 in the new I'nifoon Manual covers the tub)err of "rxcesive use of signs" so well that it is worth repeating here.' '-lor* and simplicity of message must be combined in order to produce a clear and msiawanrous meaning tr rhe motorist, Placemen! of die deuce must assure Hut it is located wi'JTtn the range ot vwon of the normal driver in order that it wdl > 'immind mention The location, combined wuh suitable legibility, is extremely impor* uni and must be such that a driver travel* mg at norma] speed has adequate time to .bserve and understand the proper meaning iivd then make ihe proper rrspor.se. tfoix/ciuxnce of devices must be to the highest standards in order to assure that legibility is retained and that any device no longer needed t removed. Clean, legible, properly mounted traffic controls in good working condition command respect, Careievsiy executed maintenance can destroy the balance of a whole group of devices, for example, replacement of a single sign by one that is disproportionately larger will tend to depreciate other signs within the same group. Maintenance must be functional, as Care should ha taken not to taatai) too muir ajgwa, especially those r >fi resu(story and warning typos srfcieh. U wood <e xeoss, tend to Too# thotr *<ro*tlrcaem A I'sswmiin im et rvgutstonr and marabic signs is roeoatmaetdsd. On tfc* othsr band, s froausat display of routs markers sad dlroetloaai sirnd to kaep the silver tpfonaed at tits location and his course will not isooea llicir rai*. welt as physical, m order to guard against such occurrences. <Vniformtty of traffic control devices *impftfie$ the task of the road user since it aids in instant recognition and understand* mg. Referring back to the title of this presentation, ii we were to attempt to find Virtually in order to answer (he question, 'Why it the Manual needed?1*, reference -houid be made to this document The Manual states that new traffic control device* timild meet five onenfar> requirement*, i tangle word substitute, it would have to he "Uniformity t" Simply stated, uniformity means treating similar smauons in the same manner. The use of uniform traffic control devices namely: loti not, m itself, commute uniformity. In t. Be capable of fulfilling an impoitanr nved 2. Command attention. 3 Convey a dear, simple meaning. fact, using a standard device where it is appropriate >t just i* objectionable as using a personal pet but unorthodox device. Uniformity aids the enforcement officer, .ourts and most important of all, the rmd i Command respect of road users. 5. Be located to give adequate time for response. Four butc considerations must be em ployed in order to insure that all of these requirements are met. They are: design, placement, maintenance, and uniformity, hfngn of the traffic control device must w-*tire that such features as size, contrast, *hspc, and lighting or reflectort**tir.n where needed, are provided m such a manner at to attract attention. Shape, sue, uer, by providing everyone with the same interpretation. In addition, unstomuiy aids ihe highway and traffic officials through economy in manufacture, installation, main* irnance, and administrative woe* Many traffic engineers have grumbled about the lack of adequate funds for h'S agency, not to mention ih cost involved in bringing all existing traffic control dnregs up to standard. The major difficulty -eon# to be in convincing the gmrersatg body of ii.* full responsibility vs implementing the recommendations contained in the new 26 Traffic Vjf*t\ manual The cftc.ne. Where 'here* a will, there's a wav ' seems Appropnaic m this re* ijard. The traffic engineer should not concede that financial obstacles will permanently tand in ms wav and m this respect the new manual shouid serve as a \<rv able reference in convincing elected official* oi the impor tance of unitQrmuv in traffic control devices. It k hoped >uti will agree tlut the new Manual on Uniform Traffic Control Devices for streets and Highways repret^nf* ah upportumiv to provide tomorrow's highwiu me,sages today. Since John tj MoiorM judge, our entire roadway sjsiem b> the signs, svmhois and marking* he encuunier#, let u pledge to make our traffic control dcur a* effective a means of eommivuc-M'un if >-osible. HOW TO IMPLEMENT By DAVID W. SCHOPPERT Highway Transportation Engineer. Automotive Safety Foundation. Washington, D. C. There is no one i. to >i'> about vmpie* :"ietiting me new national *i;indarcU tor traffic control devices i am made acutely aware oi this as l travel around the country and observe how different the problem# are and the different wav* m which ihe job is being tackled. And everywhere I've Been, >,metiung VS being done Therefore, l think u would be more appropriate to >alk about how the standards are being applied than about iiow ih) should be applied. Tu set the stage tor this report. 1 want so r*s,esy the background briefly. First, ilie responsibility and the authority for traffic control resit with many public official* in cities, borough*, town*, townships, countie*. states and the federal government. Colleevly, thev ate responsible for literally millions of devices. Individually, ihev may I* elected, or ra.-ct: ie-ints oi the public: the** mar be professional engineers, skilled leehnimans, or amateur* in the held of traffic control. Some will be vitally inter* r*tef; other*, mdifferem: Obviously, any real progress will require that these officials have some minimum fevef of understanding and interest in traffic control. S'ext, u Mr. Hanson vr> appropnateiv pointed out, the manual i* not a handbook which ran be blindly foffowed in every con ceivable situation. Traffic control is a science with established basic principles. This means, that the best results will come only u there .ire people with invagination, experience and mature judgment to apply the standards. Nriw this doesn't swan that every public "ffiaai has lo be educated in the devious ways oi traffic engineer*. It does mean. However, mat h< mu*t (tave the benefit of ,.ith<...odai avsix.irice m thi field mjt a* he tnuM have legal advice, inf e^amrle. Speaking ul legaf Jdvtce firings to mmd >ne olher important point with rept lo unitorm traffic control. Manv traffic enntrnl device? gtv* notice of mice of 'fie rcrui end 'pccial regulations 1 heretore, there muvt he harmony between the law anti the devices The rule* ot the fad must fie -juiiorni irom state *0 state, otherwise, ffie same ievice implv can t mean the vame thing in even. *(ale and monietpatity. Following publication oi the nrw national manual in Idpl, the associations oi public wffieiAi*, 'eprcseitted on tffe loim committee, picked up the ball .irtd started the movement (Or modernization ot traffic control devvcoa. Thrv recogntred the need lo acquaint thtir membership with the new standards and to mrourage widespread application oi them. Thv sponsored id regional conrercoces for their members during the first sew months of 1962, Every Mate was represented by leading state, countv and municipal officials. Thev were given an intensive review of the standards and were urged lo promote greater use oi them in their respective states. \t eifh of these meetings, the Bureau of Pubhe Roads was well represented; and the interest ot the Bureau m modem, uniform traffic control was expressed. It was pointed out, that federal funds could be applied, under certain condiitom, toward studies of need and modernization oi devices. 'Mien >ou reflect tor a moment on the problem* involved in getting uniformly good 27 iV&2 A attend Safely t jiujreu trafnc toficrt-i all across the country, it is apparent that mere ar? several basic rquiremenu ot a succc>muI action program These are: 1. There must be an approved standard, that IS, other the national or jtat? manual must have recognition b> one and all at the standard lor traffic control m ihe state. 2. The profram must have a broad have .*t understanding and support tmm officials at the state, counts and municipal levels j The program ` to be based on a realistic appraisal of needs. 4. There must he provision tor adequate technical staff. 5. The program must he comprehensive, covering ail roads and streets, alt jurisdic tions, and legal as well as physical short comings. 6 The program must b* more positive than negative--that ts, it must be the land of program designed to improve things, if there are some negative aspects, like taking down some devices, strict policing of some jurisdictions and so on, then these must be balanced by positive, progressive aspects. ' The public must know what is being June, why tt u being done and how they will lenefit from L With these thoughts in mind, let us look at the national picture and tome specific programs to * how they stack up to their requirements. With respect to adoption of a standard, the Bureau of Public Reads ha* received re ports from 49 of the SO states and m every xtc a standard has been adopted. In some cases, the national manual has been for* mally adopted; in others, state manuals based <n the national have been prepared; and m a few, supplement* to the national manual have bee.i prepared ro describe additions appropriate to thai state, A perfectionist might argue that not all states have cloaked the adoption of the standards in the rteceSiary formality, bur the lact remains that for all practical purposes, the standards have been accepted. Next, with respect la a hroad base of understanding on the part ot public officials, i5 of the 49 states reporting, have held meetings, in addition to the regional meet ings, lor thu purpose. Others are putting the subject on the agenda oi meetings ot county ind municipal officials, safety .ympaix, uid other simitar gatherings. National and state publications have earned feature articles on the subject. Thirty states have distributed copies of the state or oatiaaal manual to local officials. For example, Kansu has purchased a large quantify of (he manuals and ts dis tributing them at cost to every dry and :umy Arkansas has already distributed copies to everv aty over 5,000 and the more populous counties Ultimately, every city or own over iOO population will be given a .p>\ Generally, the copies ore distributed m some a> which will give them special in terest Some states are making personal delivery; others are giving them out at meeting* where the standards are being discusit Next, with re'peer to a realm* appraisal of needs, at least J4 states have made, are making, or are planning needs studies. In tome cases, like Iowa, these studies cover all devices in the stale system. In others, they ire covering all road rystana, note, county, municipal -- Tennessee is a good example, North Dakota has offered to conduct studies tor all counties. Some states, like Wisconsin, had a recent inventory which made possible a realistic appraisal without the necessity of new field work. Other states are concentrating on certain devices or critical sections. For example, Missouri ts planning to study needs in traffic signals, while Virginia is studying all municipal extension* of primary high ways. These wilt be reviewed with the municipal officials when they are completed. \t lean two Mates, Iowa and Tennessee, are planning demonstraiten projects. These projects will include municipal as well as rural highways and they are working with the cities through which the demonstration sections pass. The idea is to shew the people how much improvement there will be Not all of our tils have to do with the ph> steal characteristics of devices. Route numbering in some places has reached the point where it ts actually a deterrent to good Mgnutg. California has completed a study of their route numbering system. The rec ommendations will shortly go to a special legislative committee. In addition, they have just completed a study of freeway naming, and that too is being submitted to a legisla Traffic inferv tive committee. Washington is another state which is studying route numbering Recom mendations tor sweeping changes in `he numbering s>stem there have already gone to the htghwav commission Now with respect to the technical staff. Most states have offered assistance to me municipalities Tennessee has employed an experienced traffic engineer whose sole re sponsibility ii to provide consultive service to smaller municipalities- Some metropolitan count tee have employed traffic engineers with he expectation that thev can provide similar irniee to the municipalities in the countv. 'nmerallv- though, these xmcci are avail able rrom the stale traffic engineering units. I don't believe any citv fhat realtv wonts help will have any trouble getting it The program mutt be comprehensive. This t rety to *a>\ but hard to accomplish, Most Mates have laid out their program in such a wa chai the Mate *>stemi will be eared for in an orderly process- For example, Missouri ha* laid out a plan oi re-signing all major highway junctions in 1963, major highway sections in 1964, secondary highway func tion* m 1963. and completion of the second ary and supplementary htghwav* in 1966. Some other Mates are beginning with certain types of signs and replacing them on ajt tvstems Thu*, some are beginning with curve and turn sign*: others are beginning with certain regulatory signs, usually selecting those which are critical from a safety standpoint and most deficient when compared to the new standards. But these programs eon only extend to that* highways under state jurisdiction. Similar programs must be carried out m the cities and counties. To spur that effort, ome states are actually offering state aid. Some are tying complete modernization of certain routes to modernization of the traffic control signals in cities. These are costly projects which require the preparation ot plans and specifications and in which federal funds can be employed if the proper condi tions are met Thus, seme states are match ing funds cm signal modernisation projects with the understanding that the city will modernise alt the signs and markings at the same time. Some states, like New Hamp shire, are wiling new signs to the cities at suit to give them the advantage oi quantity buying; in the smaller cities this represents i considerable savings and makes possible more rapid modernization. The cities and counties are aware ot their responsibilities- Many ot them are acead of the lutes vsme would no doubt resent undue intertcrence Irons the state and to white the problems and the solutions are different, here ts plenty of evidence of progress In the matter of necessary legislative changes there is not much to report. This is panly because most legislatures were not in session this year Even so, 2A slates have indicated that they are <-cmidrr>ng some legislative changes. At lrai hre states have recently rompleted or i'.ive studies underway of h<ghwa\ law In many case*, the activity will probably mrrease a* the legislative sessions draw closer and the re vised Uniform v ehicle Code becomes avail able I htv has been a brief report I have made no attempt to make it comprehensive, i wanted o demonstrate that while there ts Jto one wav to get this job done, public affinal* are taking positive steps, based on heir knowledge of the problem and the resources at tneir command, to modernise .he traffic control systems under their juris dictions. This is why i didn't wane tn talk ui term* of how they should do their fob. This ts a time, not tor enticum. but tor support. No official can do more than His public is willing to support, nor can he long leave undone those things which the public wants, it occur* to me that public apathy and public eutcrv tor the wrong things ire as much to blame for a lack of uniformity a* any other single thing. That is whs, in about three weexs. in Washington, D. C-, the National Committee oil Uniform Traffic Control Devices is holding a meeting of offi cials and ciluen leaders. The purpose is to renew progress in application ot the stand ard* embodied in the new Manual on Uni form Traffic Control Devices and to solicit the assistance of many individuals and groups m modernizing traffic controls and obtaining nationwide uniformity n traffic signs, signals and markings. The support of responsible citizen leaders tor rapid modernization of traffic control devices can accelerate the gT**t strides wmch already have been made, t hope that each of you will, in jour own way, do what i'ki! Xationel Safety Congress ; ou an Mow row wi/I do that, i,ke the programs we hav tun described, mil have to depend ofl >our own good judgment and an Honest appraisal of the problems m your own locale There is nt national pattern Oich can he e-pou-ed as the answer to everyone's problem 9ut wuh common sense, determination and a willingness to <k> <sn- structtxe things m cooperation vjth our pub lic officials, we can hold a panel meeting like mts in juft a few short vm to drscube "how me manual was implemented " BETTER TRAFFIC COURT FACILITIES NEED CITIZENS' SUPPORT By AUGUST PRYATEL Chief Justice. Cleveland Municipal Court, Cleveland, Ohio 'hir tnrm ot covernment providing for he *epar.iti.-n .t iv.wrr* contemplated that the three department* -- Executive, 7-egtvlame and ludicial -- would be considered refttai tn all respects meloding the tactlitie* with which thev discharge their re*pnn*ihiiinet A quick took at ww metropolitan romrountfie* will prove that the legislative and executive branches are usuallv well furmilled wtth the latest acoustical equipment, ip*cia!ly-madc chairs and generous seating vpace tor the public to participate m or to watch proceedings. fiut no* so with our courts, Although the reccsnv of hearing ail the testimony de termines whether justice will prevail, stUi this fact will not move the legislators to provide proper acoustical facilities. Sor mil the necessity of accommodating witnesses who are awaiting tnal, stimulate the voters `r> get us the needed quarters so that we run better meet our responsibilities. \* the holder of the purse strings a tegi?tutor is without any qualms in voting for new chairs, installing air conditioning, or expanding quarters Since each participates m these improvement* he finds no uneasi ness in supporting ehe*e measures And the Executive, who must deal with the legisla tor, can not afford to criticize or veto the to-called improvements lest it imperil hit own program On the oilier hand the court whicti mu*t hold a check on the power of boih the legislative and executive branches, can on tv do so ii it holds itself aloof from both. Lnfortunatclv by doing so it finds us plea tor a new building falling on deaf ears. 'Alien t seeks to make it* win what the t-nnsmution intended--a place where the vifcguurds of democracy are jealously pro tected unde? the conditions that nuke these coals most easily achieved--the legislator hears but does not listen! The Cuyahoga Grand Jury which rooduded o$ work in August of 1962 reported "On the first day of our swearing tn, the Grand jury inspected court room facilities in the Municipal Criminal Court Building and the general facilities This building was erected in 1426 and at its outset in the first year II0.4&2 cases were heard in that budding. In 1961. 275,009 cases were heard in the s.vne (aeilttieo. It < (he feeling of this Grand Jury that in this facility', which by and large if the only contact mext citi zen* have wtth any of our courts, it is, to say the (st, not an experience that can be relished bv an onlooker or a participant m the proceedings. l the course of our visit we encountered a crowded corridor cm the second door of this building adjacent to the noun rooms--a large number of persons were milling about. "If citizens of this community are to be inculcated with the respect for our judicial process and tor our laws, it it incumbent upon the people of the City of Cleveland *o make available to the appointed and elected officials involved in the enforcement oi taw and in the judicial process with Such a building as would make possible orderly dignified operation.'* Last year Cleveland built a new police station which is the last word in modem design and architecture. Some of the fea frofftt Jd/r'v tures were new iatl cells and aceumnuwtaii'Xis for those who are arrested. Practi cally speaking, these wilt be the belligerent or obstinate offenders, drunk drivers, hit and nm operators, and reckless and dangerous motorists. There was no difficulty in pro viding convenient quarters for them, hut the man who wanted His day in court on a charge of failure to maxe a boulevard stop or to yield the right of way could not get proper court facilities from the vier Ohio Uw provides tint "the legislative authority of t!v* municipal corporation shall provide suitable accommodations tor the mumcipal courts and its officers." In Cl*vland, the home of the oldest and largest municipal court of the state, this law nas meant that the council places the request for adequate accommodation on the ballot and. except for a few councilmen, gives the project only token support. To be sure -- endorsements are received from the Bar Association and various civic, fraternal and safely organisations. But we have learned that editorial support from the newspapers and other media is not enough. The court project must be modeled into a crusade to attract voters participation. C.in (his be done? God help America if it can not The courts of our country are the foundation ol our form of government. Whatever right* have been overlooked, or Honored, or denied, must ultimately be pro tected tn he court It so much of what America stand* ior ruts with the court, then why is it difficult tn marshall our eituens to support such a goal? What must be done? First ot ail, the story must be told graphically and effec tively It must be portrayed not in terms ot fines and workhouse sentences but m terms of rehabilitation under the direction of the court. We must bring home the message that our ability to do this properiv is related to the facilities given us. Thu? the misdemeanant whom we are able to reach can mean the prevention of a felon who is beyond anyone's help. \V must un derscore the positive approach. Second, if the matter must go to the bai lor, it should not be included with nine other projects, alt vying for attention. The public is not only confused but lurttitcd by ail these requests. In disgust the voter turns down all oi them The tune has come when bond approval should be timed so that the livpjiter ce<j cpoxider fewer ne time them xi Third, no success can ever v.jme to us `jnlei the papers support our cauic. Bv h*t i mnn a militant, aggressive campaign that points up the need, not oniy in terms of crowded quarters hut m terms of juMice' \te we, or are we not tor democracy ? A iemoency that side tracks its "viient veryarm'* i headed for trouble. Fourth, the Bar Associations must assert a more aggressive approach Talking lo various groups is good, of course, but too often you are reaching folks wno do not vote in the city or political groups who will rm move unles* a party gives the word. S'ewtpaper stone*, radio, television ads, these are the present media that reach the public. Bar Association* surely realize me importance of our protect tor it i* justice, in general, and their clients, m particular, that suffer most under our present arrange ment*. Fifth, the Judge* too have a major responsibiUty, They mut conduct the court room and them*e!ve* in a manner that is above criticism. If any suspicion of ticket fixing, or "favor*" or "consideration ` has any foundation, it mint be smashed imme diately and completely ? Those who accent the responsibility oi representing the judi ciary must not countenance the deterioration 31 our foundation trom stone to cUy. ^nd those who would make it so must be han dled jwtfrv and arbitrarily. Above alt we must not give the voter any reason lor with holding fus support. A* an alternative to this approach of ap proval by ballot, serious consideration should he given to counciimanic bonds. Surely the law that charge* Council with the respon sibility of providing "suitable accommoda tion-' ioe* not mean Council should return the decision to the voter. An issue a* im portant a* a court should not become 'lost" oonuse us contemplated location is sched uled for the east or west side of town ^r should it become embroiled in a controversy whether it should provide space tor two or ior four future courtroom*. These are ques tions that should be resolved by a citizen committee after hearing* have been con ducted. Council will then be measuring up f its responsibilities of providing the ac commodation required by law. T+nffic >arrt'- PROGRESS OF SEAT BELT USE IN CALIFORNIA to our attention tn which a Iree-unce "atetv -ierway and not included its me total gum AS AN EXAMPLE OF WHAT CAN BE etpert listed questions and answer' most iccounted for I 800 installations in the fir<t oitm asked of him" m which tfie Eabay tour Ha>* and i `till going 'irons. This pro ACCOMPLISHED WITHOUT STATE LAWS REQUIRING SEAT BELTS By EARL F. CAMPBELL Managing Director, California Traffic Safety Foundation. San Francisco, Calif. Chapter's 'Questions and Answers About hcit Belts" was reproduced veroatitn--even to the typographical errors. All of this ac tivity was encouraging and flattering to us in California. We are happy that we were able to contribute This .American atftmtv for making monev gram will produce more than '000 installa tion* at mirrent estimates. Her Iatsoo. executive vice president of the San Francisco Chapter estimates that his program* have resulted m 21,909 installa tions in San Francisco. He ts currently at tempting to mount a program ter member* ks most of us know this time, seat bells are enjoying a boom. Articles in news papers and nation.il magazines, announce- menu on radio and TV announce this tact, k variety of reasons are given for tnc tre mendous increase during the r-ast vear or two--depending largely upon who writes the Council, under the management 01 Clinton W Drever, emba-krd ur*'n what wav tn be come a nationallv kn-vn methnd ot teat ell promotion The re*-i;k* ->i fhe*e programs were written up in an article by Royal Neilvrvn titled, `'Eastbay Belt* Them In," in the November. 1961. is*t*e of Traffic Safety The has had something to do with the 'urge m -.eat belt **le. Many manufacturers and distributors are now convinced that ra.e belts cm he sr.id--.nd they're going suer 'be husme-s t'ntii the Naeramento Safetj t'ouned started to conduct seat belt programming this of the San Francisco Medical Societv. ot winch I will speak more m a minute Time limitations prohibit me from vurvevmg all si ilie activity in the viate otu I vhouM meminn one or two statewide programs The California Medical Association has been a leader in promoting seat belt uu<t article or news release and what industry article was subtequentlv repnnted in Va- vear there was little activity in S-M-rvmmto among doctors. Fart of this program in the author is principally connected with. ticma/ Safety AVat under the title, "How m <pite ot the national publicity, W A volved a ''prescription form' which doctor* --PnmUr's Ink gave rhe major credit to We Sold 23,000 Seat Belts." `Doc'' Huggins, council manager, did not em mail to patients with their monthly t,ve- the au>ertmng agency who developed the vivertinng program with the Advertising Council. --Sylvia Porter, the nationally syndicated financial writer, wrote that "more impor The 23,000 belts represented some of the results of the Eastbay programming and were onlv those belts installed in the private jcsxenger ears of employees as a direct re sult of the programming, /n addificrt, known ploy the industrial employee program meth ods. He rounded up 115 auto agencies, tire dealers, accessory stores, service station' etc-, to cooperate in a city-wide promotional campaign. Literature was provided by the Cowcil at cost. Radio, TV and newspaper mem* The "pre'enpuen'" call* for seat belts to be installed tn family automobiles. On occasion they have printed offer* from man ufacturers to sell belts io doctors at reduced prices it the doctors order ts accompanied by the order term provided m the monthly tantly," it was the Federation of Women'. Clubs, "Women's Crusade tor Scat Belts." --Time maguxae's "mediane" section in explicably gave as the "main reason" the fact that "five states have pasted laws requiring ill new cars to be equipped with seat bells n the near future" -tie* indirectly connected to thr employee programs accounted for at lean M)0fX belts tor a grand total of at lem / 000 belt sales. What is not so welt known iv the tnet that tie Eastbay Chapter expended nearly $15. 000 in promotion of the program Only part of this expenditure was recovered by direct coverage was donated. Doc Huggins found that as Hiun as hi* program was underway, nunutacturers trom across the country sent their rrpreurr- e* tn get their share of the newly-created mar ket, Competition forced prices down ?rom bulletin. To date, some 486 doctors have taken advantage of this direct-mail method ot purchasing belts. N'o summary would be adequate without mention of the Air Force program* con ducted by Lieutenant (now Captain) John -- *>n article in Traffic Safety spread the credit among many national organisations. I have been ashed to briefly outline the activity that has been earned out in Cali fornia. As you might expect, 1 intend to feature the activities of state and local or ganizations. In addition to excellent national programs, we are naive enough in California (o believe that early efforts by state and local groups across the country had more than a little to do with the now successful national increase in belt use, contributions from seat belt manufacturers nnd suppliers. We are informed tl;.n (he Eastbay Chapter is still in the red, finan cially speaking, after developing the program and much nf the program materials that are currently being used across the nation During the programing period, mam re itiestv had been answered for information on h*m to conduct the program. With the nanotul publication of 'Eastbay Bells Them In," dozens of additional requests poured into the Eastbay Chapter and the Founda St2 00 plus installation to $3,93 installed. The Allison who promoted belt use among air <iut-of-state manufacturers, of course, re men ot California atr bases. We le-xmed ceived the benefits of the promotion without irom a recent article in Traffic Safety iP.it participating in the planning. The Sacra Captain Alli'on was decorated with 3 com- ment Safety Council almost broke even on mi'! 1 i medal for these activities. its sale of literature. Thousands of belts were sold. A,. . I should mention the Seat Belt Clin ic* conducted by the California junior Over in Stockton, the San Joaquin County Chamber of Commerce. In the past eight { `afety Council, under Loren Powell, con- months the California Tavcecs have con < ducted a similar promotion which resulted ducted more than 70 clinics utilizing 40 dif ><i sales of 22,319 belts in a seven month ferent locals. These climes have resulted in period. This represented 20 times the number over 60.000 installations and their estimate Serious seat belt promotion started in Cali fornia m June 1959 when two independent programs were conducted m Berkeley--one by ihe Berkeley Schools and one by the tion for samples of program material and information. A few months later we were receiving Byers and letters iron* Easteoast manufacturers and distributors describing if ales for the preceding vear, They arc -'nducttng a similar program which started >he first of October. Down in Santa Clara County, the safety for 1962 is 90,000 installation* by the end of the year. Thev sold and installed nearh .10.000 belts during two weekends preceding and following Labor Day. Berkeley Health Department. These pro tlteir "revolutionary new programs'* and sug council, under David X. Kaye's managership, Incidentally, one representative of the seat grams involved group purchasing of sot gesting that we try industrial emplojee seat has been involved m promoting seat belts belt industry in California estimates that belts at reduced costs with installation serv ices provided as part of the "package. ' Im mediately following these successful pro grams, the Eastbay Chapter, .National Safety belt programs in our are^ The pre-gram described, ot course, was ours--sometimes, even the accompanying lit erature. A national magazine article e*m through the industrial employee programs. His activities have accounted for 8.300 direct installations this year, plus the many thou sands of indirect sales that arc the result of this type of activity. One program, stilt un- 300,000 belts were sold in California in 1961 and that 1962 sales will total 2,000.000 belts Where do we go irons here.1 We continue along the same road. We shall continue to promote on the *tate and local levels until n fPdJ ,Vluma/ .Safely Congvtss cat belts, are not only found m all car*, but until they are finallv acerftid oj normal tlrmj Of nery day drtvtng You will be interested to know that the ttestgate-Cahtomia Corporation ha* just announced that threw seat belt* will be tnCalled on in the rear *eat of rich Yellow Cab tn the Aan Francisco Qav Aren. They plan to put belts of different color* m the fear wat to a*sure that two people wilt not nadvertcnUv twcome fastened in the same ttflt. No `knwn Has, as set. been made as to providing scat belt* for drivers or front .eat passengers The fad that mans people will be using these belts who have never used one before should help the overall pro motion. I would like to suggest an idea which we believe would have a direct influence on belt sjlev If ever* man connected with safety would ask for his rented car* to come equipped with taihs. then rental agencies would start makrtg them available Alt of u* who travel kac several days in advance when we will need a rated car at the sirport. If we ordered the car in advance and if we specSerf that it must have seat belts, they would soon be there. If one agency tells us thev- do not have belts available. mu* answer weasld be "Never mind then. I'll v*all a different rental company." With the amotsit of air travel and car rentals utilised bv industry and organisational safety men, the rental agendes would soon provide belts. The need fur continuous local promotion was brought out strongly in San Francisco very recently when the San Francisco Chap ter surveyed the San Francisco Medical So ciety To determine the need for a seat belt program. They- found that of l.EWI responses received. bU used belts. 4&7 did not. Seme doctor* had purchased belts through the Cali fornia Medical Association program. Others nad purchased belts through more conven tional channel*. As you might expect, some of the doctors not using seat belts said that they had merely procrastinated tn having them installed. Approximately one-third in dicated, however, an abysmal lack ot knowl edge regarding seat belts. I would like to read m ckum*. m ot the rvptcal comment* Remember, these statemem* are from doctors who are affiliated with the American Medial Aswoation, the CaJuorma Medical \*<xiation, and practice /u$t acros* the bay from the Alameda-Con- tra Cost* Medical Sovietv which ha* con* dueled several seat belt program* for memtier*. Here are some of their comments -i drive a heavy car which it safe in itself. Would consider belt* provided thev were easilv removed for cuv dming and re placed tor highway driving ' -- f seriously considered installing belts but they w-e too expensive I do not think that ijnev are useful lor eitv, short distances, or daw speed travel.** -- 1 know* of at taut two cave* where seat belt* would have caused the almost cer tain deaths of the drivers.'* --`"should be considered a necessity on freeways--not essential tn town driving." -- 'I think head supports would probably be more generally useful--but I don't have them either.*' --"t am willing to tolerate the risk of m >urv tn preference to grimlv- reminding my self four or five time* a dav that driving is a continuous rtsk." -"Ninety-nine per cent of my driving i in the city where bell* are unnecessary." --"Of course, one must remember that the use of vatetv belt* contribute* to the popula tion explosion. What a dilemma." --"Do not wish to be tied in to bum to death '* --"The ordinary belt is a hacard in itself Propulsion m collision front or back is at 45 degrees, not horizontal or parallel to the rorce--one smashes tn one's face on the steering post if bound by a seat belt." If doctors can make the statements I have just read, after all the publicity generated during the put sear, it seems evident that *e still have quite a job ahead of us if seat belts are to be accepted universally. The tob must be done on the local level. >4 1 >j?< PROGRESS OF SEAT BELT USE IN WISCONSIN j AS AN EXAMPLE OF A STATE REQUIRING j SEAT BELTS IN ALL MOTOR VEHICLES | Bj> DAN F. SCHUTZ j " Director of Safety, Wisconsin Motor Vehicle Department. Madison, Wia. It has now been a vear since Wisconsin number, 3,700, or 11.5 per cent, were equip Pissed a law requiring tnat two approved p'd with seat belt*. Thu figure contrasts -eat belts be installed m every new auto- -nth the results of other studies bv other tx-bile sold there Many ot you. I'm sure, tales, the latest being New lersey cany <.ave subsequently been involved in diseus- 'his Inst spring The .Vev, Jersey report on both the propriety and value ot stated that only 2 t per ernt ot the auto- -ivh a taw. Many similar inquiries have <tv>oiles checked had belts. < me to our office in Madison during the last As an added piece ot mtormation, you t -vi-rive month*. y be interested io know Hut achieving | reel we have made significant progress miallation of teat belts *n one of nine cars I1 <n orienting the public toward using scat was not entirely due to (he law New auto t-chs However, we are alo trying to get mobile?, that is. post tdfil models, account the idea across that scat belts are not a tur outs ? 4 per cent of pasjftiqer car* fanacea, a magic token which can take the "igtstered in Wisconsin, or just over lOO.OOO place of good driving sense. \Se feel that >ut of a total of 1,550,COO. ^ -tvmg reckless drivers from themselves by Although we had taken no *urvcv, we [ jersuadtng them to don seat belts doe* not knew sear nett* were not gening wide * fit m with our overall aim ts improve spread u*e m Wisconsin prior to the law. - driving, to make the road* safer, Nor did sat belts get high priomv status While seat belt* enhance everyone s with us until mid-summer, i96l. Spotty {itance* of walking away from a pile of emphasis had been given them previous!* junk beside the highway with little or no ('hie ot the effort* wis the compilation oi a tamage to their person*. e know that belts folder full of scat belt promotional items ,,mc the good driver, the careful driver, the lor the Wisconsin As-ociaiton o Insunnce f<si chance. The good driver, when he fastens his seat belt, is admitting to himself hat it ts possible for hm ro become in Agents, who were spearheading a program. < fiber tnan occasional protect* like this, seat Kelt* were given no more purti' than oilier volved in an accident. Accordingly, he be- traffic safety programs. '.tar.es an even more careful and responsible 'Inver. He create* an awarene** of the potential dangers of traffic by the simple net of fastening his seat belt Thus, a indicated seat belt user is more likely to be * more careful driver than the main who seldom, or never, uses seat belts. When our work has progressed to the Perhaps our real effort on seat belt pro motion began when a sming Milwaukee attorney, Richard Mitchell, visited our office m early 1961, Through hi* introducing the bill and the publicity which followed as lie worked t\ it* passage, seat belts generated much more enthusiasm m our sratc than ever before, Almost every organization dedicated point where people fasten their seat belts in part to traffic safety was soon making automatically as a result of their desire to be iate drivers, then we will have an effective *aety program tn he meantime, we`r* making progress. itself heard in favor oi the bill. Interest ingly, neither Mr. Mitchell, nor any one who supported the bill, was associated ut any way with the manufacture or sale of seat As the result of the involuntary' vehicle Mti, check conducted by the Wisconsin State Patrol in September, w*e have ome reliable and most interesting figures. The State Patrol cheeked 50,000 vehicle*. Of this When it became reasonably certain that Mttconsin was going to have the first lawrequiring seat belts in new automobdes, our office immediately received a great number 15 t-t* d* pmi - It became clear !- *f int t:_>- *-ik up pro- " iur g*! belts to chat ' "t -uiU U- Uhr smci-xl t uidaasioo be* -<****, ,(r tnr tlir L*w Wtamt r1iv lad .* *r- fc.Jt tw *u:e but cm am bdts r-r Hut w did at tt&diy u i* -*vii.r sad MniiTT u b*h* were ap<jti-.U-r V, ib* dax but bit law U-cane rffeetne Cueipbtr up-to-date <i ^pt'ccnrd lht are available to any titer r-ted irunt At fix mmm lime, usd a a re-adt ot the iM**ui ui the taw, great awta was alto nsw-oned m newspaper*, radio and televi !i seemed a though ime aad space were devoted tu the teat bch UU and to tar^s Whs xawrailr every day m aQ aewt iTioka. Thi was a form o< pwfche education ,,ftd imonnatioo that was Meet gratifying to u< in addition, it ^unrelated a grot deal .i <x>rrepondce and inquiry, not only trom our citizens, but from neighboring tates awl foreign countries around the trloLe. In an effort to get u much beodh at i*tible from this bonanza oi interest, we tarm a letter to all radio and tcievtaen stations, newspapers, wire services and law enforcement agencies m the stale. In it we requested that they include in their reports i>f automobile accidents whether or not scat txlts were in the cars involved and whether they were used. This proved to be a writ effective device. The constant repetition of die simple phrase, "the car was not equipped with scat belts." had a strong impact upon readers. This type of reporting is still prominent in press, radio and television all oxer the state. Another effective device was a series of several dozen fillers, and an accomponjihg mat, which were designed primarily for use by newspapers. We found, to our pleasure, that these items were picked up everywhere. When the law first went into effect, we hid many letters and calls from purchasers and dealers objecting to the flat requirement hat an individual had to buy an accessory for his automobile that he didn't believe in, (hat he didn't want In fact some dealers and purchasers asked our advice on how hey might escape the law. Now, it has been months since we base received a Inter or a telephone call from any person objecting to the fact that scat belts are a required item la arv automobile*. This month we eces|4esed a sursev yf *4 uf all the oew ai dealer* m the stale of Wisconsin. We asked then to answer a then full of questions wish reference to Mat beit accepeaicce. The men prcriknt opinion that we ob tained from the survey was that most ear owners accept than, briieve a them, but wear them go long trips only Tbe serve? alio panted up some areas where wflpcaticnad effort will be exerted the ftnare This information was further barked up by our Sate Patrol's compulsory- chide check. Although a news story indicated a ieebag of disappointment that only 43 per cent of the people in an equipped wuh scat bcits wore limn, we feel we have made considerable progress. Certainly, after ase >car of the teat belt law, no one could expect that every person who purchased a 1962 automchdc with seat belts that he didnt m ta the first place, that he had to pay for as as undesirable extra was gomg to be taffuexed to use these belts immediately. Therefore, when we note that so maay people going through a com pulsory vehicle check lane Sk-cre using their belts, we believe that there has hem true accomplishment. By comparing our usage with other states, whidi have xvitmtary programs, we would seem to be far shod. In this same vein, states such as Cali fornia, with their voluntary programs, have quite a different problem from ours. They must continue to stress the value of in stallation. IKr can put more emphasis on ore, Of course, we aren't out of the woods yet. But four years from now we know, by tbe records of years past, that five out of every eight vehicles involved in traffic acci dents in Wisconsin will be equipped with a minimum of two seat belts. While we believe we have a workable law, if we were starting from scratch, f would firmly suggest that such a law should require that belts be installed in automobiles and be present there whaicvcr the vehicle is operated. The present law is weak in that it merely states that the belts must be in stalled at the time of sale. Because of this we anticipated that many people would either remove the belts from the car after pur chase, or seek to actually have the belts removed almost as a part of the purchase act. 36 Traffic Jarcry Oif survey indicated that this was not rw-- that the great majority accepted the '<vhs and made no mention of removal, hwa so. one is certainly making a mistake tw removes tbe belts. He would be in uiasum should that same car be resold at t taR<rr date without belts m it. The Law ippiiiw. am only to the first time a car is . bx* to all subsequent resales. And of xwtm be would deny himself the possibility ! changing fat mind and using the belt .aser tubi, tomorrow or a year from now. *t> purs of uur education to combat these ^`jUca% we designed and edited a leaflet. Sw far we have distributed more than '30,000 pjpts throughout Wisconsin, to -.thcr sate-* and cities, as well as to members ij the Armed Forces throughout the world. Puruoos of it have been reproduced and red-uributed in all manner oi ways, in cluding beuig written uuo commercials. Members of my staff have appeared on panels and have given speeches throughout the state, speaking on seat belts and their value. Additionally, we have developed an outline for a speech on belts which may be used as source material. This has been sent to field employees of the Motor Vehicle Department throughout the state, as well as to teachers, students and the members of a speakers bureau which has been established in Wisconsin. There is no telling how many high school themes and college papers have used the information available in this out line as a foundation, including one written by my son. .Another program was the development of a series of color slides of automobiles which tiad bets involved in accidents where seat belts were, or could have been, a positive factor for survival. In this, we have tried to avoid the bloody aspects of crashes. We feel that shocking people is not going to make them more conscientious about using belts. Rather, we attempt, by showing minimal damage which produced death or serious injur)*, and major damage where injury was minima!, to bring the public to the conclu sion that belts can be of value to them. To give proper credit, (his slide series was -parked by a similar project of the Indiana State Police. To add another positive touch to the series, we have just recently acquired color dides of Green Bay Packer stars, such as Bo%d Dowlcr, Bart Starr and Max McGee, sitting m their personal cars with seat belts listened. We also have a photo ot Wis consin's astronaut, Donald "Deke" .Masson. hit ear tn the act ot tastciung <>tt seat belt Slayton's picture has also been in corporated in this layout of a poster we will soon be printing. The reason for the stress on football stars and astronauts is, of course, that (he public sssociate* them with strength and courage. We hope to use this public admi ration to 'rad more people 'o follow tite example ui tiiese men '.-.other a,pert of this is that if tough professional football plavers use belts, the individual lax man (Vci/fv needs them And, it astronauts u`e *at belts, with all the hazards of the>r work, maybe the rndtuduai lajmen ought to think more seriously about belts tor himself Another very successful project was our participation m the Stale Fair this \wr Our division had a theater wnere we showed safety films continuously, One ot the more successful films was one titled, "'safety Through Seat Belts" This him. tor those of you who haven't seen it, *hnw what happens to human-like dummies m a colli'ion at low speeds. Slow motion photography and well-written narration add to the him s effectiveness. In addition, the leaflet we pro duced wax distributed and hundreds of questions were answered. At next year v State Fair xve intend to ieature a narually demolished automobile suspended from a mobile crane by a scat belt. The latest project which we base begun s the establishment of a Walkaway Chib. Patterned after the one created l>v (he British Columbia Safety Council, the Wis consin chapter will seek to promote die use of seat belts by the example ot people who have survived accidents, thanks to their belts. We intend to present members with a ..ertifieate and a Upei pm u evidence attest ing to their great good fortune to have been so farsighted as to be wearing seat belts when they turned out to be so necessary. We have been joined in this project by several safety-minded organizations and cit izen leaders. We fed that this, as m the case of the football players and the astronaut, wilt be ,\n effective means of inclining the public more favorably toward belts. After all. us human nature to wart to be on the winning ,17 i.jr ttio that's or just the side with the mure admired people, N*turilv, while we'f been involved with these special projects we have also been ranhmung our regular programs, Hut we have given teat Pelts greater emphasis m those continuing programs ot intormation -ind education. When mv stall wd 1 are asked to appear on pane's, to give speeches or to appear on TV. the designated subject !i often seat belts and thrir use. For ex ample, on one recent television show the subject was the ease witii which belts can be mulled tn pre-i962 automobiles The speed with which this was accomplished surprised all of us participating in the program and, l"m sure, most ot the viewing audience Thee are but a tew 01 the v\a> in which we are working to persuade the public to accept seat belts and 10 use them. But the best selling is done by the members of the public to each other. When a man has had Hu ftte saved by a seat belt he be comes a mutt enthusiastic campaigner to have everyone he knows acquire the same pro tection. Although my hie has never been saved by my seat belt, (. too, am a believer m them. As a believer, 1 am alvvavs eager to convince others or their value- That is also the way 1 tee! about a law, which makes `eat belts compulsory equipment tn auto mobiles. In dosing, t want to stress that, in ray "pinion, the work of m> staff and other people throughout the state stimulated a great deal of interest in belts, of course. However, 1 feel that the fact that seat belts ire present in so many automobiles, whether bv the design ot the owner or not, is actu ally the single greatest force in the drive to sell the people of Wisconsin on using them The fact that the bells are present, that buvmg them n not another decision that must be made, is having its effect NEED FOR UNIFORM TRAFFIC LEGISLATION By EDWARD SCHEIDT Commissioner, North Carolina Department of Motor Vehicles, Raleigh, N. C. There ate mum reasons for having uniform traffic laws. Since this is a National S.vfetv Congress forum, 1 think it would be polite to mention first rhe importance of uniform traffic law - to highway safety, This can be spelled out in many wars; that urn form laws promote highway safety t* obvious. I would Hke, however, to give one ittu Stratton. A prudent and law-abiding driver was oroceedmg along a highway divided by a median strip A school bus which had been "iminf toward him an the separate roadway came to a stop and so did he. The law* of that jurisdiction required all vehicles to stop --.hen school buses On, regardless of wnether or not lraine going tn one direction on the highway is separated by a median strip from (hat proceeding m the opposite direction. Behind the motorisr who stopped for the chool bus came another car traveling at a (awful speed. The second vehicle driver did not know ihat cars were supposed to stop far school buses coming the other way on hvtded highways and was totally unprepared *ur the tact that the vehicle just m front of him suddenly stopped. He collided with the topped vehicle whose driver was killed. Investigation established that this fatality was the direct result of the lack of unifor mity m the laws pertaining to stripped school buses. The first driver, the one who was killed, was obeying the law, and the driver whose car ran into him did not anticipate the sudden stop ahead, since the law of his state did not call for the car* to stop in this situation and. in fact, the hilly countryside prevented him from seeing the first car until he was virtually on top ot rt. If the applicable provision of the Uniform Code had been m effect in both the states where the two drivers lived, the accident would not have happened, since the Code provide* that 'a driver of a vehicle upon a highway with separate roadways need not stop upon meet ing or passing a school bus which boot different roadway." t have spent 31 years, over half of sty life, tn law enforcement and have witnessed many important changes and developments a fregie io/etv during that period. MS nf us will agree, ! am sure, that respect for taws oy the ma jority of the public >t necessary, it laws are be successfully enforced We must, of bourse, be realistic anti admit all laws are going to be violated bv some people After allowance has been made tor mat fact, un less public opinion supports legislation on die books, the law will become a dead-letter in action, This being true, laws must be just n their content arid fairer m their adminis tration to ti public support or even fo deserve it That is true of all laws and especially true of traffic laws. There are literally thousands of laws on the books by vhich most people are never personally af fected even once in their entire lives. But everyone is affected bv traffic laws tn the Courts of Record in m> state, over half of the cues Handled, both civil and criminal, relate tn one way or another to motor vehicles I dare say this preponder ance of traffic cases u true in other juris dictions as well. Traffic laws, in fact, affect 100 per cent of the population because every one ts at one time or another a driver, a vehicle passenger, or a pedestrian. Since probably more people arc affected more ways by traffic hm than any other kind of law*, the sum iota! of the opportunities for resistance, -lon-eompli.ince, and attempted nullification by dissatisfied people is im mense and w* can ,* sure that people who do not respect laws will reuse them in one wav vf anothe* Because the "stent to which traffic laws impinge upon the daily lives of all of us ia greater than that of any of the other laws on the Statute books, it coutd be argued that it is even more imperative that traffic taws be respected by the general public than any other lawrs. Vet there t* reason tn believe that traffic laws are the least respected of all. Just think how- many people there must be who wouldn't steal or cheat their neigh bor or do many other things which are vucially and legally taboo, but who hnve no mmptmcticns whatever against violating a traffic law if they believe they can do it without getting caught. Another evidence ot tne relativ- '? low esteem m which traffic taws art held in comparison with other taws is the readiness with which people give credence to com plaints againt arresting officers by driver* charged with traffic violations. Even though tile police officer has been caretultv trained and works on a salarv wmch is the same tegardless of how few or how many traffic arrest* he may make, and thus has no financial interest in cases m which he make* arrests; even though he would have oad no conceivable motive for making an arrest unless in hts best judgment he believed that the offense charged had been committed, even though in contrast, the defendant doc* have a financial interest in tne case and very likely may be activated by ulterior and *efnsh reasons; nevertheless, a ready ear ts lent to exparte allegations ot person* ar rested tor traffic violations in which they impugn the motives of the arresting offieer- The plain truth of the matter is that innumerable otherwise responsible people prrjtr to believe the officer was wrong bt an> traffic enforcement di.putt wuhout even nailing to hear the officer's side of the story. The attitude of these same people toward other t>pcs of law violations ts likely to be quite different; no such tender solicitude for the accused is manifested and (here is an absence of the naivete which asiumcs that the defendant's version of the facts is neces sarily correct. Still another indication (hut there is lev* respect for traffic laws than other (aw* in general is that a great mam people tn whom it would never occur to suggest that police officer* should merely warn, and not arrest, individuals caught m the commistion of other offenses feel free to advocate this a* to traffic violations. If some of the contestnon* which are made m all seriousness in opposition to the enforcement of traffic laws were made regarding other enforcement activity, they would sound utterly prepos terous. For example, let's apply arguments fre quently put up against arresting people for speeding to another offense involving a motor vehicle but of a non-traffic nature, namely, car theft. How many people would agree with the thief if he argued that if taught, he should be warned instead of arrested; if he claimed he should be turned loose because numerous other thieves had not been apprehended or that the officer should have been out m the open to dis courage thieves instead of "hiding in the bushes" to catch them? Suppose the thief said that in arresting him, the officer was discriminating against Wa* \~>tn,snal `fifty c jnyrr.t.t ihieves (<m out oi state ui favor of tocal thieves, or that he ufficer was picking on Aim because hr Mote a Cadillac miiead oi a Ford, or (hat (hey bouJd have been arrestms other r>"pes of offenders nwead of thieve*. \Ve all agree that the** illustrations .ire absurd but somehow liter den t sound at itbturd when they ante tn the enforcement *t the trartic law* This can only be ex plained hr the tact that people have let* re-pect for law* against speeding than they do for law * against stealing, and, therefore, are more ready to think ill of the enforcer Tlie foregoing observations point up one `i the urgent reasons for uniform traffic legislation The public will not respect traffic laws if ihere are nonsensical differences in '"em The same yardstick should be used in measuring driver behavior, regardless of the nate tn which it occurs. Lack of unifor mity in traffic legislation creates disrespect for Jaw and its enforcement. One of the l**t statements on the need for uniform traffic laws that has come to my attention was ronratned in the preamble to a bill introduced m the Delaware fejnslaJur*- hit \pril, as reprinted in the Bulletin of the smencan Association of Motor Vehicle Sdmtmstrators: More uniformity tn highway traffle laws between the State* la necessitated by an eeer-lacraaalna return* of Interstate (raid doe to the tramendoui growth in mntnr vehicle rxtftnJoo. the technological ad vance la the automottr* field *nd the ex pand'd highway building program. Uniform motor vehicle law* between the State* Inereaae highway safety tn that fewer accidents result when motorists fol low the same rule* everywhere; drivers asst develop Instinctive habit*, resulting t safer emergency reaction*: pedestrian*, scftwrt children, aad driver* more readily undrtaad each others' rosponalbUiUe* and privileges where all obey the same ruin. Uniform traffic laws result In definite Msnomlc savings, in that congestion and (raffle delays *r* reduced by easy ** toreemenf dr"iver* i:_o_w_ tgencia* b..e...in...g dltaislahoo sto-r-ed- - -- many U9i*t tionat rfotatloA* soarilctltic law*, Uniform taws benefit toeal w.BnuaiU**, la that busmeaa. and eapsuaiiy the tour ist trade, prosper* where highway trao*pertatlon flows safely and tr*v1y uniform traffic laws remove any can** foe e*t*- sion of federal eooirol of highway traffic: differences in local traffic conditions tre recognised and it <s faasibi* to adapt rules of the road to fit different tocal situations. Uniform traffic law udi national de fense transportation, la (hat ssemtai transportation of persons and properv for the naUoR&i defense win b* expedited Uniform (raffle law* make driving core venlent and pleasant, la that drivers can follow the same rule* wherever they go nd caa euickly under*tan* vaandard traffic sign*, signals aad markings; traffic flow is expedited by easy to understand uniform laws; the elimination of confusion and congestion will lessen driver fatigue cad add to pleasant motor ing. Lait March I had the privilege of hearing 2 very distinguished speaker, long noted for his active interest tn highway safety, make omc pertinent observations on the subicct oi the need lor uniform traffic laws. The xcasion was a dinner held at Washington, D. C during the course of a meeting of the National Committee on l niform Traffic lawi and Ordinances, and the speaker was The Honorable Tom Clark, Justice of the Supreme Court of the United States, I will exclude by quoting some of his remarks: What taw*--tax or otherwise--directly afreet more people every dar than those eonirotllnir the operation of motor * eftiels* * XVhaf r .................................... every d*y that they live? I can think of Sne, Tel those laws ar* a hodgepodge overlapping political Jurisdictions. A. ersay quilt of national proportions. Every town, *Tery precinct, every eounty, evary highway transportation efficiency. In that the fUtciencr of *tr*U and highway* l* tnereaaed by the application of standard traffic engineering controls: vehicle operstlng efficiency inersasos when traffic Is expedited: highway barriers ara elimi nated. thus facilitating commercial tramportatlsn: Ufa mad property will be protected, thereby decreasing annually the tremendous economic loss now caused by traffic accidents. Uniform (raffle law* assist traffic taw rnmre'meM, m that conflicting rule* ate `placed by sound law* *c*rywh*r. department* and traffic court* are a 40 can talk sit day long about traffic fatalities out that make* little difference. The American motorist value* hi* motoring liberty more than his ltf*_ltk* a modern Patrick Henry he In sist* upon enioy'ag it. ftvaa though K leads to death. And so. In my view, to secure respect for traffic laws. tho* laws themseives must tint be respectable I submit that to chang* the law* of motoring every time you pa* througft A different town, different county or a different state Is not a respectable way In which t* regu late traffic. Traffic jjtetv LEGISLATIVE MECHANICS NEEDED FOR UNIFORM TRAFFIC LEGISLATION By HON. EDGAR SILVER House o Delegates, State of Maryland, Baltimore. Md. Laws are the stock-in-trade of the lefts'aior. They represent the culmination of his efforts to serve Jus constituents and the people ot h>s state in general. The problems crested by the use oi the motor vehicle are n important concern to him, and the extent (o which the traffic taws of his state are effective and umiorm reffref his contribution o programs ot traffic safety and more effective use ot the streets and highways, in tact, he ts the only person who can make tin particular contribution. \$ a legislator, l ted very keenly a duty md responsibility to protect the people of m state in their use nf the higrmavs :r my ate and, furthermore, insofar a* sanities in my legislature are concerned, m their us* f highways of other states. The fulfillment >i the first duty cm be achieved by support ing sound and effective motor vehicle legis lation for m> state; the second du*v can be trhieved by aicenaimng that legislation enacted in Maryland is rnuonabi) uniform with simitar legislation in other states, so that when a resident of my state travels else where, he is not constantly faced with a different set of traffic laws and regulations. Hssentul, in my opinion, to the satis- .actorv execution of these duties is some md or standard, or yardstick, against which l can compare and measure prospective motor vehicle legislation us order to see `hat efforts are given meaning annd di rection t believe such a standard exists in die Uniform Vehicle Code, and l believe nai eventually every state must accept this document a* a guide m the formulation anti ,vtopiion of traffic laws. On a national xale. uniformity is the keynote to success in motor .chicle legislation, if the people oC this nation arc to be provided with traffic laws that demand their respect and facilitate llirir mderstanding. The day has long since passed in this area of the law when a legislature could ,-7nd*r is duty carried out when it pro- .,'M adequate laws in its own jurisdiction. The extent to which a eitircn-motorist is iftected by die laws ot U states * not ort> a legitimate but a vital concern of all legislatures. Of course the legislature of a state cannot enact laws that govern conduct n other states; theretore, the answer to this broader obligation of a legislature lies in a voluntary*, co-operative effort with all other states to achieve reasonable uniformity oy reference to an accepted national ouide-- the Uniform Vehicle Code. What organisation and procedure is de sirable in a state legislature to provide the mechanics necessary for performance f'f <hes* obligations of legislators!1 \nd what upport is needed to make the mecnannm effective and meaningful ? First, the awesome sociological, emouonai and economical loss produced by traffic acci dent* tn the nation, and more `pecinealty m every 'tat*, demands (hat earn legislature have a standing committee on motor vehicles, qualified to deal with legislation tn this area snd to give such legislation the study and consideration it warrants- Most legislatures have standing committee* to deal with agri culture. education, insurance, highways and many other areas of legislation. Should w> Jess attention b given to legislation dealing ivith the very eritiad problem traffic regulation and accidents? To give direction to the mam items oi legislation dealing with traffic introduced in every legislative session, it is imp*rime that a standing committee on molor vehicles be rimstituted in both house* of eh legisla ture. The respective chairmen of these com mittees should be member* of the legislature who are qualified to lead such committees and who have demonstrated interest tn the subject. Appointments to each committee should generally follow in terms of qualifi cation and interest m the selection of chair men. The Legislative Reference Bureau of the state should provide the chairman and members of the committee with a copy of die Uniform Vehicle Code, and it re quested to draft motor vehicle legislation 41 N&? Notional Safety Congriu should u*e the Code u a guide in such drafting. The governor of each state should be made aware of the Uniform Vehicle Code and should be informed when a bill is before him for consideration as to whether it u in conformity with the Uniform Code. The National Committee on Uniform fraftc Laws and Ordinances has recently approved for inclusion m the Uniform Vehicle Code an "implied consent" provision in connection with the use of chemical tests tor intimation, and 1 would like to use this provision as an example to best show how a bill should be prepared and introduced for final successful passage. Under the "implied consent" provision, any person who operates a motor vehiele upon ihe public highways of the state shall be deemed to have given consent to a chemical test or tests of his blood, breath or urine cor the purpose oi determining the alcoholic content of his blood if arrested for any offense aming out of acts alleged to Have been committed while the person was driv ing, or ui actual physical control ot a motor vehicle while under the influence of intoxi cating liquor. Refusal to submit to such test will be came for revocation of such person's driver's permit, AS Chairman of the Motor Vehicle Com mittee of the Maryland Legislature, I feel my state should adopt this important provi sion Accordingly, 1 have contacted the head ot the state police and have nude him aware >i my feelings and have solicited his sup port- He ha* assured me that he will give it his complete support. As the slate police play a very important function m the en forcement part of this law-, I felt an en dorsement from them to be essential, l then contacted the head of the Motor Vehicle Department for his support. Receiving an affirmative answer tram him, t am now m i position to introduce this important piece c.f legislation. When the bill is introduced, I will circu late through the general assembly an expla nation and background of this provision. 1 asII then ask the speaker of the house to refer this bill to the motor vehicle commit tee, if possible. As soon as the bill has been referred to the committee, l will ask for a public hearing on it and invite all interested jerwns and organisations to attend. At this meeting, 1 will <*ite the problem or the irmtang driver in (he ttxitae vehicle field, point up the importance of aa implied con vent law and inform the eonsamee that it >s now included m the Unitorm Vehicle Code. If the bill is given committee and howc approval, will go to the senate. Then, it will be referred to committee; a bearing wilt be held and if the bill <s reported tavorably. it will be considered by the senate. If the bill is passed by both the house and the senate, l shall meet with the governor and urge His approval of the legislation. During the period between sessions ot the general assembly, the legislative counai of each state should create aa interim sub committee on motor velude laws. This sub* . ommitiee *honM Wgm its work by making s careful con., -stive srudy of the states' motor vehicle laws with the 1962 edition of he Uniform Vehicle Code to determine ut what respects the state law differ* from the Code. This is most desirable as the Code * being revised this year for the first tunc vmce 1956, and the new Code contains much new material and many aiamdzri section*. After the comparative study is completed, bills bringing the law imo conformity with the Code may be prepared for introduction m the next legislative session. Legislators welcome support of their cosstitusits for legislation which they sponsor, and the citizen should let his representative know of hts interest in such legislation To refer again to the "implied cement" provi- strong support from the public for the enactment of this provision will add greatly toward its passage. This is true also of other legislation. The needed public support may be furnished by civic organizations, wotnea's nrgantzation*, -airty organizations. PTA's and other groups. Resolutions from such groups endorsing certain legislation would certainly carry great woght, not only with the local representative, but with the other members of the legislature. Individual mem bers of such groups should follow up the resolution by persons) letters or calls on the legislators to let than know of their interest. Public support should continue until the bill it approved by the Governor. Therefore, after the bill is introduced, iu progress .hould be followed step by step. Representslives of supporting groups should appear 42 "'`ipti ''iff*' md ask ft. be lie^ril ,t yinnnitiec meetings, hey should continue to seek support of as -rum legislators as possible; and if the bill is passto by bom houses of the general assembly, they should then urge the governor >o approve it. 1`ubUc support Us *i!*li' i-pit-il* i* well organizations, >< helpiul. V c-ctiiioii aildressed to the local representative and signed by one's neighbors is an effective way to inform your representative of *h w-id>r* at ; stir neighbors and yourself. 41 OFFICERS OF THE TRAFFIC CONFERENCE NATIONAL SAFETY COUNCIL 1962-63 f-We Pretvieni for Traffic--Rex M. Whitt". !"<*derl HighwtM s,rtminiiritor, Bureau of Public Road, Washington, D C, Okjiruuin -- i""Okion H. Shefmh. Hea-l, Tranic <>mcr Progr.iiti Mirltumi 4<aie InnerMtv, East Lansing. Mich, Fice Chairman--'Matthew C. $iel*ki. Director, Safen .md Traffic Engineering Dept., Chicago Motor Club, Chicago. 111. Executive Secretary--An MUR C. Pmtv, Traffic Safety Commitree, Outdoor Advertising Association of America, Inc,, Chicago, HI, Executtzc Committee --John E, Baexwauj, Director, Highway Traffic Safety Center, University ot Illinois, Urbina. Ill; Ralph R. Bartei-smcier, Oiief Highway Engineer. Illinois Division of Highways. Springfield, III; Richard O Bennett, SecretaryTreasurer, Insurance & Institute for Higbwav Safety. Washington, D. C; Bernard R CsLDWtix, Director, Traffic Institute, Northwestern University, Evanston, IH ; Da. 8. J. Campbell, Assistant Director, Automotive Crash Research Laboratory, Cornell Aero nautical Laboratory*. Buffalo, N', V., Brevard Ceihfuxo, Executive Director, the Council of State Governments, Chicago. Ill: M. R. Darlington, I*. Managing Director. Auto Industries Highway Safety Committee. Washington, D. C; Gtoenc. M. Dempsey, Assistant Superintendent of Safety, Chicago. Milwaukee, St. Paul and Pacific Railroad, Chicago. Ill; A, H, Easton, Professor, Civil and Mechanical Engineering, Umsersitv of Wisconsin, Madison. Wis.; James P. Economos, Director. Traffic Court Program. Amenenn Bar Association, Chicago. HI; Roatirr B, Foaxtv, Professor of Tnviroinpy. Indiana University School of Medicine, Indianapolis, Ind.; William S Focus. Execu tive Director. President's Committee for Traffic Safety, Washington, D. C.; William S. Holts, Commissioner, New York State Department of Motor Vehicles, Albany. N'. Y.; Dwight M. McCracken, Vice Pre-idem, General Manager Loss Prevention, Liberty Mutual Insurance Co-, Boston. Mas*.; Burton W. Marsh, Director. Traffic Engineering and Safety Department, American Automobile Association, Washington. D, C.; Karl U. Richards, Manager, Field Services Departmoit, Automobile Manu facturers Asodation, Detroit. Mich.: William J, Simon, Safety Coordinator, National Highway L iers Conference, Washington, D. C; Donald Sluts. Managing Director, Traffic Safety Association of Detroit. Detroit. Mich.; James K. Williams. Director, Office of Highway Safety, Bureau of Public Roads, L\ S. Department of Commerce. Washington, D. C. 45 Other Volumes in this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. i 2 .3 4 Title 1 to 9 Copies General Sessions and indei t all Volumes % tS Aero-space; Air Transport .65 Automotive and Machine Shop; Power Press and Fs-^.'ig 65 Cement, Quarry and Mineral Aggregates ,40 1 0 or more $ .55 ,55 ,55 .35 Stock No. 022.32--1 022.32--2 022,32 -- 3 022.32--4 5 Chemical and Pertilaer. .65 .55 022.32--5 6 Civic Leadership; Church, Home, Women. Youth. Farm ,90 .80 022.32--6 7 Coal Mining . .65 .55 022.32--7 8 Construction; Public Employee 9 Sectrical Equipment ,65 .55 022.32--8 .40 .35 022.32--9 10 Pood and Beverage; Meat Packing, Tanning and Leather 65 .55 022.32--10 11 Glass and Ceramics; Rubber 12 Industrial Subjects Sessions (A5SE) . 13 Labor ................................... 65 .5 022.32--i 1 ,90 .80 022.32--12 .65 .55 022.32--13 14 Marine 15 Metals .. ......................... .. , ... .65 .55 022.32--14 .65 .55 022.32--15 16 Mining , ,. 17 Motor Transport; Transit 18 Occupational Health Nursing. .65 .55 022.32--16 .90 .30 022.32--17 .40 .35 022.32--18 19 Petroleum . ....... , .65 .55 022.32--19 20 Public Utilities .................................................. 21 Pulp and Paper; Printing and Publishing .65 .55 022.32--20 .65 .55 022.32--21 22 Railroad . .................................................. 23 School and College........................... . .40 .35 022.32--22 .90 .80 022.32--23 24 Traffic .......................... ... , .65 .55 022.32--24 "'5 Wood Products; and Textile 26 Early Morning Sessions--''Communication" .65 .55 022.32--25 .65 .55 022.32--26 27 Public Safety . .................. ,, COMPLETE SETS {27 Volumes).. .65 .55 $1 1.00 any quantity 022.32--27 022.12 All prices shown are subject to a 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. 3 20046 so: 022.32--:t 48 1 9 6 a ''olume 25 National Safety Congress Transactions WOOD PRODUCTS; TEXTILE INDUSTRIES & ** rum ^ Bcqinm'nt flit Goldtn Annivrt4ry Yoor of Hto NATIONAL SAFETY COUNCIL 4*S NOID4 MICHIGAN AVINUf CHICAGO 11, UUNOIS 50th NATIONAL SAFETY CONGRESS Papers delivered in the WOOD PRODUCTS SECTION CONTENTS A Concept of Safety for the Future Safetv Qu>* fhe Supervisor * Peiponjibihty for Safety Problem Clime R M, (jr/more l Gordon Mercer 6 Roy Whitlle 11 W M, Alhson IS ;OlNT SESSION WITH PULP AND PAPER SECTION Report on Cham Sews Swmg w.th Safety John Rirtio 16 ffoiert R, Elliott i; WILE SEaiON ^aflv--A Dcmonttration Robert H, Toytor 20 bailout Shelters (5. H. Bvttlor, it. 27 Safety Is Top Management s Concern A, 7. Rtrsoflfc 29 Management Can Create a Safety Atmosphere Roy L Coffee 32 Officer* of the -K^oed Products Section 1962-63 Officer* ef the Teftife Section 1962-63 36 38 Other Volume* <" (962 Notional Safetv Conjrcs* Transactions Book Cover WOOD PRODUCTS SECTION A CONCEPT OP SAFETY FOR THE FUTURE 3y R. M GILMORE Wood Product* Section Gr<rai Safety Supervisor. Rayomer, Inc. Hoquum. Wash- ; '^ ftriM - "< I tUC <r wlli ,i, .mmr'IiMC rlt.iltmjc ' i wWh nu.-iil ` -is .* irwin l*i- - Kirk at `"ur ['lam- <> the 'unher f-r.-ihming m \oeir *aieiv |irogriiu* ami 'I -dirntruiion of Kcutem* m >our plant*. . u i* <v.t it Imt prologue r<* the rhal* ,t 'it Hie tuturr m <,ur hu<iue*< nt icti- jireifrt'ton Tin* concejit f.m *i*rt nh I ieel thir mv fffons here weuid be , i r<wMhi|? ifvt rewarrimg if I wrr to rln to think about and to re-examine .>, "A.i mifnwtuat |<i>irn-n *.i ttnual in* i u..re m ,rcnlent jircvvntvon. tir iou, if *uu , >.,%< to 4o ttn tar greater eitectivenevs i. nauv 'inttgi that >ou aireailv know how 1 m eliminate academs I 'iliithienni industrial management has - e>i Leiond a doubt that efiioency and aii-h pertomtance go hand in hami \n . 'fnt r>5-eration ss invariably a >ate op* "'vniii There i* no Iwner avenue nr avoid* " tue and increasing cthricnc* ui a innanv than systematically cutting down mi? waste caused by unsafe acts at employ* it.1- or unsafe conditions. i-ctdemt are wasteful, both in human 'i.-ujrces and m production. It follows, hen, mat if we are to measure up to our re* rubilities to the industry, we must take c erferme measures than ever before to 'Hinate waste m am segment of our . qiiomy. l;it*>nr-..nu-n lave l>een forced to witch . uvnre Havels: orofits are less easy to and tins puts a premium c*i efficiency. I xviav's market, where the sales manager nxt'imuHv states that competition i* under tficmv him, not outselling him, costs can -f*e n< a tool and a gindepost as never tetore Whatever activity is bong earned -< -n tiie plan or mdurtrt.il operations must ...v <t mi Companies continue to trv to -I method* of cutting costs to widen , - n; 'it irUi;citiriM -trull take a , .it ui? direct uni tiijnijpMr. twit iifx erUtele* f r- ilio if r\j<t>- -runt w.irli ii- return i- 'eemed \\c know iliat r!'*ti|MUM -n -or -nuns- !- .infer irnm i..w tiMtijm' uxl hiehlv i .iti|<ettme entKhtwm* in "? rt.nu*tfv, Tti hisf -lUC'iion i* m w on nttsme** nmcii j.rr-nt* ut a s<ervwl nf uriuiilv ri.ing W'1 Flkiiitf a clue trom the nr'xjurtinn side nt Umne* rost-cnnwrr.us minaccrv iff -*nvuiering ihe "iluc atiaivirv' cchm<iues 4% means ot uncovering wsme ot dieir rue cost of uom* hustnev* This simplv means that each cost is related to the op erating function or M-rvtce purchased bv `sat cost, tn other wards i there t bet ter way to obtain equivalent '.ujuu at a tower cost 1* there a profit m satetv * If there ts, are the tacts concerning costs and possible sav ings so clearly defined in alt arm* that it is ,-ea.sonable to expect that management should feAililv appreciate me sue of the problem <r are satety speaalists still ennccntrating n mst achiex'ements and reiving on top management to appreciate the sincerity of '/ur purpote without documenting vour case m the areas where management support i* needed if progress ii to be made m the 'iture. The average direvi cost ui an m*lutnai injury cae runs between and $1,800. depending upon the staie in which it oc- -urs. Recent!* t saw a statement *ndieat mg shat an accident costing $10^ *-*.uld wipe mit >he profits from itonmc approximated h.060 retail packages ot froaen pas for a month; and ihat the dairy mdutim- daim* that a $100 accident would mean die profit ram 30,000 quarts of milk. It w important u tmn*J;ite die probable loss of net proms trom mv acvjdvm into terms that management i interested r. All of oor bosses are production and ehiciency 1 v.f/i.'ti.n '''ttrtv Cj,worm "led Certain tlt-ngs imprest iliem; other* '> mim v\ e tan* e-ipem them i o tee every- vur -i any 10 spend $10,000 on an irm ji utctv iust because of the remote i-usviOihty someone might be hurt, W have ' better ehtice to do this. however, it we H-am tu relate benefits from our talety to operational benefit*, people with m*urtvcient experience tu do H e iob* and then mix with this picture uie cmple* problem oi altitudes, evident >n `uch things at anger, impatience, mdiffer- "nee, inattention; shake these things all up ind pour it <nto a panerfl, and I believe we have the picture of our present profe- to the **te of Washington the basic inht-.rv rare for industrial insurance for the kcuiu fii`v is ,US per workman hour The -MMotinn rue winch could be assessed be.-e oi p*,r experience is Lte (160 per ^ent of base). Multiply this bv 1600 1tours `hi, h 4 En*ser miht work m a year and over $900 iwr man per sear as rrtmunt n-*t In deating with the industrial accident t-rublem tit our mills we might think of it ss if we were m business against an ag:rei\e competitor V, c have got to meet ' tm and watch mm >n alt of his 'markets* "n doing this, -me thing become* quite ob* iW'U*. ihe technique* ot our safety program ut be m direct proportion to the accident problem Tuning it vital m presenting >our reecumentutions lo management people. There - t rteht lime -md * right place to make `^commendation* for accident prevention. Wcroembcr du*. the tutore reduction oi ii > idem* m vour plants wtU depend to a vrv arjee degree on two factors: first. ifee i/nd "lore (ompttfnt ruptrwnen and svondh, die complete appreciation on she To eupe with this require* vafciv leadf*hip at a very high hr*el. A leader i.mt nee-' anly the man with me best idea* He i* ;rut man who uses the best ideas. Ac know tnsi the attitude toward accident pre tention on the part of top management m a company or a plant is mirrnTtd meectU m tit* attitude of the supervisory lorce if a high level of safe performance i demanded at (he top and if it u coojidervd important in a supervisor's performance rec'"d, there is nothing in the world that can slop it from bang strongly emphasised all the wav down through ihe ranks to the last man on the job or lo 'he nrweu em ployee. Tltere is absolutely no limit to what con be achieved in accident prevention in voue company if you don't care who gets the `ffrdit. The question is, who motivate* and maintains this appreesatsoo and in Icrest * This is where I get around to you The safrtv uroctam. like any worthwhile ac tivity, need* capable leadership It needs i reach who has the ability to work out <viring plays. 1 refer i<j those among you who are full or port time safety specialists t** of the individual worker for his rt- Pennhs/ifv <o nimsrlf and ca-tvorkrr m ivoidance of accidents. --the field generals in this important man agement responsibility. Your work requires persistence. mthu<iasm and sales ability of '*-? longer is the problem centered around the highest order. <i,ieiincr> guarding, the condition of equjpnd loots and ntant phvsical etmdi- Huns, It it the personal clement that is our wifretit problem. The act of the person, n*ulfing from a wutc varieiv of background : rum i< our targe! tor che elimination of iccidents in .he future Unsafe acts result from problem situa tions which are allowed to build up. I believe hat some <> these problem* are low morale, l-v.r metl*-!*. metfeeme sujwrvttion, and H<c u.-e *. i iul(y or improper equipment. i believe your opportunities are far great r than ever before. There is greater ree<<gnitK*i of the True worth of acodem peei muon m the rmakrti concept of husmess managesnewt. 'A'hen a new plant ta put as -cream ta oar adastr?, the poattka of safetv svptmser is set ap ut the organisation tram the start. Then; is no qaastiuu about he need for ibis work. We mart set mir vighta a little higher each yoar to mme the ihalloige* of the future--exotic chemicals, t adioactiv-e material*, tlK nnte problem, oc- Mid ihesg problems people who are .tifaiiooai health haxanl- perhaps /sow un *f Miftn-iriMli miomwd on the correct known, chaagej in plams and processes. nethud of performing a job, people who Our prime target for the future is peo -epcatedh follow faulty work habits, or ple--they must be guided with sincerity, per- X it 'UOk Per-Jui ii ' . i mil enthusiasm wtn safe workf-j prjrticri ' ''>e vi vour mw'i important 'evponsibtl * r* i iu develop emtiusiasm 'or jour work. 1<>* i, berau-e coihuvw.m <s contagious and s. >..t it when >t comes to vatm vtill be ' turned bv everv person whom '-so ton . i m the course ot vour work. Way I ,*xt that vgu deep m mmd the th i-i-.-es o* sueeewstul salesmanship f.iood -4 c-man-hip i dependent upon two main - . tpirs--- good pruduct backed up bv the . . w ledge and belief that someone needs -duet ?afeiv suretv meet* ihe*e two ,j.remaits, \%hat is more needed bv an>nr -dan information on now to Jtt* alive' S..4H is a fob as a viiit specuiui of keepi"X -4iriv on a rugti plane, out m ^rotit in ; -- eve* of evervone ''(> must be kept >. -lie mam sent at all times. in iin> fr-poniibihtv >ou are aignped m a jreat field Sour success means tsappti>r-v ot a.*H<iatet fellou wors-erv and Uietr i tmtbes whom vou have influenced to avoid irsonal imurtes. Don t ever let mr pro tram get m a rut A nit doeso t have to ,'st -cry deep to become a grave for the entire safety effori in a company. \ vatetv .pervtvor who viops learning *tnps earn ing hia wrav in cast wav >or anvone m Mu* business to prove conclusively that he i> an -.ft* downhill slide is by showing re luctance to absorb new information or to Jopf new methods The status quo is the >g villain m our work. `Ac might ill do well to heed the advice .*nen the old prospector whose donkes fell under him and died as he was riding it u-rnse the desert. To hi* nuerv, 'Lord, .vhat fhail i do now came <he word, t.et off your dead ass and walk1*. There i* a itrong need for self-examiauioii and analysis m today s changing world -n the face of challenge* and opportunities ..head. We mat- have (o admit that safety l-crsoruscl folk have overemphasized (heir rote at campaign runners, inspector*, show* putter-oners, contest runners and perhaps have paid too little attention to their pri mary job as staff consultant* to the tine twoplr. helping all managerial levels to pert'.rm more effectively m accident prevention. lA? might need ,v diarp return to tundamentnU, <Air main iwb should always be (> create an awarruevs af jll levels ot man- Mtement with >he importance ot ar 'idem prevention (n in etficiem ope-Tition i v -''mpsny To do this f must dtsen- 1 ingle ourselve* from die multitude at irmge tasks that in nvn- cues we our- -elves have created Thcv are him ton- ummg and may distract trom our mam :o6. Robert S McNamara, Sccretan of Deirnte said 'l am never satisfied. Progress a ijocuon oi dtssatistacuon with the uresent. * 5 think this suteniem ran guide u* in safety. Nothing .* so ueiui as me nquiring mind, the satety nun who t* not iuite vausfied with penormance In our work wc must maintain prote*"onahsm. May I. tor a moment, tread on thin Kt* t believe that we ourvelves are responsible for the kios* talk r..r iKk ot ethics in Use mailer of saietv reeordi- ^ e *uve been criticized that vaietv natntcs are meanmgles* and, in K-m case* we luve l/ren accuted ot outright tudgtng oi rectrda in the interest at achieving pmet and aw-srds. By our own action* m our pro- C'lion m cnticitmg others lootelv, we gue writer* and editors their lead on thi* question of cheating on the record. Keep your program mine with fresh .teas and proper long range planning Vou in do much more than vou are doing iw -Inv in motivate management, supervisor* ,md worker* in doing a better iob of sectlent prevention. it ml of little ideal--stop wasting time <*\ acm tue* mat ao not produce. F'nd out what makes them listen--Find i way to answer the question, AVhat v m n tor mePut ta.ttv across troen the worker's point of view, not your own. Re member that every dav there arise* a new generation to whom all of the thing* to which you ime dedicated your efforts mean absolutely nothing units* vmi can reach them with your story. (let to know how to make an effective presentation. Visuals help. Make every word count. Build your ideas from the worker's point of view with strong sup leveling facta Develop a strong dosing power. Don't top until vou get someone involved and i-ixnnutted to net--* supervisor or a worker. ft n `licit without :-ti'05 - dcrinurU ornraitfed to ac- i tort Bang vourseii up to a top pitch. Suthuig 'rjwwuotrai** .tself so qutcklv to people m jur plant as the attitude \ou snow *ow-ird -vtletv xml the belief vou n*v* that mprovefiicru can be made. Id i Irt m* siv tli-it rvAhtng <S f- util d-sse Fvervihing m the world re- iti,uni to i-e -lone i.t ihrf* .`er Tlte gfeui- * '-at e*> inifiai^n hn not ** l*#>? The most rifeeme sat to meti'aic -,ert has nut et been 'ctund. Fhe mov chi sient wav to `top accidents * -et to ie 4evt**<l I hope flat vi as individuals will set <p definite goal* to be achieved in accident (.mention and i)-en et out */. prove *l*-.t l-e-w ifiuU .** le iirrmplicheil SAFETY QUIZ By GORDON MERCER Ptatu Engineer. United Slate* Plywood Corp., Atgoma Dtv Wia. <>t / I lire, Jjfiw i nrete .iround ? it M*e -tetnrro * T*u, .* 31-..11111I I .i < it /ui..' t I ' S'lien (s-K.ible *lie shifts cn. reer `mui-t <* -n *-h,rge -.t all tateti mmtuttef meeting*. J T I- bn-nc ernes ensure *uec.-'ul `ateiv r(>'**> ( r F 1 he *nlv rrt*on tor cuanJing iMi-hine* i I*, prevent perv.ri.il irmiry ,t i>e l<omt oi oter.itmu t T F I'.uams are ito nrccssarv on -h.,chine* ujierited b eff-trsmed and re m tide i mplotec* s r K When tt l* lieen established i( it i twrsott i ^rritlent prone it (iv.ulil lie 'r, t.filed in his record f) T F H rut slue-k n received from i fmrtrilile eUn'nr tteaj it is safe to use, ? T P The recommendations of troulotee safety committees are not important tui need not he given xenon* consideration. 4 T F Hie ue of 6 to 12 volt ex tension cords wilt eliminate one source of cleerrtcai >hock. >, f j.* Tit# foreman sliouhi expect the dirty depanmem to assume responsi bility for the direct enforcement of safety '*de in his department, 10 T F Payment of compensation is tit untwnam factor in determining whether ,im mfury siicsuid be included in the com* f *is frequency rate* -xmpuled accord'if vstth the American Standard 216.1. till ,j. mj-l. <* iM. prote.'lutt ,u i*i rim. .(* fir *lirre 'tm is le-- >btt Ui (*r rtu ..'i ,,ti ,*v the lir t.' T K Tfreshuld limit i-jlue. rej-re -^rtt r'-tKlilM/t*i under which it is lielirvrsj m*j*t wufVer* ran be espu^cil k a 'oxir ubsiamr ilav alter dav. 40 hour* a week :2 week- a '-nt, ;car alter tear tthi.ui adverse eflect<. (1 T F \ c*'cer dipper knives ior drs .nicer `liouldl !>e guarded both front and -t.tr 14, T F For operator* of average .isture. me table tor hand-fed circular saw* should be Higher imm the door than for (miser-led nrcular saw* 15 T F There should !<e a minimum i wne-tnch desirance between the wearer * head ami the inside shell of a Itarsf hat. 16. T P ^khen ripping with a radial saw. thedirection of rotation of the saw itould be upward loward the opecaior. rjireclions; Comtilete the following statemads hv placing I Imp number for the best mswer to each Mateinent tn the space at the Wfi, 11. _______ To protect workers in a hatardous process, u ut best to: 1, Provide the operator with personal protective eduipntem. 2. Eliminate the Hazard at the sourre if possible. i. Disromtmae the operation i Ml*.is the**' tt* urk lur *lort pertods ume. sK , It* m*i K4^e<-, the safely r nmnit is paert of the i Line organization l Staff orgimrauon. .! Fr*vlv!Ct*on organunnon Sales organization. 19 _ .. _... The primar) purpose ut oukii - aletv mieetion* is to 1 Daon and idmiifv hazardous rtmuc M'Mi. ami prartires, i timrnuine tf the atnipans s standard * ^tuntin-, iwsisrkrepme. operatmc proccliirr* cir, are Iwing (i.-Uoucd atd mam. > uned 1 T*. ko-'i acrvrjiie mi stianl. 4 To >Hih imte management'* tiiteresl l<* -*t>*v JO. . The most important pcerequiie for making a -aim inspection t: I Know ledge of 'hr equipment or process Wine inspected. J, Authority to inaugurate corrective xctmn. i Knowing the department heads. 1 Vhthtv t* get airing mth people. J` . riw first ohhgatton of * fire 11civ man ts to: 1 'set up a fire nngaik. J Frnstde * *v*lem lor controlling and prevewUng fir**, > I'rcvmt injunei io twople. l (, hevk all fire cxtinguisherv JJ. - VMiich lire extinguishing cuts Itoufd not lr used on energized dec* .rtcil firc'* 1 |>ry rhcnucal. J l-.m i t'arhon iIkiskIc, 1 Water stream* IS. bpetnkler system* are effective n csnnguislung and controlling fire; when they tail to tunction it i* usually because: l, They freeze. 2 \ll valves are not open. _> Some people du not know the locauon <t| me valve controls. 1 Hie water pressure i .*< J4 ______ To be tnriurtrd `n mr -uimartl mjum tretiucncy rate an m*ir ..iut t Vr**e out of ru -n Ump *-<nrvr ,.i rmploymeni l. \n*e out ot a work accident 5 Vnv* nut of and m th* cwwr** >.i rmplovTnem *d resuit <n death, some nermnrni impatrmer*f or .nabihiv to work a jiamal day following the day of mum 4 Be (aval U ---------- One per (mi of carbon mon side m the vir ** equivalent '<? I. 1000 p.p-nt 2 Kl.noo ppm, i infinno ppm. * I 000 000 ppm Jfi______ 'ATven besutd ** used 'nr .ie creating tmall part*, the -ai'rtv engineer -fwsuld make the following recnmmrri'latiest 1 Sutvsmute a lea* toxicwlvcnt J. IncreaM generalexhaust -miii-nion ) Isolate th* operation trom .other oper atiuns us plant. 4 Wear protectiveequipment 2? _____ In an effective accident |,re cniion program the responsibility tor e* ling saieiy standards Otould rest with t The workers. i? The safety chairman I chairmen 1 ,t Top management. 4 The `upemsor i* The foreman obtains the ocs? help *n supers tsing (or safety i t Tlte saieiv jircctor reprimand* the workers in the ilcpanment for un'atr acts. 2 The sateiv director uses hi* influence tn incorporate safety- into recognized job procedure*. ,1, The **iets dtrertnr 'run* tlw workers in *afe practice* 4 He get* tough with all violator* of safety nile*. 29. . In hrtirmc ntT-thf-iob fre- quenev, which or the following figure* tv used: 1. 112 hour*. I. 312 hours, j. JO hour*. 4. 24 hour*. w* J.i'i nvr (anon Mat will contribute s-.'Cuur mw U-kbwrl hrs nppinc - ISfH'UtS T** mia*n < 1 *M *at*i ***< *t tlr was 4 t>m*4 fiwimrttti -uW iwwim Nairn cog--.us what art mi (wren ' t all nfctv namratc nnam arc 'tkftv >o dcwnaratc awds imi(i and time croW fbe safety cwwirwc h-s* effective <' 'Ik c?s o< romrnmw members and ' vise Expensive prize* <Jq not ensure ucresstui suety otMitcnx. Dare are men* 'tier necessary ingredients that it takes to nak* '`Kit a contest succeulul. The purpose i * sains contest is io stimulate interest <n mtiv Therefore, publicity is at utmost uffcinanre ut> surensfut safety contest niturt pensive prtaea can be detrimental ` s *iccesful sat'etv contest ince the cm will >*e on the prize, rather than on *l<e M/ety which ilte comet* is deigned io $, /-a/rr Thw rmson for gvirdln( m* (*mrs is io prevent personal injury at any i>mt on the machine and it not limited to 'he point of operation on the machine. 1 Faire Guards are necessary on ma chines operated b> well-trained and reliable employees since even these employees can become distracted, forgetful, and perhaps '-ardeaa on occasion. A slip or a tall by (he jperator or by other employees near the machine could result in tenons m/ory if the machine were not progurfy guarded. Guards help to dintsnte the hiaM arty that is uihereat in all of aa. 5 Fait* The detfumucm f tin term "eeidrat prene* too uftoo * dMurae^ amlaiowia, or sasonerpmed As ndevuimil whs r* penmen more du bn tkmt tM apwiw >s wosenme* termed ate prase aufe- udiai In maps raw*, a wtoawiis tew ann- t*rr of emploiees ma aeccunt f.ir ilte -\a I onryot the injuries in a company Howc-.er, ?ver a period of vears, u has been found that the few oaptoyees accounting tor the snatontv of tnjuncs are a ronitantlv shilling gnwp If aa individual is expenmemg more than his share of injuries this tear, u doe* cine cwcsssarily follow that Nr will r nrtutor m do so m the future. "Hios, if we label an mdn-idsal aradent iwnao. wr have false!v labeled H*m unrr n> i few years, he tray be ewe of our -a few mvphssee^ However, each ajarv or hru-ard "eatmoM that an mdiiiduaJ fume- should W ** recorded in tu remind, wtifent label ing lum accident prune. h, f'airr. (Morte reversed Inm pavsaMe electric tools are usually due io a rtvmne *-t ronditian. Portable electnc t.t m be levied under one conditmn and tawd wader another condition. Thus, there u an pom'ee that a shock will not be recessed fnxn a portable electric tool, unless it property grounded. 7 Fait*. The recgurowiaidatwo of em ploye* safety committees are important, especaily to them. Each one should be given serious coneideratiorv. If a suggestion or ''econvTMndatMn t* 'ejected, an adaqiaie reason for this rejection should be given io fie committee. 19 Trut Individuals will not even icci - 6 to 12 volt source of electrical shock. d Fait* The foreman should no( expect the safety department to assume responsi bility for (he direct enforcement of nfetv rules m his department This is the respon sibility of the foreman. Normally, the safe ty department is a staff function and has no authority. The foreman is a line supervisor .ind has authority over those m his depart ment. The foreman will lose respect and leadership if he expects others to enfurre wiety rales in his department. tOt. Fait*. There is no reixtiondtip be tween payment of compensation and the ^JMirioa Stamkird 216.1 Code. Favment of HwpB9MtM varies by state and therefore d bsc a coumjw denomsnator aatxxtall). The ,*uBgncan Standard 216.1 Code is a as.jmSy raeogmired standard for reeorduie nwirwmnnag work wjurv' eaprriwsre. U T*a* b gas omsk dees not goierite yaw few aKrrfy newraMacs an strive pAupmr rwmMirnimag 'imee approximated lb ,<f rut uiigm .n he suuovphefe is wo u mistun l e tor an exteadod penod. . 4* mak *ul nrtrr no pnxectsoa to as sonosphere cootamug teas tnaa 16 per cR ux'gen. il, Tkr thrwhi&id If** valises are tme wngnted vajues (hat caa be ased as a ^uide tor exposure to a toxsc siduumve iii aster day. 40 burn a wfcfc. s2 wetia a jr. tear after teas, without mcat workers mfferwg adverse effect*. it Trw ,-inre <hcrv i am espoiwe to iih the lr-rrt and rwsr udrs vemar >iiew <o<w, bulk dtcwH be gmrded as aril as jsiubh 14 Trw. ^eveduiuu the American -mndards Safer* Code for Wnodworktns Msduncrr. thr rerommsnded height of the t*W? from the 8oor fc,r circular Hand-fed aws is J6 ukrhes. The recommended height tor circular power-fed saws i* 52 mcHet. \Mwnmr machines are used by persons rtf >ess than aierag* stature, 'unable adjust- nwnt should be made m these distances. 15 Ftth* In acmrdance with the Amer ican Standards Association enters*, there should be a minimum of one and one-quarter inch clearance between (he wearer's head and ine inside of 'he shell of a bard hat id True It is nw'i important ihae die aw rotate m the correct direction--that i*. npward toward the operator. The direction if the mw olade rotation <li>-ul<l be cn<piiioujty marked on the lr**d IT To protect worker* -n a haaarduos process, it is best to: Z Eliminate the hazard at the vmrr* it (issrble,--To provide the operator with per-anal orotcatve equipment ts just about ilie .ast thing that *i should consider. Our nr*t conridcntton is always to try ,e ei'ms-i.mc the hazard al the source if it i at all (uyjihle To disrontnr.K the opentkn t* a i<o*ihle n-wcr, but too often unpractical To allow workers to work for short pert*-I u time on a hazardous operation ie not eliminating the h&zard inrt mort or later, an injury is bound to happen Id In most rae-s (he 'Oieiv depamnetst i-. pan of the' Z. Staff orgamiutam la mMta cm-s, the indmduai is cea/g* wi (Nr -timguuie * *aser% ivuinrs i- s !-iw ((auiin swan, ta m*j*t "4^-. -l-e m:m hpar* at i* * part vf dw -<ari isaunc iAiwer 4'jthorav. Agaat. m a cw cu-es the .mil* -*imI inyilli tor me Mtcn program may be a pradacocn avaa. Seldom. > eser. it the micry department * par- <?> the sales 119 The pronary purpose <>< nuking attti nptcMn a to 1 Detect and idceufy naaardous condi- itcns aad practices--The second answer is i!<o a good aewwrr to d* question Put does rv prowde for detectmg new or previously tjnideaufwd Haxankam conditMns ind orxt*r where s cwspan* standard may not eciee. 31 The mu-i anpurlaat prrrn|Ui4lc i`<r makewt a witn m pacuen t- I haowledge of (he mwpenem or process jetng inspected. -- Smee the primary purpose iji (taking safety Bsgccuotu is to detect and identify hazattkea ctmdiooe* and practices. , follow* that knowledge cf (he enutpmeni or proem is the most important prerequisite. The authority to inaugurate corrective aeuon hes prebgWy not with the xafetv impcctor. but with sense other authontv The eatery inspector does not necessarily need (he ability to get along with people, smee his purpose is to detect and identify naiardous conditions and praeiice? In (his particular -sletv activity of inspection, 'he inspector .s foiling wih "things' and procedures more than he i* with prople and (heir feelingv 21. The best obligation of a lire safety (Man is to i Present injuries to people.--Getting up j lire brigade i* *n important function of he ftre safety man. but not (he first oMign'em. To proude *vstem for comrolling and presenting fires is also perhaps one of itier most important things that a fire saietv inan should do. This will certainly assist in t-resenting miufi* to people. However, the nru chfips/ten of a fire safety man is *o (resent injuries to people by doing many dungs, including providing a ssstem for con trolling ->nd prcsemirtg fires 22. Wbieb fire exuaguuhtng agents dvcsii'd mat be used oo energized deancal fire* * F-.uin um! 4. Water streams--Any ex- tmgtatahang agesx concuung water in a solid MfsaBt should wx be used on cncrgiaed fectncal fire*- The foam fire rminguiihing 4gen and the water stream agent bolts (all 0  .itfvfif' (Tie* -. uMiJO nut be used i '"I'rgued circuit-*! fieri jmte such * (ram i> t i.tmJw'ur oi ficeirioiy iJ :;yrink!er viwrrro are effective in ,* i-'gmMimg *rtd controlling fire; when :he> ini to function it is usually bevautc i Ml vhe are not open.--Occasionally -tirmKler -v Metro (retae, but (hi* on be -iifrmae*j with a dry pipe system. Occa-imcmIIv, 'ivw v ater pressure m*v cause -prtnkler num to lx ineffective. but tiro ' ippen* cn mreiv. Sprinkler sistem have epfiniMmateiv 96 per cent ol tl* nre. .wvl iiave eximipHslted appcoairrotelv -v i<e- con 'Hie primer* reason diet thev Mil in imwtHwi is dial water iiors nut Ret i tf-r vpruiwJer brad* Mmplv because all the ,i e* 4tt not open '4 To be meiudul m tl>e standard initirv 'coiuerici rate, an mjurv must . I 'ne out of and m 'lie course oi ' oijjicnmeni and result in death, some per manent impairment, or inability (o work a I'irtwl da* following the dav of inrun1.-- The hrt answer is incorrect since such an niurv could be a first-aid ease The same 'ogic apHie* lo the second answer, The iVinril* answer it incorrect since not all in unes must be fatal io be included m the -Mndard injury tMi|ueno rate The third newer rovers the definition nf a standard ciiurs freijueno' r*fe 25 One i<r rent of carl*** munoxnie in H>e air is equivalent tu * 10000 ppm-- One if cent at 1.000,* '00 equal to 10000 iff When benaui is used for degreasing nail parts the vatetv engineer should make He inflowing recommendation: ! Substitute a less toxic solvent--ff the general exhaust ventilation were increased. i*e bentol vapors would lend to be spread thrnuehout a general area--probably exposme more foplc to this toxic vapor, To iMii^ie 'fm operation from other operations in the plant is a possibility, but not the best t.fie Likewise to wear respiratory protective equipment is a possibility, but one of the I-*<t ihmc* 'bai a good safety engineer MiHild cwinter 2* In an effective accident prevention mm. tlie -e-ponsibititv for setting safet* standard* Miontd rest with 1 Top maii-sgemmi -- 54,ncr lop manage* u.cm is re-inMisiblc n.<r Hie accident preieii `ion program within anv company, u.< ictmg Qt Mtetv ttamurds ihould rest with hem, perhaps irt consultation with others Hit jre knowledgeable in ihis area, <M The foreman obtains the best help m supervising tor safety it ' 2. The safety director uses bis influence o incorporate ufetv into recognized job procedures. --The safety director uxuallv has no business in reprimanding tlie workers in iiiv department for anv unsafe arts since lie wall) lit* no autliorilv This is 'he 10b ol lie inrrman. Likewise, the Miety director lioold nnt lie Hie individual who trams the wicker* m safe practices unce this ion i. (be responsibility of ihe foreman. If the mreman were to get tough with all viator* -.1 valets rule* without further explanation be would not be considered s very -ood leader and might antagonize the rvnplovev n his department. This it not *he be*t *ai o get help when supervtsmg for satrf 2Q In figuring off-the-iab f requenev m'e* which of the following figures is used J12 hours, --The dl? hours is cainjlated as loUowt it is asjumed that evcri worker will sleep eight hours in a 14 hour period Since the normal worker works (or eight hours a das, this leaves eight hours oi tune ipent off the job in other acts* die*. Hen*e roe d*i>* per week is equal to *0 Hours On week-ends he is usually free fur 16 hour* per dat which is equal to i2 hours per week. Tins totals 72 hour* per week. Since (here are four and one-third weeks in a munili, the total manhour exposure per cmploee per month is J)2 hour*, which is the criteria established in determining the olT*the*iob frequency rate. JO, List five factors that will contribute lo circular saw kickbacks when ripping i. Failure to provide spreader. - Improperly conditioned us. aJlninnu material to fuseit on the saw ami rise irum die table. J. Improper alignment of gauge or icticc. 4 Improperly conditioned or tivtsttd gram lumber, 5 Improper design or mounting m kicknek dogs. The above Sve factors are listed :n the kmcncan Standards Safely Code for Woodm nrkins Sfachnserv, 01.1--1954 10 THE SUPERVISOR S RESPONSIBILITY FOR SAFETY By ROY WHITTLE Manager. Industrial Relations Dept., Bmish Columbia Forest Products Ltd. Vancouver, B. C-, Canada 1 *H ir- unit . iii. (. ht opinion iliai the Hjtii-te r*.{ii-*i,*iHi tur -iccideni pre\en- iiiii rcM* wnit H'p ime ui<rMHf* This ..,-pon'illM% * different in ant a mm the man* fe-ra>nii<iini*<, * fine Hi|*er* t-ir rvu*t aveepi it r i* to be suerr*stul. There nas been Mme tendencs m recent pxf* to treat accident* a* a problem apart rum the bu*me*t of prodiKtion l i* m cre*ug ira ronteemre nn rise cu* o ihis emieiifv It appears u* me there are four i mnligimg reasons The inclination ui uxne ta(T manage* ,*<u tvuple to in' io i-oiate the prolilem and rear it a* il-uuyh it *11 new form oi ii.lvi-trsai .li-et-e. The** people hsv* done ii..- hunestlv and objeemely. not for anv 'he. reason but io da uanetHing about the teru-ut problem ot acctdentL However, i reel >hev have imkssowusgly accepted re- -l<*niibiiit\ ir>r the *uecess or failure of arcident prevention in industry, and mare lariirutarly ,wir imbutry. Tfus. 1 contend, is iingerouv; me respcmstbiltiy (or accident l-eevemiun rests with the line managemeit. m uur ease the supervisors. The staff super.,^>r have a tlenmtc function to assist line insnaKcment. when possible, with the pro- vmm This .*>*<Mance must not be construed ,s acceptance uf the responsibility, The .)>{>ervi*or may delegate dutie* leu the ft* ( iixhthiv remains with them J This torm of separation is brought t.iMi hv the Mtpervssoe* ihemehm tn iMK> vose* these line management people have accepted tlie shift of accident repon- .ihility from themseive* to the staff safety uipervior. This is understandable even i.-tieh unwise, in my opinion. Accidents ire disiurbinf. The cause* are nearly always (Mind; the preventative measures are nor vo casitv i Mind. Because of this fact. tcb ients arc trust rating to supervisors. This frustration probablv explains why seme tine t'xtopfe are not adverse to handing this re- .ponubility to a safety man or a safety committee Safety men and safety conunit* iocs are impnrtwm compwvents of any acci dent prcventwiH program. However, their r.oi -He .iitrr ? v , .i,,. rrij.p.l i formal accident prevemion r>fgra*'iave Iwen uttroduced, usd aggre-*iveu pur -ted bv rrunv < .mtvinte- m m* a.i Heeroie r to Mucti mure rmpiiasis icav i*en plaeeti o ihn problem <n recent v-u* Tit. emiiwsis lias tended to tingle mh -incident l>re\eniion ircm all tiwse aiher iifoiileii" wHicn result 1 rum ti* prodsicnon prove*' To ell accident prtvenuon iq our mdustrv. nets men and saietj r,genc>e$ have ul mans promotional programs salet) ha* been Iramaured b> role pUvuig, nlms. game*, rrmierene* se'rlinique*, voiueits and give4av programs. \ll iive*e livings have been H-cd io arouse interest and promute accxkut prevention on the job. While thi* promotion has mined a good Seal of sueens, it has been carried io die point in some instances where the supervisor lias dropped out of the picture and lett the responsiOilitv to me promoter, the gin wni, ihe bag ot tricks and gimmicks. On the Hher hand, 't can be argued that wtut ha* happened in this regard had to be. Without the promotion and dramatization, a it prob able we would not be where we are <odav PrugrcM nos been mane, the record tells H* vtorv As reeenil> as l9a>, die II C. Lumber, f'tvnvoosi, Cedar Shingle and Logging Asso* nation's combined freqticn<> was 40.19, a result of 2J21 tost tune mtune*. 4 In some (. imps there w-oukl nut l>e a program if it were no* tor the safety nun %nd/or safety committee. This is ll*e opera tion where the supervisors have got die message from top management or the owner. In some cases they have heard the message often enough, but don't want to buy it In this situation, we find the safety commuter, if there is one, the Union oe W C B, attempting to get tne supervisors' motivation to accept their responubduy* The type ot supervisor who refuses to aceept acedeat prevention as a key responsibility leaves the problem on* in right field fnr 'cmebodv el*e to catch. U ' .- u/Wv t. - njrttt t "i 'ex-urd. I would not w-ant any ot u io runsulcr ms moughts a* any Kind of ,mck )f criticism oi saftn director* Tint ifodti ins worked hard and has contributed `ft mator wav to the improvement m our itCident rxpertenee referred to 4 moment sgo. oimilirlv, I am not critical ot super vision where a job hat been done However. ! i tel the tunc has cwr* tor a reappraisal -t the problem ot preventing accidents. We .-n no tht Ai a result ot our experience i tins mciuvm I hope you will excuse me t from time to iwne I refer to experiences tr hate had in our tuntpuitt. *men have led me to w*nr uf rttt concluiroris. K recent inaluit of txjr rumpanv's lest 'me compensable accidents m trve Wood 1'roduct* ^ecuon established that db out of i `oral of 40 accident* were 'he result of n*ale acts. Our group frequency tor 1961 ;i< # 17. Had we avoided tltc jb unsaie .<,(*, we would have had a frequency m -lightly less than uoe. Wha* is even more . nallengtng is that only four employee* wixild have suffered a lost ume compensable injury with the attendant suffering and toss i earning- Ot curttolerable significance too the difference in (he total * of four o*t time accident* a* opposed lo 40 for our :umpany. This analysis also indicates to us that we hue f*een able to control practically ail the -her causes ot accidents such as unaate inditionv and mechanical failures- Our -siety programs have emphasised unsafe acts luit as -trrnuoudy as we nave emphaled unsafe conditions. We can get agree ment among all concerned tliat it is our duty to work land to eliminate accidents in our industry The industry has property `veiled the more obvious weaknesses us our Method. hrcjusnctes are going to be tougher 'i reduce tn the sears ahead, because the problem exists tn the more complex area of Human beluvwr While we have realised considerable success with tnc unsafe condi tions, we have not been as successful with he problem of unsafe seta. Hus is the area which 1 feel we must *xke a new look iL First we should examine (he reasons tor vaisafe acts. Why do work ers commit unsafe acts? Here are ten prin cipal factors us our experience winch cause m4t* acts, TTiere are other* n| i more . ompiex nature. 1 D*d Ml estate ki.-arC rrutei-- Thts is ivualiy the result ui tack of experience, ot miNiuv 'o recognize a ha/ardnu* condition t . temporary liazard errated bv a fellow imptuvee r a cnaui uf circumstances, or ' "A of job 'raining f-jch year we have a umner ot at-iiem* wruch dearly indicate 'hat the rm was not aware he was taring into m? taws of death. So nsanv ot hem ire errors m judgment, particularly wtih die falling and bucking group and leaders Hidden hazard* and man traps exist in ever* iperatioft. Unless we recognize these situa tions, we are gambling with life itself Our emptovees must o* vert and vigilant ail ctoy rut every day, Z (ndtgtmet-- Thu fellow knows but tie does not are litis can be a temporary tiling or a continuing altitude prtsMem tf we. as line managers or <uper>i*ctr* do nc.i take our leadership rotes vermuslv. <i <vr don t m-t upon certain standard*, how on we expect our employees to be anything but indifferent There are verv lew excue for employee indifference and Absolutely no ex cuses (or management indifference. i Oarmy--The dare-devil tvpe or shownS Their daring blinds them to <hc hawrifthat exist. These people are potential acci dent victim*. We have problems enough without introducing downs into the ad who to satisfy their ego play Russian Roulette with fellow workers as their target. * Poor work ludufr -- Man* employee* or a number ot reasons, work dav after lav, using poor work habits. These habit* ire termed early in some cases or are de veloped later in others. Our experience vIkjw s us art employee can work on one job lor a period oi sears and suddenly become in excellent victim. A subsequent miesttga ion establishes dut he has employed pour work habits all along. The law of average* has caught up to Him. 5. Pear trample re/--Some of our cm* Joyces copy the example set by older employees who have poor work habits ur demonstrate other unsafe tob habits. Some times the new employe* follows the example '> a poor foremaa 4 Lasmttt -- This docs not require too much explanation. I am sure we have all experienced this human failure or witnessed it m otner people kVe are ail laiy; it is die degree that becomes criueai. " tfarfr-- Tht* cun be a personal prub- cm. vemetnnes related to a desire to get dings do-r as faat as possiote, rnher times ihe result of orerdenundi.,; supervision nt n unreahszic target commonly c.Hed speed up $ Fsmfrr--Here < have a maior cv- mhutor to unsafe cx*. Temper or im patience. depending on ihe degree of frus tration, <sr lack of emotional rontroi. wilt nvanably lead to unsafe acts, d Pkfncat fa<J*rr and fx/i^*e--Ovir entyloyees m wmc cases commit unsate act* because thar phstioi limitations are -v*rr-*xed- this ran be temporary from das tr. da*. On the other hand, an employee nr end up on a tob which he cannot properU Handle \ou mo*t know something ahniit our emplivvecs' general phsical cooditi*/) <ut-h urtrs as evesight hanng, general iiexhh are not difficult or expensive to as certain 0 Lack o/ trmninf e*t the it>^--here w Mvt, tn mi opinion one ot the most glarttu* > u*es ot unsafe acts. Vt the fame time, we hive m area we can clean up. If t j* pentvors, do nr* ousts- wnrsetve* that rjeh employee under ui Know how to do in<*h prnperh, then we tail in our tabs That i- what we are paid for It we don t do a i.urvd job ot training, we fvnt sniv tail the rsmpam we are employed bv, but we ramble with the life ot limb* ot our employee* l-ich of mb training is a handicap If tn not do a good jnt here you landieap v,.ur emplovee before he starts. How about ob changes!1 Can < presume a rhokenrun promoted to second loader knows how to econd load* U we w*nt to be jure, e "ynfw.t presume anvthing. We must be sure !<c knows, no matter now tong he ha* been ,n the woods or how manv iohs he has had \`>.w these ten factors w hich we have juat reviewed, and which are major conenbutinc iactc.px to unsafe acts, were the cause ot '*> oi my company's 40 lu*t time accidents thi* part sear--exactly 00 pet cent. How mins accidents involving damaged maehinc-rv, riggusg, trjeks, smashed togs and misreftaneoua other things did we have last i car where nobod' was injured. We had lot more than 40, mavbe 4,000 nr higher. Tur*t unsafe .tell contributed tn the same i-rrentage of the 4,000 accidents ss thev tfl to the } human zectdents--appro.vtmstelv 90 p*r ccnt 0f them. Kw-r\tmie vui-irtivruj uppem .*vn- `opposed lo nppen m -xtr punned produc inn it `uroi -?ut jorxj it 1*0 [f >t turns jut Pad. i" f*l* *t an Areiqenr if it mmv 'ut good. *t gcne'all' suggest *ht was '*>** '.vi* fad <t planned hener t--rn?tiodv -s Hurt or no? when hi* imdetit lappx-ns u iviixllv wnere we draw e me sr er**te il'C *epjtrin I mrnfvonM (f n c-mplosre mitired, we have a safety prnb.^m >1 n*.i iehi\e a production privnlem I megert ! -t* that, whefhrr an empios** * mi.ir**/ not. we have the same problem *r-mw- in 90 pet cent m ihe r.-se me -nus* .* ** f'ir tame thing--an uosatr act knsair aci* >tt production problems ihrihrr mu 'mu `ie machine, the producs nr -rm. If we eliminate unsafe acts trim /-.e production ,.fivc* we will improve |'e<w:1icfion. ''Jure .>*( and minimire imunn It ha taken me quite a im>ie tn mvkt ,liv pomtj however. I feel *lm matter i> -nc the kes to our future succe** >n this nelff Let U* tie this to irn cvrlier remark 'hat the r-rjr^"njtf*i/i/y for aertHetH n en rmn betone* with the fuse mpers woo and iM * staff department or *ff superstwr i'tease note. 1 base ic tcsponsibtlifv TI i* tn not metn line supervision '-arne* mi ihe function of the operation safetv ftrector, partacularly m a large operjnm. "`>-4' it does mean is Jhat tine supers iuso must <+ Held retponsthle for man management, and man management inchHe* the supervKton of employee*, to the eytent that correction "i rack nt the fen rancs "< unuite a<*(s be<-"me* hts fcsponvihtliiv and rhallertge kn important potw ro note > that ft these contributing factors tn unsafe ac*- 'an be wrapped uji m one group, and pr'f rrly termed, attitude problems Thre *e<c' rx indifference, darvtvg. Poor work halm- poor example, laziness, haste and trmivr That leaves three of the ten factors--namH* ltd nut know hazard existed, lark of training and physical failure Thrc iifr in le handled by adequate inh training m-t z medtral check program nf some kind l et us briefly discuss the attitude problem. 'Aliv ip it we can have two identical pro grams tn rwn different operations and end ip with j gwxi and a bail accident experi ence. where, more often than not. the opera tion with x bad acetdent experience hid a hurl production and co't ~ro)r,j. hrnk the problem rests with attitudes. The am- H-r-UK wfei Mle at the tutKr'mPn.^i*"' n-t f" .uuem* and the unud* oi '(<* " ' .'u have heslthi. i-joperanvt int) productive > nturtrt m >wf operation >r vp>j ant ihem Tim i* (he suwmwf' 'eipcnsibiht* This t* tne tret nere -vtir human re lations training and man >ran,-igcment ataiht' viand 3r `all li i* in lerrpied 'act 'vfv (hat wc hate -c/iciicd -tine where Jj per cem of M.refVTfcor v iota h tfciimc.it know-how and 'J i-er cent u MipemCbrv knowhow -or m.uv mnigeir.errt li super visors do a bad mb m this area, tt n the rrsponsibilK' >> utuctw)i m -h vxr*' thwg about (t l-aiiur? to -io so will have a venous effect on vnyr tuiure To reduce the frequency 01 un**ie acts in mur ot>er- non, >ou mtt'i he wire 'our supervisors group are working on i|it altitude problem sVh,n can management do and, more par ticularly, what can operational management do, to eliminate unsafe acu * There are man? iifterem approaches and programs. i am best qualified. however, to discuss with you what we ire doing v out camps This \i what we consider to be the "supervisors' responsibil ity for safety" w* our company. I. The supervisors are told by top man agement that they are responsible. THev know ihat t bad accident revond it an tndtcation of supervisory weakness or failure The super* **nr ran get help when he require* it in supervisory training. .1. The (me 'upervivnr* are held responsi ble tnr 'he f^kient management of their crew. Accidents in any one crew, indicates <o the superintendent nr the manager that something is wrong with supernsien in that 1-'i tob uni ruction rermner course* troin time <? lime ior alt supervision, V ,Special group meetings, such as falt ers rigging men, truck drivers. In `f'gg,,,g. these group meetings are held -liter work hours when special group ymelem* are duomed In manutaeturtng, thev are held nght on the job -< at vmoke break periods. W> nave nail a lot of success with group m*et<i* fkm't wait until too hate a sif'litem Cet the groups logether and ii`euss their problems with them. C3on i .-"nhnr discussions io accident preven. 'ton alone. Talk about the iob Do he rob nght and >nu wont hive actoent*- li On (hr job meetings at noon hour are wfgvuzed. These meetings are ha/t iled bv the supervisor or safety direc tor m an informal manner. Any prob lem can be the basis for discussion. tc) General safety mettings on a momhiv basis are used where practical. Cuest speakers are used along with film pro crams and participating programs. Ttw safety- director organises these meetng*. ' i It is the divisional manager's or amp M*pennfrtdent`s responsibility to iruuntatn an active safetv committee m (he operation with the vanoos tub-com mittees. ftri "Hie top divisional nuruRcmait ml director renew the progress of the program and amend it at re quired. Ob not be afraid to change >oor program. 3 Supervisors are expected to make sure every employe*, new or transferred, is prop erly trained on the iob. This training is done bv the supervisor or someone he delegates. S Supervisors are required to follow yp ,n job training. Each employee's immediate supervisor must he satisfied that the emf*o>ee doe* the job as required. This re quires continuing supervision to eliminate, where possible, unsafe acts. s The supervisor, with the staff assist\t of she safety director, maintains an accident prevention program in fns depart ment Tliu program include* the following: nt lob msimcuon training for new uinervtwrs and key employees. Tit* degree of wscnmft me are having with this program in oar operation varies with the detemuoatwo and leadership ot the di visional manager or superintendent, the sue* cr-t he pas with his supervisors. and the degree of cooperation the supervisors ar. develop with thesr crews r tummorix, we fee! tlwt tlic diviureiat ntMiutger or amp superintendent is the kev man m any iaiesy program, if he ofitrs the leadership to his supervisors, makes provi. shxi for their crauung and development, and spends time on His program, we know we can reduce the unsate acts which cause most >t our accident*. Accidents are the result of vn-oducsiofi failures- ff we can improve our man management and get the proper am- It <> t'r jdm 'MdfV r-tiOli-bed itaeo me iin reduce th* vu*ci ill wru(e in< wr>Kh cause (hese prew liu-tusn iiiiure* v tent speaker m V ancouvrr juoseU d-e I *uk u W eUeagnnn. who said 'T^ere re >' -4*cn dimes kv bad sexibers -here art us md darn - ' ' -miletnm '>"! v igree not ' s taw. mu * PROBLEM CLJNIC Moderated by W. U. ALLISON Senior Safety Director, British Coimbaa Lumber Manufacturer* Asm. Vaoeouver. fi. C the hrvi iifm qifered tor eon-idarauon Aii t rrpon croav Ontario loggers (hat siuimnum i filing wedge* uc uveitned to chap ind me hung panicles utien ause e?e in juries. One delegate suggeped die use of iwona ,t formica wedges io overcr^me (hit prob lem. Anoiher proirsted these tough synthetic tools are too expensive. \ third reported hi* ampany nad revened to the use of steel wedge*, pnneipaity because non-ferrous chips ccuid not be removed >rom the eye wiiii "vagnets. \ dciegiu reported many accidents caused 6> persons/ distraction* of the victims, and inquired what methods are oeing used to ombat thi* problem. Response by vdtrai lelrgaies placed the responsibility with the mpervtsor*. who <hould be aware of their renponubilitv m keep alert to the emotional ".mptem* nt ilieir wurkera. Muderator * comment - `The supervisor -iiouid get to know etch of his workers wc/f ciough iii.it he will be sensitive to their Hiinges ut mood. Whcsi he notices the usually greganous fellow suddenly choosing io withdraw from contact* with the gang, (he supervisor should try to find out what's bothering the man. If he finds the personal probicra of serious proportions, he might assign the man to le* hazardous work fernnorartlv." *, ease hinorv afftred tor discussion ut- ..'-e- ,r> u in -.perjtor whose -i-tKL rfWAintevi. n .rane cruihed mm a it tuppied during a h;i li wav pointed out liut ouingger* were it m n-e at me time fevau-e "i ttie unevm ground. i,`ommeritv un iln> une included cmio-ni i management tor {*rmitting operation ilui would bviass buiii-m *a(eguards, ior not providing proper road* on which to operate the crafts, ior aoi providing guy lines m onufu&i operations ueh as this, for not *rwrnng the operators to be especially alert <n operations ot great hazards i ior in stance. teaching operator* to jump trom a toppling machine to the uphill tide). A quart ion about the prevalence ot vest belt installations m hcaw logging tractor, uvd other such vehicle* brought the rep<> that tome operations are using *<it oclt*, while other firms have considered iiu pos>iNitty but have ilctermined tlat it would !- unwise. In answer to a c(uert i> to Imw- mom log ging companies u> lead men instead ot supervisors tor (raining workers, there one a/hrrmuve reply. S-svetai delegates reported tl.eir saw-yers are using >1ob patches on trouser legs ior prcxectsoa from cuts, One reported his com pany t enthusiastic about the value at such proseetton. after (caching the men how to make their own patches and reducing their injuries trom 22 to three in a given period. lS JOINT SESSION WITH WOOD PRODUCTS SECTION REPORT ON CHAIN SAWS 3? JOHN RUSSO _ Chief Engineer, Lombard Governor Corp- AihUad. Mau.: Chairman. Safety Committee, Power Saw Minuiacrurer t Asm. i would like m "tvr ) !* Mcicrr-un-l on he Power >iw Mini" jrtnrert s xoirjatton This ivsacuoon was ^rganued xmi uvrorponied in the State ot Utnnn m It|v l^S# and is now comprised ot eight enmoani** in the Costed States and mur Canadian suaiidiart**, representing the maionti of pro ducers of power saws u*ed tn the mda`tr\ both in Canada and the United States In firdcr to qualil' as * memoer the enmpwnv must manufacture chain um The principal activities ot the orjimiatxvi Have been concerned with vaietv ,nil *ec. meal matters Important progress has feto made tn both r<f ihe<e arms The Power Saw Manufacturers Association is organized with a Board of Directors and the follow ng comminees statistical mempersnip. pub licity technical planning, safety The Technical Planning Committee *li* published the first part ot its Techmcnl Manual covering inch subjects a standards tot measurement of guide nar rapacits, plunge bow rapacity and all-purpose bow i a$writ> U i> hoped that the entire in dustry will uk these tandards so that a rust'-mer purchasing a chain uw of 1 partuular advertised capacity from any com- j-wtiv will know what he 1* uiving itnj nut l>e tni`led u to it* rapwcti* 1 <>er ;(rr ui-n* -ehtr items #wh ihe Techtcat Planning t immtttfe nmv "a* under advisement. One nr the most critical projects presently in process n the establishing of specihcatinn* no mufflers concerning noise level -park arresting, muifler surface emoerarurr, and e*naujr gas temperature. fhe Safety Committee Has published the "Seven Basic Rules tor Cham Saw Safety ` This was released tn die cariv parr of l%l It has appeared m vinous industry magannes and safety publications. In September of 1*562, we published the hr*t section ot s 'Safetv Manual" This atet' mama! has U|- jMft* t 1 cnrfal (unde to Training Methods - s aim K"Je. f'revennve Mamirmnef . Power Oiam S.iwt i S.ft Precaution* 1 he information m this manual it *irccted more to ihe supervisor than the operamr tn the Hmt parr we have emphasised > vrvous aspect* m training--haw to inm. i*pe f framing. croup '-e class ,i.s<u*<o r ueminar. on the job training, planning or 1 raining. who should train 'raining aid* mponanre of ufeev, and a wood cutting -i*iy pr-grom We lnow Hut (mining -txihoda in different sections of the country ire not the same due to varied cutting coa litions, However it i our opinion 'hat if the chain saw operator is well-trained, the -mi result will be more granfvtng TH* second part concerns vaieis rules Here, we point nut that the responsibility (nr safe operation of a power saw In the mode rests entirely with the operator Proper safety helmet, pant*, and shoes are im(mant We have ten specific safety its-'ructions to he followed tn the operation of 3 chain *aw Preventive maintenance of h.m saw* comprise the third part. BreakIniui time t hot time, ami mn*t of this - m l-e prevented bv proper mvinten.tnce of die saw l malfunctioning saw cniild le linterous and cause an accident to the 0per nor or Ins fellow' workmen. Preventive maintenance means periodic Inspection and correction prior to use in the woods. The last port considers fire precautions vnd it is divided into two section*, namely Hte prevention and fire fighting tools. There ire ti important basic tire prevention rules .vhich mutt be observe*; bv the operator to utstjre against toe* of valuable timber through fire. Every company ha* it* own regulations regarding the use of the power saw in the wood*, alto the avadabilit* and ,,*? of tvee fighting equipment. We found it quite a task, while compiling this manual. 10 cover conditions tn all areas 16 ,H> 'Will C-t.l* vl'llf Cl" I, must irdersinod dii we have general wherever it *,is not possible to enter mo detail more thoroughly Evenone know* -(< m -brterenl 'eri-ors ot the eguntev utting habits , jTi , thereinre thi* wav sawen firn convideration when the accumulated tn- lomution mt inalwed. The I'ovse-r Manui^ciurers K**e.cta- .ion ;aierv iTnmmiitee .v reeendv <tivi<te>l into two sub-corrrmtiee* 'o carrv' on >re iork 51 vtriMrtg the remaining o seetir^i. .if our satciv manual. Section II will i* rate Cutting Procedure* n the Wood* ' Thi* .ntormation will b< "or tli* ehtin aw operator U will contain sketches and -nsifijetions showing how to notch, fall 1 tree w.iat to iook tor when planning the all 01 the trnr, and proper method* tnr timbmg We will also Have instruction* and -ketches on how to make 'nicking cuts under different cwidmon* Again. ie must keep .n mind that cutting metnoils sar\ according to the section ot die country, therefore our information will Have 10 cover cottdiitons in general Section HI will be "Safety Maintenance t Chain Saw*, in this section, we will >>ive instructions, sketch**, picture*, and in- `ormwtion on the maintenance of chain saws wm a *afetv ,iewpoint- W* wdf trv to im- Mess upon the operator *ct mat ti 1 ''ke* good care of hi* chain <m w.ti l>e nsier for turn to cut. h* -v,n ett mnr* ycuduction and reduce the chant* m srcidem fbe saier a chain `aw nn oc made and .-*d m tne *.vcodv. the better me results will be. Accidents cause discomfort ro fhe MMraior. vome' -'ies to others, and surety an couse loss** n production. ``.hde aeuientt max not be lielibeoteiv pianned. mey dent iu*t happen tar f'ev ->re almost afwa>* caused bv cartfessnesrk*rvore concerned must take ever* pre lotion m preventing accident*, a <x*\ aicty record is maintained onlv through me ouservance and dadv practice ot sateiv 1-1110 and regulation*, proper 'roming >n ifir us* and proper maintenance oi cham saw* f1e operator if responsible in 'he ,ui he 'i'C Ins mw; However if he 11 not pmuer'x ""itnesj, he may find himself m tenous dithcuiu uue 10 ta*k of knowledge 01 t'fP<r -;umiig meihod* In some area*, `vueiv 'ute*m*nr* patrol cuifinff crews, observing chain saw operator* as thrv are cutting and advise them of wavs to improve or cor rect poor cutting technique*. These Super v i-ors ai*o inspect ihe * iwi, m>itipg tK it nerr*sarv repair* h* made e a sut>-si,vniar t aw heme* ailnwmc c'nlimied cutting SAWING WITH SAFETY By ROBERT R. ELLIOTT Safety Director. Weyerhaeuser Co-, Klamath Falls, Oft. Before dirn**tng die rule* and regula tion* tiut must be rdwervesJ to w null safety" lei u* cover wime nrm that will be important in the next ftiiv ye.tr* m the fight for intury-/ree operation*- First of aJh the earlv training of pros pective employee* should begin before ihev ire placed on the labor market, during the tormanve school year. Three years ago at the 'President'* Conference on Occupational Safety.- a Chicago safety director brought out this fact. 'If tve hire kid* out 01 the technical school* here, we have a lot ot' rouble training them to work safely. Thev c-trn the mechanics nt the mb* they warn, Uit they re dangerous to have around. So- .'r now, ai ieai--*ev* just quit lurmg terli <hoil gruduaie*.'' Suggestions Have been made on Hw* to combat (Hi* situation. There should be some ifgnutation to encourage safety as a part M the school curriculum. This organiration should have material on how k I tool* can prepare students to work safely tn mdustrv, vmj tut how industry can help sctioot* do it. It is cspeoatly important that schools in clude ample safety training m their shup xxirses in view of mdustO * dunging techtud>vgv. However, tea-lwr training school* -I*oul<i put more *trev< <-n taietv r>lo-'jiton n all grades. l? .Veil.idf efy 'other area lor impronem^nr would he I here are man' pinch, lamp. iti rutting i stress ort unvale practice* rather >han un- ..riices 10 tv watched when ihe blade is ,;e cwulitions j* in -he past Industn lent The kej hgure :n Sawing with Satr* .imuld lake u k.g look replacing the 'i'*-"C Worker Dm- 1. n-. re m.yoftanl than guarding <* present guards. A nmt am- <uk as well as hit physical condition snould he a consideration *n emptot merit and job jiatonent, no amount o( guarding w.il make m unsafe worker vate `"emmued emplov , --ihe taw operator--enters here. How are ** attitude and his physical condition * Has te oeen tnoroughl> instructed tn the safe .-rocedure* regarding fnj power saw, for ex- tfupie >f motor trouble 'tarts, he it ftsed nromptls of if rh we chain 1* dull. roek*l -r if it cuts too much, hast it changed im- ment m industry should be r'inringent on ms diatelv * the safe working habits and the correct men tal attitude ot the cmplove* Training on the 10b thxs help, but earl* Does he know and practice the correct orocedurc in escape paths, m looking for ii.tow makers, and loos* bark' U he rut safety training m gride and hrgh senoolt 1* ting correctly ' Is hts partner posted to help mil a must. Training on the job m our com. latch charactenstics at trees and to warn *any 1* "sutijmv making clear what 1* e*< him of impending danger' Is the cut clean peeted" At we applv it. training can be de 'no Dutchman'*}* How about cutting root fined as ihe etanhration and development ot 1 sd*' Thu cutting is very Ungfrous on dunking and putting that thinking to use. -teep ground--even on (airly leset ground My nrst contact with power saw operators usually comes several dais after they are nired durtnf our dissuasion of "sawing with salcii ' The following points are stressed. .t the correct practices are not used. What bout bucking on the down hill side of a 'g or bucked tugs roiling, when nit is eonsfilet*' Does he make unneeeasar-r Ruatian I do not care how jafcK >ou ren operate 'nupluig? Were the right persons told a power saw. [ do care and am vitally in about the Russian coupling and was coupling terested m how saiely tou d* operate the clearly marked* power uw *r am other equipment. J am fn bucking and falling the timber are also interested -n sour mental altitude to both hands on the saw- or <s he a "Look, ward sour job. your fellow worker*, and Mom, one hand" tspe' This is vers uti- ">* Company,* ^ ** practice and something should be done "haw with sai'etv ' begin* on our opera<ions wiih good maintenance. tor without a 'liable saw to operate. ? power saw operaiur 1* ui constant danger ot dual attention Hit hrst duty .t to safety bur with an un reliable saw He must think of how to keep the saw operating and also get out the pro* About it Here t$ a suggestion a switch on the hand bar so that the left hand must he 'mi the bar for the saw to operate, f* he -hding off logs instead of jumping? Doetie practice the correct method of aarr.nitc 'he -aw and of loading it mto the crew bus ' IWs tie know- the correct place and mcthcsl ductior Tims, a reliable saw is the basis of refueling a power saw 1 The place should ot mechanical safety So we provide the h* as clear as possible and the taw should necessary man power and shop facilities 10 tie cooled off for several minutes. Is the guarantee the reliability 01 the basic saw. tuel stored tn a safetv-type can? Our next concern is the saw chain itself. How- it hied' !j the filing correct for the type q< umber to be worked? Does the saw Here ire some of the safety rules prac ticed in the Pacific Northwest pertaining <n 'sawing with safety1* r chain chew or cut cleanly' Does it grab? 1 Faller - clothes, calks, hard hat and Docs it mn hot' Should the kerf be set stag pants las required bv the state Safety mere* Are the pin* loose? Is the saw filer <ns)>ecriiig the *i*w chain thoroughly * How does the man using the saw chain accept it? Are Ihe nw enains being changed after be ing rocked and m changing saw chains, are they placed on ihe blade correctly? 1$ the Code). T. Saw mechanically qkav--ready to op erate. i. Cheeking lean of tree, 4 Cleans out around tree, blade taken all the saw or is the blade FAtablishes escape route. oosened ami bent to accept me saw chain? Checks for widow makers, louse bark. If so 1* it .lone safely* ec ; partner as lookout. kft * >|* maiming before tree .-alts / Consults bullbuck 3 rougn situation 10 '-jnuiv off motor when moving from :ut 10 cut 11 >!irfe* off large logs rather than jump to lessen the danger ot injury hut State* rtfft Puff 'i"d Pot>t* .lectio* J '.necks first aid eiuirment :) Fire eetmgsmhrr if Suck irom up hdl side. Is ftetucimg in open, aoo* saw ib Dig* agamst tree trunk Check State Sateiv Code. 19 TEXTILE SECTION FALLS--A DEMONSTRATION By ROBERT H. TAYXOR Div. Service Mgr, Loss Prevention Dept. Liberty Mutual Insurance Co . Atlanta. Ca. Snlradu, lion U hat v<j are about to xl<cnnc will prohahlv itnund \<m. t mi will not believe that an adult f*uppo*dit mature) male wnuld ronduct hunsdf m ueh a lashien \ny wilt nrooablv 4ervj* that he would 'to amthsnr <o put a point i-crow* or make an impression. Mr. Tailor u an ft pert sjxi vfudent of tall*. You ax// heliene me Mr Tailor t *9--claims to be a h*hilv {* middle aged Sestmk wtthou* heard 1 hate tall* He hates tall*. '*nd we hope yewj alt wind up hating fall* afo, 0(*nmf `/d* <'<~herfc tHeteei 1-1 tepiadder. table. field uf \ntun lech bimmat and vcrtscaL) Prr*r*tten /ee /"//, < Portion kr or near table the pad*, land udi. ling, crutch, and ewer ) 'tftirm on Fall- ( \t finuh ot wtrockx* non). Taylor rands. ayt r "ft' a great privilege to tae wreb vm. 'One job that t arleome u dgbnag faJk." /Taylor move# at a good pone, around table from die right, rteanng the *Hde by about two feet. Proceeds to trip over own feet and land* sprawled about two feet /or. ward of and dareetly tn front of taUe.) f Hw< *-*, "Oh *" *tanld. and rim op to help, I*ut ufilv to divert attenDon from ftcor.) (Tavlor djijw un Sand Aids, slips arm through sling, removes crotch from wider rnver under table, wands, and hobbles a fra feet to the left- Meanwhile host leaves.) CotHMfnl Afier /*//. Vou see, t know that sou all know all there if to know about falls and that sou would listen well nnlv to someone you con sidered an expert, i am a fulls erprri. There ts this, also. Somebody who would gti to all that trouble and planrang to mk <i urlf-mhicteo mttirv (to the bodv he love*I pf'i/*Ms l-,,* -intrrr tr Lrep u <r*v* ^llin? ` \ - Mliat I 'Wit m~t *' *-p son frimi ` ailing, srwi people h*e t*dir* are <n ucti good working '''Her a* - right now t r turn. f F`<4d up rrutrb *nd lav un l* j During du* >ne di*ki"je 5 *- 'Herr is rvaetls wtut rm latnli need* and *<j need11 j * - e'-w? wi.b Mr* Id* \ser* wftj l are gv*r*g m*n pr*<durti*iii no hese (hidd y the mrdi tVAfcedl icrv vheeily Tkrrr wiH t semwJ prwe in over seer* l f'*e 4"* dekveev u*j sort <vt -kjuUe ukrv.) (Rimswe ftamd End. and position "Ibi* <m ~rLJr (nan mirmatKI t M tk pvmu. gne n--mB aod demurs. Hnawt on pnspti k t tag irHvneocs dem' 'esrtrmng htddmqc tbie bua rlmety to the trad*, kerpmg the twefc irrajtEbe. smsng the wrrf tag awaackn. omd tnovmg the fort to the W* u the fendhr is mnwd onto tfw table) PrubaMv there i w*metk*Rg abnut y ppwurri thav you fad aot *er. Take % <m>l iotat Do sen see anyiiMS mwoial^ Vo? Well. I gwews ID hare to thusr yon then. (t mama bode and nuuame ir>ait and tack (cam nabher pads.) Vuu didn't thak 1 was that fat, did you.* Voh a* or ill f phumet that fall. It w a fal with pMTpc.ua. Beeurve I knew I vaa going to faU. 1 ginned to avoid Imng hart, fleqiuing S knew f was gome to lll, t evnM do wermhnng abuA n ahead ..i time md look nrpa am t* bare an mjurv This is pevtsy hasie tfattfumf about aco. dents--kho*" t If t Uwt that on nhe vp the road { un going to be ton m tm (o meet a r&r cowung u at innty fane. >mt ksow that I wifl puJS nwo a sersve Ataoa and drink a Coke, wash nry hands, or Kimetfwng. 33 J. I ( I know lh*t 'his irT*4"C `V 'He (ve that'* fong to mke me wish l`d w-jlkl wxlk. 'wj {' I know f will t*H s I mnw* along climb a Udder f w^tl fke step* 'O anirl `*'e aendent to me *TonM you nut do the wme thing* Rut ITWI is 1 "ase long 4g<l ierirjnt 'Hat tails ft a 'j "wriimet th\na * Fall* io -ml Happen `r* oifcn and wHen the*1 do, he>- Happen m vnie^ie el*e--o f or per Haps *011 nont hase 10 worn or plan or `funk ahout it 'ery muck bera*e nils are * V iwrfimri tHimr/," *Hat Has nttte 'o do with me. 7`Kat until `He time on *tsrt `mtr tail Vil 01 a bidden there 1* deep and personal 1 ittKtnt ft's now tnre to plat Pair eourse- I I'm gmng to *k s.jit to mtrr the jirohlem with me to make a dear decision shat there n a problem that affects >ou, >su? -amits- \ur iriends, f would like to have 'ni decide that falls will hr a problem as long as Mr Gravity pulls me down and 1 .-wi down whenever *e give him a chance. Well talk about the psychology of falls 'r whatv m the head about falls. I don't know what that means but it sounded pretty impressive .1 Well talk about the physic* of fails, f plan tn make physicists of you. Don't go! Vou 11 really eniov this section. t. What can yuu and l do about falls? We'll talk about that a tittle bit, S, ! premise to shut up after five more `ententes on lifting. This first 11m here tells me that about .H1CQ0 people die even tear in the United 'tales from falling. \nd there are 40.000 nitomobtle deaths. Tltat'* the N& i problem. Hut lodav we are more concerned with falls than we are Sect or automobile veMema Vnd down here under dent 2 we hint "tit wiw's affected by tall* and we hnd that t> age group. *on nr daughter during ilie age 0 to t$. only 6j0 dcaiit* thi* war. Betw-ewi the ages 14 to 44 there will be 1500 falls deaths this year This could possibly include yr*u and me, Now in the age group Is to 74, we find 6700 wlio won't he here Over 74 we find 11,700 people. These are urandmu and grandpa* to whom falls are a very, verr serious thing because their bodies *rt not flexible enough ! tand itwhV'ii *Hork ol a lail M>, you urn mar heir exupemme powers are perhapv >" t a* 'rong a* ^nur* and mmr L'ndcr ttrm i e * *M 'ii* ^bere1' Well, 12,000 of these accident* ihat cause death hv tjIU happen >n me home md k> ner eit tims* happen me 'Merh ui ihe peoronm Eight ihouumd nt nr people die at work rich `car >* m *all t `oder net 4 we might a`k '? mievtir.n, 'Do >'s nde escalators l *cu do `nt) rr 'ibteri to fall* 1 iut so happen* 'H.it r "asc an engineer in our t^nuttville ort*rr dr \`ance. whn vaved ihrcc women from altin* nackwirds down an mralator hemne he rrmcd to move when 'hcv fell mt `,[irt '*> it ou'rc going tn hr 00 an rvaUtof >lwa*v make ure 'itaf Mr ',`inre iv hrlund '"11 Hr i* 6'4" and weigh* jhout 2CO prhind* <nd on keep *rwi ifom lylhng down the < -cwfatfee !,`n*lcr 5 we akeJ 'he 'juftion "IVi uo walk up and down mrs!' If do >ot'c -uhjeet to fait*. I.'nder 6, "Do ?o have scalier mg. n nir home falls again. 7 If grandma or grandpa lue with uni, perhaps you should tv particular ittcmi>" >n what * on the * or or (hev can end up there. k fk vnu know Kathleen nr Oi*rle*, nr Viola, or Homer, or Alice, nr AOeen1 'H nf these good people are a part of vour orsanitation and they all broke something fv tailing, (ce and snow helped: oil Si water on the floor helped; a hand tool helped; and a steptadder helped. Next year, now, I'm ur* %ht w wont be vaying the name* Kathleen. Charles, V'iola, Homer, Alter, or Ailetn. Are we going to be using your name here? Let's decide not, 9 \re ou aware of the fact that acddents in lunchrooms happen four time* viitener tln those which liaj*pen in terl nulls? Thu wag an astonishing thing t<* me and I'm not *ure that f still believe it. IQ, How about you? How many out there (and I want you to hold vour nand* up) have fallen today' Let's *ee, that's 5. 'sow, how many fell within the last six months * Mmmmm, let'* sec the hands now. That's 23- N'ow, how trutiv had friends Mil m the last Stx months. Hold your hands ,.p -top* '"if nv' Vou `"ran mere are m children in %<vur Home. looks 10 me J.ke f h* emir* rirf * headed lor r*t<nciion >,h titar* *>*u*r 'ww *e havr abou. b0 Let * add th*e up. and vc ve got man* fn>oii( hv f.*lls are a problem Have you noticed that we hive run bet tilUne about death* and *av abaolutelv neith- . -ibniil th*e <ht *re lust injured and r<a`*r alter a tall '["hit firore an ftiurmuu* one runt to the many thou- sanelt. would vou agree that there i* a prob lem and that it concerns itself with tall** faff r'ittr \,nir plant ha* had fail accident!. They i or `i,>pi>ntl to river* tiiUnratort. urrub'erv maintenance people, and the office peo ple The*' vc involved ladder*, the floor itself mi objects on tl*e floor. if >wi were sainr to talk t thit eru|i si-at i>ad fallen ahnut "Kali*'* inn mold *trt with i j'.ilt a* l did Thi* w*tld require practice * ih.it Mm wight crane through vafei*. 'Slvat C*e rr.uiti mu tell 4 croup about Sal!** Well vou might teil them something bout a fall xou've Hid. or * fill vw know about. Her* are quite a bunch of new* dip ping* 'hat have to do with farts. Fail* ir* new a Her* i* one that happened in Atlama--<srpemer falls off 14-story building. I fere * one rfvat Happened out m San Frann*co iut April U ol tht* vear when i boy urvw*d a tail ol? a 300 foot cliff. Here* another one where a man intend ing to leave thi* world jumped out of his Hotel mem and landed in a *now bank. In response to much urging by my wife to paint the dormer window*. [ took a ladder and leaned it up on the root it about 4$*. I then got my paint bucket with a piece of wire under >hc bail (O hook on a rang up on the roof so the paint wouldn't fall down, sot my brush and a cloth spread on the roof v. I wouldn't get paint art over the root nd then proceeded to take me and ail those thing* up to the painting position Vo wooer aid t get there next to the Ir.rnier and painting away then a yellow Mcket nn living arrow. Well, for some reason m im pan fife { oeveioped eun tdrnblc tear ol Ming stung by these crea ture*, vo. without a thought but the de iimg that it was better to tall down * adder than to be stung bv a vrllow itcWel, I ,eft *he area very hurriedly. J went one wav down m* ladder, 'He paint went the - thrr and the *eilow racket disappeared Fonunatelv, no one waj hurt and the whole ness ended up with u* having rhe oniv vluie gardenia bush in the city of Norlclfc But a* you look at this litle tale vou will m h*t the wrong use of fear can cause oil to fall a* tt almost did me m ihi* par ticular cue Fear--that'* an interesting ubiect If vou now ft* bare ihrough vour carlv cttiidhood when >u were Warning to walk and count up the number of times that vou tell, then *0d in thi* the time* that vour parents in loving correction veiled at vo to ge* down tmrrt wwneplace: that vou would fall, and add to it alo the number of time* vma rlimhed free* and climbed through house* under construction and had no tenous end result* from a fart, you will And that this i-nmr* to rather a large number. In fact, <ow were probably convinced m w<ur own mind through art of this exposure to fall* and then not falling, that falls are something that do not happen to you. They Happen to somebody else Vow you'll notice the kev word I used a* f started^ f used the word, "exposur*.* Well, posuhlv there is a hunk of words we an u* and these words are "Anesthesia by E* jvoiure." Vow this is a wonderful group of words, it not only fits falls, our subject now. but it fit* a lot of other places, too. For ex ample, applied to driving your ar. Uwally vou can make driving mistakes and get away with them many, many times. And finally you get to believe by exposure you become anestheriied and believe that it can't happen to vou. So tltese are words we an examine: 'Anesthesia by Exposure." ft thi* something that is in row with regards to falls f In other wards, we have net developed the right land of "fear" about fait*. Fear occurs at the wrung time. We don't start to fear a fall until we actually get right past the point of losing our hnlrnce and we find ourseires failing. 'S, perhaps we hare to have what could be called sensible fear that preserves us Tcrhir /wduii'i. i . vnerir n>rf* iv .nance of filling Let'* ring tin* mr mio piav a tmie bit tooncr "an iyt a* die fail happem to vou. So i ...xiiij crronitrcryj, U*v* heatblv far for tails. fltp over rhe t*m* <wn that w'r* alktng about (hit na* `Anesthesia bv ExfKHure'1 ,*i on* '.<Je and look at the other ...ie Here n *'*. Habit Trap Well, what n il<* wi.rt-1 i* -want bv rhar ` tlnv .ell* me iht 5 r*n get u*<d mi ilotng -.mrihing ore wa* and continue >oing it in *hc *am wav even though it can "un me until nruily l g hurt icing it. ,et mr i>lu*rrate thi* nv relling imi almtit the 'Habit Trap." `Her m Ku-ia. vjme <cicmist got to i>r--ing inuiil with a deg. He gave lum n clrrtnral `hork and rang a bell jr the imr smvr .r nunv. minv nmn \i#ll, tin* log iltdn t vrrv much like Un* elecinrul lK<k wn.j he tienpoi ever* tune ft Happcncti in Him Knaltv. alter about J -ji JOG tune* On* uriermst juit ring an>i <iidn t use (He electncai shock and the dog jumped in the <ame wav He had acquired a Habit In another situation, a w-trrm*< put a lot ,> little fishes sn in aquarium and a hungry trout in with the little tithe* And. as i* the wav with hungrv irour. n started gob bling up the little fishes. Then the scientist gets i|i* Hies, '-Wtl, I'll pm a piece of clear glass in between me mile fishes and the trout and then -ee wu.it II happen.' `Aell, that'* wlat he l"f and the trout went to grab on* o the iule h*h, he an imack Headlong into ti e glas* and got hun Well liter about 25 or 10 times of doing this, the trout finally found out that He couldn't eat the little ftsli without feting Kurt. So what (appens (hen--thev t.iue the glass out and the trout pays absolutely no stenticn to the little fish because the trout fouad it gave him pain whenever he tned to eat one bi them. .Again, habit machine at work. Now we've got a good maintenance man who's been working around the mill for the last 10 or 15 \cars and He always sets up a stepladder or am ladder m the same way. Then he proceeds to Iran far out to one side to ether note a valve or take an extra swipe with a dust mg or make a Humidifier adiustmenL He now has the reaching habit Which urn* will he reach to far ? This is the habit trip at work again. Vou lave vour work po*....n ,i. , -.urr. each nme vou do a certain -i<*Taiiru mil sou build up a habtt of turning, :ut-i>ng, and moving fast to do what it needed at the particular tune. This can get to be a habit inia is a Habit which will cause vou to slip tnd fall. That'* the habit trap. On vou have some of these HaUi* * E have a Htle formula here that *av* mat it I know the di-tanee ,ind t know bow Hard gravttv pulls on vnu, nr m wher word*. vHat me gravity grab t*. t r-w tell how ta*t vtxitl hit bottom. A min who w-j* an eepenriKed eimrvrtan >n a plant climbed up or me tv trbnei ^r* ice ira over a senes of looms, to rat one *kJ* ol in electncai circuit tree so that they oukl repair the machines down on the door The nest morning tim vame electnoan eturned to that *ame work position 16 fees up oft the floor pulled out H's pliers nis urimg jiiier*, and proceeded to cut into the tmt aij volt tine that ran t!* mi ot the machines up the other end m fhe aile. This current knocked him oii the *ervice fallen- and ne fell 16 feet ending up with int back hung over one of 'h* plant ve il Kies This man was iuckv He to*t rr> da>* t'rn work. It took him ec.iclv one second in tall lb feet, *> laborer was working on the tenth floor it a building, wnich .ibcait HJO (eet oil ihe ground, and as h* pulled a piece of HmiMr along the floor, lie proceeded to hack mA the edge of the biatding .nd fell 100 feet. Hair long do sou guess ( took him to tall from the tmtli flour down hi the groundi Well, it took him exactly and one-lulf seconds. When t was a paratrooper, the parachute they issued to me did not open and I found myself one mile up m the skv* and falling. How long did it take me io get back to change my parachute? Eighteen and one-fifth econds1 So you can <ee that farts happen pretty fast. Now. to illustrate the point ot fear, tins tenseness before you Hu bottom. 1 want you to watch what happens when ( pick up this .Hair with tht* tnng. If I pick up the ;hair. cwmIv. dun tv, 1 d<> not break the string. J  VOj 'I'Vftv L. tuirrtt 8ut ii I am afraid and >enve and 1 jerk (he string which would be about the same thing that would happen to your body tf you tout it up and then tut the ffound. The string will break even* hme. Perhaps there ta something m this utuanon we should examine a little more closely. Go back again to the davs at >our childhood and you II find that usually wu did not get ntsrt because wu were relaxed when >ou Hit bottom or ?i roiled with tl>e tall and ,ou were usually not tense So, the lesson here >t iou find your self (alimg. toll iih 'he fait 'all re laxed and try to use >0 the force vlowiv rather than all at one time Vow were going to move mo Physic*, f*rt 2 and talk about Mr, Gravitv. Here on* see Melvin, i picked ih* n.ime Melvin, out for anv food reason nr m annov anv -Mehta*, but here i Melvin tt.v/xhng Quietly at rest. He * ns no trouble, hes pushing town at Uii pavind- and something it jxasniri| ttp at him i&i pound* an*} he t* com pletely at rest He's happs He has no problems and probably will not get into trouble utiles* something changes mrlrt/i hit head. He gets an idea, see. The last whistle is blown and we get up to go home. AH of a sudden we're in a humble hurry to get somewhere else ihan where we are at this time, im this idea that some* to mind is, "Go, man. ga ' "Get it Quick, go home Quick, or somebody will beat you home." Now tins hurry to get home ts lust so we can sit down and look at tele . ision or look at the newspaper or some.i.ing; tiieres no reallv good reason (or it. ikiw we have a picture of Melvin m a hurry and he s doing at) right except (or ihit liule thing "X" down under hi* left foot- Do you know what that J,X~ is* Welt that's a drop of oil that somebody dropped there or it * some water on the floor, or it's some wax on the floor, or it's some waste on the floor. Anyway, Melvin now decides he'd like to top this headlong flight He forgot his lunch pail, he left ms taut coat and/or umbrella and it's raining, and his wife will kill him f he doesn't bring it home, or a door open* is he's gotng downs the corridor. So Melvin wants to stop, dut let's go sack to this "X" again. Melvin expect* to develop con siderable friction between In* Intel and the floor ngbt '~rre but Meivtn iy V'mpirr*iv undone nre * no iriction vr>d vfcivin iv a > reels moving bedv now cmng on He now na* ventured the anuiv 'n d" work with *m bndv oecansc it ha* weight d he's going with sum* *eloein G Melvm. moving *k>ng, mt* a piano weighing 400 pounds with his bodv and moves <t a toot, drlvtn has done 400 fool pounds i*i w*/sftrrause she oiano <?>>* Wl) Pounds, ne moved u one toot ana * wi just miltiplv one time* 'hr other and ane itntm 00 is *00 >oat rounds. This <* t mr*urr -I work. (f Melvin hits a boil or something suck ing out oi the wall with his head--<0 well pound* will finish him. An the oiher ha/vl u Melvin tust hits the wait with no Mud -- -!00 inch pounds wilt fimMt turn nt? We have also found out that 4di inch pounds are working on a U-ng bone like a bone in vour leg or in vour arm, tins bone will probably break. Here* our good mend falling thrugh a livunce oi about his height, i or 1" wd wouldn't \ou oe interested m knowing ju*t about now many foot pounds of work a fail ing body can do as it hits the floor? Well (tits is a prettv raw figure io get. 4)1 <ou have to do is cake the height, about > and a half feet times a certain weight vod let's say that's 100 pound* the body weigns and jou come up *uh a figure oi Ixiut 6/0 mdi pound*. A HI, if vou com <*re this figure with (lie figure* we found jL-w.e. - j wilt see that there could be venous consequences ifom a fait. iu al ilrtnr !evH. v> vmir ie*l> m million ha* (he ability to do work. Who's (he work going to be done upon? Certainly not the floor oe the wail. It will pruiwbfy W done on >our t>wn body i-a before > a>u start quickly and hum* to get some place, think that a slightly slower trip -usd a less udden start can let `on finish getting the Ivasch pail or your umbrella or your ram coat safely each time. While were on this subject oi work, i would like to tell you something about tlte autonsobtk m the same way. Mr. Einstein said energy is equal to the mas tunes sesr.e em*iat related to velocity of the mask Take your nr and get it running up to JO mpli and vour nr lus the ability to du 24 "irk, How miKfi work* Well, *t irnaunts tu shout jy>unds oi work, `c.w alt oi 4 vjjriflen vou o*n understand lwrw *it the ^ixmagt happen* when one car meets another car nr nett a mr mens a tree. `-'jw, put 'txir v* or daughter in >h* ear and say the*- weigh TO pounds and our car y still going 30 mph along the "Mad and n luddertit .tops What happen* Mr ihis /> or daugnter who wa*. Before this. rtiJmg along so comfortably * The car rut stopped because it s hit some.hint, but vour ves or daughter keeps right -n gouig kkc a projeeiite at JO mph far. wsrri. $mec du* efukf weighs 79 nr W |v>und*, the amount of work (hat vour child's 'odi ran do will he 5,410 inch pound-* watt. I- ihi- enough *n .urtugf "ie fluid* I here i* no quesuon of this! Mad >ou considered -eat hell* for uwtr itnnlv' This would keep vour rhiM-pn./ecttle from suddenlv being thrown torwanf m the event of an accident. If vou have ccewdeted vest belt*, and fleeted thorn, run through it n* more time and see if )ou want to make ine amc flees *ion? I think the best thing that sums up iht* i IU Mtuauon it to form a good habvt. This lv*Ut ic the oJung of time to make good flefttiorH where fall* can happen to vou. 1 A great deal of our trouble in falls v-me from things which are rm the floor. This could well t>* water, ml. or mv "ireigo matter which would mirrterc wiih -nr inctsofi l*tueen (lie foot unit the floor Vow know, things on the floor are trtMmattly connected with fall* and during mv searching I have accumulated quite a few things from floors - - some of these came from cottcrt mills, machine shops, ai] sorts of place*. [ have here tools. Incidentally, finding things on the floor ts a good way to build up a supply of tools. Perhaps vow as a maintenance superintendent will find a tool lying on the floor and remove it until -.metunc later when vou give it back since it represents a Hazard to people walking liv and a toh hemg done bv* vour mechanic T)-mg* art (he floor have tnmething to cfn wiih walkuig. S<>mc of vrmr people have < <mi liitw-uhv when tlev i>'tnd ire or wm* m ii'r g'-'-nii't -> i/'iui-j r 'on i vnt **v 'irpenfl ns* rririKis .int"r inot ' -if wjiWmc and tn rail' It : rrc going to irwrrvbe a wa <( walking "ut would aluavi handle anv Mnutiun <n `ooneriiQn wiih the floor, a shpbcrv floor, -u might call >t a balanced walk. vVell. wttat is a balanced walk1 If I had a plumb bob and t mil happen to nave one n mv pocket, f could demonstrate witu i hi a 'he idea that as mv own bodv we>ght < `.ar'ifd forward *tep bv step. I move it trom oot *n foot <i> (hat Uic weight m ihr revdv t* moMtv directed down inirad oi ioriard like this. Now i am attempting to w*lk to show dial mv hodv weignt with racit step I *ake rioe* ftgnt down through the bail ot mv >'>o< and (he action the plumb bob av it vwuigv itavv prettv mucli an 4tid down an>i t ir> to keep it ir.n moving i^rward jmi t>wkward as muvlt a- iv.t.iblr Tin, rrH- ve m Gits particular imanon ihat S am not depending upon inrtten le'wrm mv foot and (he floor bu> I am * viking <u a halancrd wav that will get me where Tm 4oing us i much betier ihape. N balanced walk i eMemial when 'lx foot with the weight aver it come* di rectly down on top of ter or `now. instead of pushing into it expecting to find frtetmn to iietp maintain footing. a* s vault do (hi* m vrwsr walking, sou will not fall. The second item here <* 'E>eball use.1 V.ll, this penams to looking around he- i-.re I move to vee what is there Otherwi-e it i very possible to tnp over a eaae oi qtls or (>ail nr other item thu< Ims been left in the way. H 1 n*e my evebaDs to search the area once quickiv. ihen I know wltat's there to trip me This avoids also (he Midden stars* (hat ,to immediate need for `omethinf uiwll> mean*. Ml of us go up and down vtairs. fn kkrc ways we use our feet (ike radar ort oi sens ing where the nose ot tlte (read ts as we go down. Let's position ourselves menullv at (He (op of a set of stairs. Our right cunt it right on the top step and our lett toot is moving forward and down to come lo die Mfvnod step down kW have gotten w lertisiometl to coming down vi.virs tiui wc twt hanger luve tn think about the different ii THivunr amen* h*i po m>n talking town -mt*. If I'm s<xni! !> Ui oat-ceueuIlN each time without aiding up ui a heap at the bottom oi (He tuuri, I'm going to do > crtaio thiagi 'll I'm gcang to bold the hand rail. \2) I'm not going to ruve an arm toil of groceries, with a child in the other hand. ;J) I'm going to P down planting each toot tolidly on carte step. I'm not going to depend upon my sense of radar by fectmg i of the step ai i go down and/or up be* -ante that step might be one-quarter of an inch thac-ter, deeper, or different than the last one and I could lose m> balance ter? caul? with jast this slight change as each tep goes down tram each step. Neat time sou come to a set of step*, stop ,t ihe top and actually think through what you are doing with your body as you move down step by step. ".Hat do ae do about bdden? LVeli, if <uu hate a job that needs a ladder to get you up where (lie job a, there ts same preliminary thinking that you mete go through. Thu thinking it all contained m the question, `'Will ! still be here when <he 106 u through?'' So we stop and always think a little bit about, 'Will I fall*" and "Haw should I set mv Udder*" "Ho I need a helper?" "what will actually rake place when { am on tup of his ladder?" Thu u pre-ptamung to stay alive, If 1 were asked, "Wlvai's die most im> jwrtant thing a lupervisoe can do for his [.peopleI would uy "It's to be a student hi* people to see which ones need his help to avoid falling." `Which of mv people have developed some bad habits that I should interfere with ?" f uuperwww who ha* this basic feeling >hoot hi* rwople is demonstrating Uts lose lor ins tellow man and 1 believe it is hts responaibtliry to interetcre in the best way that he or the can. Di course >ou have to do it ut ume and ,ou have to psdt the nght words so that sour idea >* accepted earner than resented. int there a lot of stuff to this falls l.uuteas * lm*t there a tot of things that \-5ii can do about falls? Here are ws more things that could be done bv pcuple about falls m your plant tf virrseone will (nek up the bull and n*i with it, tou could have a display ui each plant % collected by the men, either on a table or hung up scene place, of stuff found on the floor which could ause fall* either w the homes or around the pteuic. Newt Hipptngt could be {A*tcd lev-ause ills are news. ti would be pOMtbie to give a talk in the meetings to all on falls. Fall* could be discussed in supervisory meetings. There could be a falls haaard search in each plant conducted by a ovramitiee ap pointed for tuch purport. You could create an ants-tails week througnout tour plants with appropriate aeuvities. You could pre-plan for falls. Tins rath! particularly apply io maintenance and ti* ttM of scaffolding and/or ladder* to pewit, waih windows, to oil, for piping or valve work, or replacing bulb*. Thu could be called "Taking the Fall out of the Opera tun Before the Operation Started." There cnukl be rontest for enpfo'c*-on things (hey had done in their home to prevail falls. ?6 FALLOUT SHELTERS By G, H. BUTTLER, JR. Riant Project Engineer. Johnson & Johnson, New Brunswick. N. J. This i. i oroad subject and *e propose to -oier pfimanlv tk dome raltout nlt*r sitgm<n Pint itowcifr >t u review some or the background on radiation Tadav's votirees -t ndunon from wartime bombs tar evred annhing ued m World War (I and coere*pondtnglv rich bomb can eover a much Treater area Rffernne ry <he map of the L'mted State* * have plotted rings showing a 2.5-mtle M kf.mile circle it mmv maior industrial renters in the t.' 5 V. W> ii*o have shown h* tremmdou* tmcmirviftni ot people and mdu-tn tmm W achtnTtnn o Boston and * round Chicago. Seventeen and one half pet f'etw of the U S population *nd 22 per cent of all mdu.itnal production is estimated to !e tn th area A 10 Megaton bomb dropped over Washington w ith a mutherlv wind could reach New York and N'il with the ef fects di the fallout, "Similarly % bomb over St. Louk could contaminate the Chicago area (with a southerly wind). Guru published by the Department ot Defense <how about 150 major industrial arras and the effects of radiation fallout one *xir after detonation and iwentv-four hours liter detonation. The one Hour chart iliowt little danger except no** to the point of sxpfosKn; however, when the twenty-four hour chart it referred to, one can ** that cry little of ihe country would escape the linger of fallout We are considering taflout shelters, theretore Our shelter is oniv useful beyond the three to hie mil* ranee from ground zero, depending on sue of detonation. Remember Hiroshima was hit by a bomb with 20 Kilo ons equivalent of TNT, while today s weapons could be 20 lo JO to 100 Megatons TNT equivalent. I- Uam4@r i-faxnftW (comparatively), h. Heavy: 1-8 mile* 3 Severe: 2-12 miles C. Light: 4-20 miles D Slight: 6-JO miles Radiation fallout contain* Vpha. Seta Gamma Kays, ncutrccis with light and heat *1V off PrMfCM-m 0-'ered bv material* to f'udi.iltnn enn he -inivn hi mernng to the able* below Radunan Cove Rate 'Mtstd* at Shin* ivl ft/Kr Radiation Oo* Bate Inside Shield it RfKr 6 R/Hr i nmr 3 R/Wr f OccrMU in acUrtty at fii'-in Time after Otonaueii i Mr 1, Mut * Km AAbbeouutt 110MHHr*r* Po* a too R/Hr irtRy'Kr ? 1t nRr/Xttrr. .V^givaw* relation af 4*cru. Dow* Rate 100 R-Tfr 3 R/r 4 3 R.'Rr in nmr WOO R/Hr. SnpR'Hr id R/Hr. i R/Kr t* time by ft--Aopfo*invtr actual (eilout ties 39 H(ton be mb The** fljurre ter decay, diltaaee ihictdlng .v4 u* la ane conclusion--muatre orotccrton needed. About 1000 to 1 radiation protection sr an attenuation by shielding Crcdwetleni et I'looe at the autsld* raivi 4. Effects oi radiation in the human body e body) Effect *t*robablc! Vo obvious etf*t. p'.'iel blood ehang**-- No aerleu* injury Stood call ctiaages Some injury--No disability, Injury--Possible disability --Recovery likely, tnlury and Usability cer tain -- Possibility fetal-- tome ratal to SO per cent, e Fatal. If VttU.'rr \ Fill out -liclter* ire ucml enn ee, bcvnnd the area of heavy damage, that i* at least 12 to IS miles from ground zero if the aclual bomb detonation. Fallout shel ters fail into two basie tvpes: |. 1`nderground--which may withstand ilanit 10 to 14 pounds per square inch f>rt*iure. These r of two tvpes: a. Basencnt for within an existing strue lure). V I'*'* < l.'iuJrrgTOund away from building* fhul may be cortnefttd by mean* ot a tunnel or ircs passage) i \bovc Ground--which <n> withstand * to * pounds pec ujuare irwh pressure, oepcndmg on comimetton, cover, etc i, Each type hm certain basic advan tages aAd disadvantage* 4ilwiU*9* DUedrwntepex t <* U*K expewatu 0*m e stating etmieturw. volts, floor. Could too a nr* trap. existing valla, structure enilwpns Hoom is w partial tJiletW CUtUting utilities-- voter, |ia electne --can ha used. Con oe mod* a tutful part *f not!**-- g-tsm root*, shop, etc, I tot Bmirely seporote tnseturm Possibility of wster >-r gas teak Reducri open area of Paerment Mare rewdlty sub* Jc-et to Hooding. SaUrelr uadergreunn RoaocBoblr rood oust protection, Better protection roc net storm. I, Creel lent in areas of High water tsvfeie. Mo escoi-iVtion* Can bo adjacent to Losr idrantares of vmttng utilities, Exearatton oecssearr Seeds eonstsnt ntunlrnajiew Lower no blast rsilitaue Harder to provide ideeuatc shielding f.`*a fee uaed as game rvom, ttt, U M-nertal* available cunvtruciujti: Cuncretc. concrete or cinder bitch. day tile products, wood (timberI, steel and eonereie culverts adapted tor use, asbestos sheets. Emergency makeshift *Jielters can be made in using such items as a workbench, door JtieWed wiih anything heavy vandbngs, etcStandard make*, such as 'Wonder." '`Fallout Survival Plan." "Kelsey Kayes." " Armco;'' are only a few of those available. C. Basic N'ceds: ) Sian, etc: (a) Minimum needs 10 square feet per person, or 75 cubic feet of space. lb) A shelter should have more than JSf one exit and should be provide-! with a means of locking or bolt ing doors. tel A window an be provided using he special leaded giasa block now available 2, Air--Approximately 3 mbic feet Per person per minute. \ ivand op* crated blower or tan delivering >0 to cable feet in through a filter would be vdequate. Three inch pipe min and eviiaust--with valves to shut off Ox* gen supply should be available to supply needs (or about 48 Hours at rate of 92 rubtc tees per person per minute. This would have to be m steel cvlinder* with neevuarv reducing valve*. etc., and would only be needed for the duration of a fire storm J Water -- Need supplies for about 3 ,*rrkv A good supply of water might be waitable from the He* water tanlc Othertve for in addition), bottled or canned water sitould be provided. About 12 to 14 "aliens per person per wk is minimum mr everything. Best in five gallon or larger scaled containers. t `'unitary facilitiea -- Regular sewers <tia> he destroyed, so chemical twiett and/ nr right fitting covered petit should he provided along with necessary chemicals, rafter supplies. j Garbage--Provide tight fitting pails, hug liner*, chemicals, for garbage. Here as well as Hem above, two containers-- .aw wet and one dry wtndd be available. h Lighting-- L'se existing if possible. Provide minimum lighting at least. Auto Slattery with two parking light bulb* will {ht light tor about 24 days. Flashlight*, lanterns are good. Avoid kerosene, gaso line or LP lights, as they us* oxygen. A vmall auxiliary generator could be set up in attached outside sheltered area--remote control--to provide lights for limited peri od* and battery charging. 7. Heat--Probably not necessary--mini mum temperature ueoally 3b* and body heat and moisture win knep ptecs warm *od probably damp, tf gaterater available, provide small heater to help dry out place (dehumidifier). 3, Sleeping facilities -- Bonks or cots Hicwld be provided with several blankets (or each person. hit > ( : m ,} t, lathing-- 1A arm but tust iot nravy '"Hung, cominriablr. =varm, dry footc*r essential H IwJ-Mmi x'parsituti >erv>ng -- survival ration* ^canned -- dehydrated) vhuuld be on hand for minimum require- merits. Other food m cans and irs on l*nd--juices. fruit* beverage*, vegetables. '*-** good. Pot*, pans, eating utenwls, in and bottle openers uov* or '-x plate fwith generator' Small ret'ng- rmtor tr generator is provided. Matches. 11 Bine emergency equipmmt -- Port able radio (baiter* powered preferred) with antenna; hint \d Kit--Supplies; hire Extinguisher; Radiation mete;; Ex* <ri bnrrene* lor radio. rtashtigtiu, etc.. Tools--such a* vie ax. crowbar, jack, vhovel, hammer pliers, wrenches, rails and crews, rope, fan i*ibers, handJesj Gaso line lor generator tin shed, but buned in -v'md); kadauon suit (or raiseost. bat. si'nes. boot.- io cumpleteiy cover). 12 (ttcmim Bumral--loobt, games, cards, writing maienaiv. toy% tor ehUdran. 13 Referwwe eatenaJs--OCOM pam< phlets--Fire. First ,AkL SutttatMsn, hood, rte.. Home M edioj Manual--Other help'ul material-- von are on your own' MI. PrtfioratuM V. Make a compJeie !tt o jobs to be .%* hrf'jrr entering -belter' v.-y mav have ei, e minutes io an Hour `>r more acter alarm 1 lose windows, door* pul! curtains draprshut <sfl mam `live io Ho* witer *ank ( water i di'vit oil mam gas vatic Shut utf cteetne taiier >o Weep shelter hgiiimg cn). Move Kiv I reah food to jheiter. 8 Make tnai runs--Pv>-cSoiof>cal prrp.ration is nccessarv. Stay m ihelier overnight--weeken*!. Find out *ugi* tn id.anew, IV Addti Thoughts. k yfter 48 to 72 Sours, usually utc to ;a outside tor five to >en minutes, if rav crcd. Change to mtpeet dispose of garbage, vaniiarv waste bv digging hole in ground and drying. This is a brief sketching outline of home 'aliout shelter*. The Department ot Detoue Office or Civil Lktense Ha* a Hnle booklet. <tfei there are hundreds or thousands of oth er* A li*t ni v rew useful lnkie* i given tattow OCDM Bdoktrti .'4^ (^--family rollout Shelters. UP IS--Oey Uaaoarr PntMitr r4Uut Skelter UP 31--fbnUy Pwlieut Shelters *t Wni H-i--Cmergeney SMoitatlon --Vuclesr Weaoens--Phenem-nerts ead Chtrsetsmtics- H-4-- Fallout Protection ' What to kwv and de ahuut Nuclear attack Americas Iras * Steel laetltute trl Shelter* for Fallout Prot-rrlr-n SAFETY IS TOF MANAGEMENT'S CONCERN By A. T. FUSONIE Director of Paraocatk CoUias A Atkman Corp.. Albemarle, N. C. Pnnr io lime I, lt2 the personnel disi* ion, through the eiiurt* of Mrs Ida Aver* md myself. Ivul urged the .3nous divitiona m our company to set up and follow good -afetv programs The re>uli* were passable l"Jt nothing to be prr.ud of. Finally we were ible to convince our top no/tagenent that omy (hrougn u$ active support could we achieve a sau>ractoo and uniform approach o the lafeiv problems in cur planu. Having received the go-ahcai Mrs kver*. w.th the hrtp of advt*cri front the Liberty Mutual ln<nnne* Company, prepared a satety* pro gram to be presented to our top management or approval. The plan was torwarued m New Vork, where our mam office i* ioewted, md was approveil. Now came the most important step. \\e felt it mint first be introduced and supported H. i member oi uur top management, flu* i aceomph*hed by a leiier trom our ex ecutive vice president of manufacturing, R M McCuIIougii, to all our general ami P>am manager*. For aa many yean u t can rwmrmfeer, * rtave been mfha.iismr safety pro- t&i* Ajlii'ruil 'l/.Uv crura at < fix* oe** < . ___ U> ntdi vary lull* lintUMBt IB the lift r rti ! v* hat* a moral oontauao io ..n|ir?r o<4t rweord. but we bti* a financial nee*** a11y to do ao to Improve jur mauraac* rata*. All too oCtOB. duo he prut af huainwm. sue uftty program ha* taken a back tut aad ctca In routine report* Iim not Mott handled la proper -wanner '.V* ta* iMnlsrt decided to Have a uniform ta/Hy program throughout ih* corpora* uoa wtta a uniform polity it all punt*. Thia program wilt b* o--srdmat*d through "t praonnel usd ra Aver* liu beta uelgn*d th* lots o< ro-ordmator Stic wiU. tMnlirt, vtau yuur plant on in* date eot Iona Mlow aianf *tui Ur WIm *f th* Uktnr Mutual mnurxae* Compear to prasedt a aew */<> program to roa. Every effort mu*t M mad* to itutail tHu program aa rapidly u poaaiOl* and it ta completely th* responsibility of ih* plant mo**(TTir ta ta it tfiat ta* pro* gram i* properly executed ta th* future Staff ptriaal will be available for any autatue* required and have Mea directed to make periodic report* to thle office aa SSI?tne program. I am certain that Ui* aeod for tht* procram te elf-evideat and expect the tultaat co-opcratiaa at cacti otaat from alt eoacenied in order >o pure a complete aa/ety record Hi director 01 personnel I now felt that ae were ta business. Mrs. Avert, during h* month of September, vtitied all our tm* pnrunt plants *tth a representative of the Liberty Mutual Insurance Company. With iImf atd of movies and explanation the plan was introduced and atihusmstically received. Die plan has been prepared m a spec11! Hccicknt Prevention Manual. I shall quote certain parts of this program because it empfusiars the subject of this ralk. It is the policy of this company that ihe jil.mt managers he held dirmlv responsible tor maintaining a safe and orderly plant and l':.r live prevention of accidents within the plant Accident prevention is considered a function of management anti a contributing i artor m securing efficient production. In icvugniisun ol (he importance of accident (revmoon, the haste prevention program mil be applied throughout our entire organ* uattoa Die haste procedures ip this manual must be adhered to at all plants. Since safe* tv and efficient production go hand-in-hand, tiie methods used to obtain adequate control over accidmt occurrence should be the same as those used to maintain quality and ipummy in production. It is me puticy of ilia company (.mviilr vafr working conditions ior its em* iMuvres It .s the rcsponiibiiny ai each punt "Mtugcr to proviik adequate iatefuardt and ir**-tary warnings mo every ttnsate or ha*a^.ious mb or machine >n the ptam it is ':,e hr set responsibtlity ot each department 'iraij to carefully and fully instruct each of iv employees to report immediately all vi-dents, no matter how small, to his >miteHme supervisor it is tne direct respon-hilny ot each department head to s that ..l accidents are properh and promptly re -<''*({ and an investigation made and 'lowed up according to ihe insrrurnoft* cm .viv;e 12 ot ihis manual h is ihe responvibihty of the plan! manager to inform all level* of supervision '.it accident prevention is an essential part > iheir job. and they should keep m mmd hnt the ^aie way is ihe efficient way,' It .< Hie further responsibthtv n| management '<> 'awe a personal and acme interest in all aim work and 't ihurus* such mailer* with subordinate personnel m the rame manner as mailers pertaining to production. 1 N'ow --that's the policy. How then is it varned out? ffrapcmniu/ify of the Manager * Sujtemed Support ana Dirrcfton---Die i-t-inager must be sincerely interested us afety, express a willingness 10 cooperate :n atety activities and actively support and direct the program. Success in accident pee* -cniion requires coordinated, cooperative action, and (he manager must take the lead amt vet the pace Mere approval is not enough. W idiom maximum participation bv die manager, no accident prevention plan will ever fulfill its potentialities. What nut ilie manager do? I issue a statement establishing tlic policy of the trull on accident prevention, it should say that control of accidents is eon* udered of major interest by management, that results are expected, iliat the coopera tion of everyone is required and tlut prog ress will be periodically reviewed. Included may be details regarding the local setup arid functions of the accident prevention organisation of the delegation of authority and responsibility foe operation of the pro* gram to a specific person. This statement should reach all supervisors and employee*. L Delegate to a specific person the autiionty and responsibtlity for ihe effective m.ot die acodcnt prcvcn.iun pro ' ?y*oiKwllv u.imgusdi berwem Hie mpmi'ibiim tw tat th* tunnionmg of an > n dent preventtan program and <b> the 'c*ponsibUtv far control at aceidentx -'a i Dvr srvi n to W earned on by the -vanager who u ewade, cosmsei or consult wiifi u*l adrtw alt h*r members of super* . i-ion tb) The Krtvi the ultimate rcsponsi* few the crrnrol .{ accidents, belongs to 'w teia/imem he>J* and supervisors at a t*rt ut *heir rrsutar operating duties Heo- Icnts re*uii ire*n wrong metliods; wrong <<eth<| meffincTTl methods, and medioHs ire immedatetv txvder the control of *uper> iKf Thi diuuxnion is important in order Hat production supervisors will not be led to assume that control of accidents is not Hwir rrspnutbshty hut that of the person >n `harge ot acniient prevention or an accident prevention committee when one or both ot ihese exists. * The plant manager should take every -'pportumty to inject himself mm ihe various junction* of his arodent prevention organi sation ior the purpose ot demonstrating Ins pprovai. hi* uiiermt. and tor the moral upport and uirmUiwn his presence pro - ide*. Here are -ome I spiral things he can <a) Memion wnc jda* of accident con"ol at nwmtnncm meetings, in his confer* -.Tver* with indtvufcnK in sratements or tiullettn* a49cvl to supersunrs and cmplovce*. . nmmentmg e the accident record, recom* mendatneu, accident rascstigatran, etc. <b Kcceive, review and take action on (eriodk accident preventhxi reports from the twrson in charge of aendent prevention in lie same manner as he don on other opera* mg and cou control report*. Attend piant accident prevention Meetings a* often as ptw-ahie. f|l Make prompt derrdntts on accident ;irrvcntic problems referred to him by Ute al'et) tupcrvuor and wiienescr iwssioir gj\c acts suppomng Ins decision <*i Make budgts a>a>iable 'nr rarrunq >ui `rasonable accident .vrevrnnon vuggesinns, contests and other lunrtions if) follow up and follow through on the more important accident prevennon prob lems. R Pr,Kuir .^drrpteie Prctro/i<m Or*nm\. idfK-ir--To be effective, an accident sreveniwm program must be adcquatclv orgintred and mavle *n integral part of everjdav M|wrviion* '`aieiv nrgamation dees' not fner*lv mean a >ulciy ccenmittee h means , -v stem nf plan nf srnictiire. ncrevurv In vurol accident* The plant irtnuger i* fe-poftsiblc for lie iietv <nd hraltli ot me emfdosee in hi* I'l.int and fur ih effeeme appiiranon of a uerv program. The pkint manager mar, in iiew or mj mam- other dunes, delegare the lurhontv tor executing certain phase* oi <ne program, ft is esrcnual, however, that Hie olant manager continue kj indicate his merest in all phases of accident prevention efforts by his presence and active support. To a`ist `he plant manager, * safet* upervtsor mas be designated as the person o eliarge t sarerv and a *tv rommit'ee r*tablthed In setting t>p Hus committee vnti/c.r * per-on in charge of wsietv, or anv Hier tspe ot vaictv organisation, a definite <t<uler*iandt!ig oi dune* and responsibilities hould be e*i*hl!)ied The pnmarv re<tMn< *ihliii of ihe safets supervisor m charre of safety and the *tetv committee is m assist ttipervision in the control of accidents It must be lltoroughlv understood that 'upcrvi-ion will he responsible tor accident crkitrol m their respective departments and that this responsibility cannot he passed on to any other imiiviijunl or committee, Finaliv, it lias been decided that the he*t manner to dnve this Iwme to each division i* to hurt them in their hndget for a had performance, white erediung a good per formance based on experience. MANAGEMENT CAN CREATE A SAFETY ATMOSPHERE By HOY L. COFFEE Vice President, Lowtniietn Cotton Mills. Anderson, S. C There are two tailor* affecting aict* m a plant 11 > the technical -- 'ii.it >s nwbine*, mjten.th and procc**e*. and fi) -h* human--that iv peralof', foremen -! 'tier compart*- personnel, 'ivehicling 'T TM"' ik!mem Of ih* two maioe factor*, i|, t* of far greater importance I ri te** f on hate saJety-mindednew* iruttlled <i- oir per<pk from the vert top manage*.ier\t * (tie |nw*lpaid hourly opentor, we wifi never reap the remits that we must '*e < 'ftlirunlv, safety in a plant is footed <*yo at a given set of nates--how the mavtunn *re guarded--whether or not pro trruve equipment is worn--housefeccputg w general I do not wi*h to mimnuu (here basic rules and their benefit to anaming a *ai]y operated plant, However, I would like to mi)err the thought that safety really t* *w p*wm. Safety results (rent a climate or atmosphere generated by man' irmfni uenca that sometime* seems poles -emoted from safety topics aa such. t^ts think of an executive in his office f nian who is paid to imke decision/. Hit dcci<*ons deal with production, waste, .-t, efficiencies, safety, eft. Iiour after i.nr and dav after da*. Its easy for this wm in think safety can be delegated from lu otVt, but. in reality, safety is seme* ih.ng that emerges from an overall com* pan* climate generated by every executive tension that is made. Safety is not some* lung that *ou decide to do or accomplish managerial))'. just hiring a safety director, -citing up a safety committee, etc,, is deft* .ntels not enough. In fact, safety acitvitics uf programs devoid of this proper climate >t environment quickly play out. Ho man can run a plant or department succeisfulSy without a thorough understanding of hi* responsibility, its meanzn**, tts limits, and, im,i>t important, its assumption and exercise. When a man is given a thorough under* ending of His yob and the authority to arr* >i out, the results arc always better, l-verv man should know what ts expected i j.,,t . Mould knrm dial he will i-ne iri'wrr tnr bn failure* and be (Tiflimrnird inr his rrwttl** He must miw hi* own mil responsibility ind must * hen *o rvceeri us limns *o err> *u the inieniinn ot *us m-stntenon* Vmi know dm pmperty oriented mper iuir wilt opera ic a safe department, w net her i program \* m effect or not if he know* ui.t m kiegate and tind*<-*iands <*hai avr tltoniv he must have to carry nut hi res(inotitiilily Thu definition of authority lor uipervisors is ruiurallv a must, because it he doesn't understand and hare proper au thority to run his tuft, he certainly will twr unable la delegate -he work to >ho*e who are working for him For safety to rest in the mind ot the v*eng emptovee at <he critical moment before an accident-inducing exposure, there must be an overall company attitude far removed from *afrty posters or guarding machinery. Our managemenf tram mut tinJerstxnd the human side of reapotutUhii--its failure* and Uv accomplishments- Some pen-pk glory m responsibility: others wear it tike a millstone. This latter group iake responsibility as a burden simply because oi misunderstanding or failure of the superior to thoroughly understand His own response bility and to delegate it with nderstanding An efficient plant, a successful plant, a mfe (dam; is composed of ait organisation where each echelon understands and exercises it* full responsibility, dealing with alt phases of management i* possible, let's ask ourselves just wliat i> this climate that can mean so muds toward* curing our adnauustntive troubles. Can you buy it? Thi* climate ta the baste attitude about people that is defined by manage ment's activity and dcciasona. How man* jgement receives ideas and conunumeatton* irom below m the company structure is very important. Ho man really likes to be told how to do a job. The teller, and not i'c -in-r ,4. ,e.pen>ifc)!r if he **(ic In* tr'ailrd procedures and ihm are wrong (Jur ramm'imcation* must be ihe revi pos~iOlr lor wr particular pianr so <ha? top 'iianagemcnt t* ante o <nt cjowa through 'he normal chain nr' command shrougtvoui the organization ms decioons concerning all phases ot (he npcraiton. And, more mi* (vortam. the lower echelons mu*t he able to use this vame communication line in reprse uin get iticir ideas clorlv understood li* >op rnarvaeemcm, pwrticutarlv i* iliese ideas are h^tplul in ihe operation. Do we l*.*i nwiueh * !_>< w* (real n*ir rni|-K>>ee* proldrms when ihm hnng them in u* a* if thev were of world*haticnng mitwirtancc' Fltev are tu him* If *e wdt receive -air empluvee* -k-4* A iiit an open mind, uwl let die eummuitKanoii hne lunaioo properly from both manage-lent-lo-emplovee ami emplovee-to-manageitem, we wiil begin to feet this management climate ot whirl we speak. We must think mere about our people when we plan our huiines` do thev feel as it thev are pan of our company3 or do they tret thev are on iuit another job* another nour i work? -so nnrognitioo- -just working * The fuly- August tuue ol Amencart Man agement huociaoon's personnel magazine i*as an amcle h* Dale Yoder, E*rofor of liulustnai Relauons at Stanford L'nivcnnv. In tins amcle, frofesjor Yoder refions pre* imiinan finding* of a vtudv conducted at v'tantard in which several hundred mana gers wrre probed- Three dimensions uf management :heorv were explored: ft) the- >mes oi work, (2) thrones ot organtxau*i and (Jt theories nf adminrtration Proie*or Voder particularly wanted to dis* ruler what importance the manager attached to each ot the (actors ihat allegedly ex plain vamnofw m emplovee performance ind contribution. What does he think about die various explanation? of organizational effectiveness t fact's took at the preliminary' results of Professor Voder's otvestigation. The man agers *m, for example* to be a little con fused about what makes for empiovee productivity. Mhi -1 them aitoeh consideraht unportanre to the employees' morale: n fact. 44 per cent indicated they think >l it bights ctirreiaied with productivity Moreover, almost all of them per rent) '>K "Ui tieri-neis when -lie* n-ikc n.ni' ma*(i - ' -ymcf.l -Icj-wrtrrcm* "Ur (ifCAlurlinn .fcpAfimroM-- >d MM in III of iiaimnc'unng -- -ou long ago <(\ani|fned ihe idea m purely pushing peo- - < Y|.e ->id plnloviphi ot ' t- >t and do * igtit or get not ' <i p**e U mnwge- umi iut attempted <ueh a pnitosophv. manv riants would he jnabie >n operate due fo lack nf belp " >n *he yihrr hind -.rngre*- H` M-AIVlCCtlteiU "lwv ---ir* lr> r- ,v\' JWrtr/c rlir.f Oecifilc *n Cfi 'hem m. icei a part ot the cientwm - ibon * - lire a (icrwjnwl pridi -u ;*fi f fenvettilter ^e-.i *e-<r* -*'-?* a )** ter (irrvUKi* cixix*am '!>.( '*a ttneraiuig tw. -in11< a -la* -n `vwiilt t'aruiina -ieci-led " 4<ld a llurii *hitt m meet me crowing >k- matitl -nr their products -.Me ot neir ice presidents '-fll* how me 'op cteent-ve* -h- ru**ed lor a long time whettier -o add the (bird shut a* uch. otrtng me neeessarv inie to operate tt and letting -hern remain on the -inrd *hitt '.irttil *nch time a* com parable jobs came >ip on the *etond. and -hen working tip - die hr*t vhtft >t the* realty de*irrd tt, -<f tn mniiur a swing mift rotation ** iem where**. ^It pri(>le workmj tn me Urn would take iheir mm- w-.rktnc on the third hiftr ,-uvi the hr-t ami -erm-l .* welt Tilts cumpany's top mauagemetit -m- k The decision was to ask die people "im were then working on the first and second shiliwhat thev thought about it, because >he\ were the people involved. The people were Polled individual!*' ** to d-eir preicrrere* ami the decision that wa* mad* ha pro. ni -aiisiacion' over the year* This companv -fid place importance on what the emplovrc ilxxjcht about a question that cmttd Affect In* .vr-rkmg f*our* drvitcwHv This climate tiiat penucate-. the entire cnponv comes as a result oi total manage ment's evaluation of people handling, the philosophy of managing people for the com pany's economic goals, ihu allowing the em ployee to eniov better economic -muis. While this approach seems nebulous and difficult tn ipecify, and events, on the other band, are -tuite specific I wearing goggles, afet* shoes and other *afetv esiuspnient >, nevertheiess, li '-./etc i, ittgrfSt 'lie rlrnwr i die mmI* <-*vr term *-* ie> eel i the 'mi nunc of ai'cty in progress. H company w*tn some 4 000 employees had suffered I ram a >rr* had accident record tor several years. They had tried various safety program*. They had 'Try competent people working tn the safety director t office Hut. stilt, accidents continued to happen-- cotllv acadentv One day- about a year ago. the nee president and general manager of this plant, while discussing the bed safety reeord with hu start. decided that. beginning he next day. the {want's heed nurse would personally give him a lit of the accident* each morning, including first aid cases that had happened in the preceding 24 hour*. Mow, vue and I know (Hat this man ksrsnt attunlly look at each of these every lar. But the idea that has been sold to the people in this plant, that the top ran is per sonally renewing every first aid report as well as the accidents--deify, ha* permeated this entire organiaaaort. Xararaily, supervi sion knows this and is very corneous of it. Thev. in turn, have casually mentioned it to the workers. This executive's added interest m safety ha* built a climate which hat made fwifiMe u accident record that is one-half of the goal the inmrajtce earner had <et for hi* plant this year. This U oo magic formula: hut when top management exudes confidence tn iheir people and shows a Heartfelt interest m their artiritses--be k safety. production, nr vn*m ids--* hang* begin to happen Many of vow have heard supervisor* *a> hat rafety ts dufi, the program is old and Male, he1* tired of talking the same old thing over aad over. SNTtat ts happening in this company where we might say that vafety is being forced on the people* t be lieve supervisors make the preceding state ments simply because they have been gtvmg *afty only routme attention. They are fail- .ng to kv>k at the btg picture--the overall picture. thev dn get llte total concept the operation dearly in their minds, they will never find time enough in die day to do the new thwigs they will be thinking of to improve and further their safety activities. Safety should be aw interesting dimension .>f people hanging and must be a central tuptc of any eunpony that desires to make & profit fruit human siterpme. However, t mi much that vou make money by [weictitmg accident*, but >uu nalt vo m-jefi more mores irom proper executive manage ment of people, *mch in turn, is i tes putting safeiv m the mind of the average employee. Let's look at an actual accident mat ha (."icurred tn textile plants m the boutn re cently. One fatal icadent happened when an employee *no had been grinding cards tor 10 years attempted to put a card belt on with hts toot. Kts foot became entangled tn the belt, pulling him from the floor and lifting him to Hie line shaft, where he *a beaten W death- k hot-note accident and it happened to a man who had probably kicked on a belt many times (even though f.r knew it mould he pul on with his hands) This was not a case of the employee s * tnouing the proper way, but this individual was preoccupied with something else. He wain t operating in a good safety climate \% a result, he lost ins iifst- Had ihis par ticular company created this climate and thi* man had hi* mind on hi* icb, he would b* living today. All of you drive automobiles every day You don't drive them by a set of rules fasted on me windshield or in your pocket Vu drive a car instinctively. When a child ,Urts out in the road in the path of your car, i ou aulomalieaity apply the brakes and turn the car out of the path of the child. Vou do it instantaneously, and you do it with unconscious reaction--actually without thinking. Isn't it possible for u to train jiir people in such a manner that they will perform the dunes of their jobs so well that when unusual things happen, the*- will automatically, instinctively, unconsciously do the proper thing to avoid an accident We contend that the employee's image oi himself on the job is a lunown of how hr is wt! and evaluated b> management. 'Ae are all creating an image, good or bad. a* individuals and as companies. Thi* image i$ worth so much if it's food and can be to detrimental if it's bad. I knew of a company that is doing a wonderful job m the textile business. They are telling their story through good com munications. including a fine migaame they publish for their employees monthly just the other day, thev carried a picture of the president of this company getting his flu shot and. of course, they were trying to sell ie uca to <fie people that me* >m,uni 'ike >>cr flu *hor The president represented t> company, top management, i* these pec- r>k and if the flu ihot was good tor turn, ;ertnniv. the people tett, it would be good tor them a result. 3 urge percentage of he people 'ec* the flu mots when ottered Thu company employs about 12,000 people They have ron-umiy produced as good or iiter products liun their rompetmon >heir efficiencies have been excellent, their cost* 4fe as low as anv me field; and. above Jl, to the stockholders they have made high prciht*. With all ot these plus signs, 1 ivVed ihe insurance earner a lew day* ago about iheir accident record. He aid that i<ev fad earned a aO per cent credit on tie manual rate m the state in which they iperaie, which ti one ot die best performncM iatetv-wis that I know ot today. \V t<a\ been talking about a good cocn- tony.created climate--epnt de corps. Thu -pint ot being proud to Wong and thus doing your best reminds me ot the esprit !e corps that exisu with the S, Marine*. \ friend of nunc ealuted as a combat cor respondent for the martne* tn Worid War It and was sent to Parris Island in the -Mmmcrume lor his boot training. 1 talked with him shortly after he had completed tits training, and he *aid he nrked so hard rverv day that when he final' went to bed 4! riiRtu, ne Had me pruer, -t\ ** good not kt ""e --i de <lie* next morning Tin* man actually meant wuai '<e was uvtng Thev '>ad worked him fremtm'Jousiv 'ard. He went ort following bc*,t ramp and 'euoeted ;tvt ac..,mev ot v nwi-ve Teg-ntent mtil the war ended. Tin* mjn men thvugfi 'attered and sutfenng vit-1 jim*.t evhju-ieti it erne time, * like all wther M.mnev He eel* the great prtde o: basing been a nanne. He is proud if tt-e -orp* The .feat feeling :nat this orramnuon na> t* io oftsv known to vou out t.> men ah user >i'e world. If these people can sccompiiHi -uch a higli e*pnt <Je corps, certamlv wt in industry can ike an example from them and practice eood management in even lutiutt Me fuse viih our people. <>ur labor mmoier will **t better, our apyenieeism *lt W redueeii. ami our satety record* will be equally im proved. Ttu* climate can be attained 5ene flam* already have it. safety is actually net a program, but a nroeess--an activity, if vow uki Program* are <or Chrisoms, Thanksgiving, the Fourth <J luly You make vour plans and execuir ihem and go o to another, but safety is an vcuvtty, a way of life, that is with us tor ever OFFICERS OF THE WOOD PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1962-63 {,enerot Chairman --T F,, < maila tm, Satetv Otr , *<v-wier Canada Ltmitrd Vancouver, 8. C, i'iff Chairman and I'r u>r.tw Chairman--, S Rnr *, >aiiv Eng, We>erhaeuer Com,am. Ia,ng\ievi. ''1< t*it Vttetietttr Pdttir-t, H ftcsTfMmt, CaniUlnn Form Prrulti, Lid, Viricnirver, P, C. I .mada. iffrrhirv and Utmbtrikiii Chairman--) $. Bowman, .Mur, -a*ty -mi Low Trevcimnn. {. mmhJ State* FKw^xJ lor|>., New 'lork. A "t Regtumt! ftffrrtfmlaliv.-j--Grrox Lakes--*Rov PL joHSMH, Krodtler ilanuilCUiruig Co.. I IS.: jf--oetK Jackson. Safety Ofticer, U. S. Form berwe, Washington. JA C-; --*J T Dunusk Lherks P'orwit, DeQueer, Ark.; Wett--*ROM*T M. Gir- iuummr Incorporated. Hoguiam. Wash.; Canada: West--*\V. M. AUJiOK, 8. C Lumber Manufacturer* Aiwl, Vancouver, B. CL. Canada; Canada' Boat--*SC H- RlXW, Lumbermen Sarny \iooauoa, Toronto, Onano. Canada. Committer-- R. E. Blu. (Chairman), Safety Dir.. Cfoswtt Div. Georgia-Pacific CnrjL Crosaett. Ark., Roy F, fowtu. Potlatch Forests, Ine.. Warren, Ark.; Howam A. t\ma ;-Mmp*oo Logging Co.. Shelton. Wash.; /amc* Mbutis, Onn Lumber Co. Pres- colt. Ark.; Reman- p. Miux*. Intemaoonai Taper Co, Lon* Bell Div. Longview, Wash.; n L CitLoav. Pop* 4 Talbot, Inc, Portland. Ore.; I, A Baik. Arkansas Dept, of Labor, Little Kork. Ark.; .-idtntor la (Towrntilrr *SV M B C Lumber Manufacturer! \n , \ incomer. Canada. ? iH/ging Committee-- Umu G*a#y (Chairman), Western Pine Asia. Portland. Ore.; Joh fum-toN, Quebec Lumber Industrial Safety Asm. Quebec City. P Q, Canada; K. L I'm-mM, Georgia-Tiafie Corp. Portland. Ore.; G. K. Porrs, LumbermaTs Safety Aswv. Toronto. thu, Canada; J. J. Plasky. Georgia-Pacific Corp.. Hillsboro, X. C, Haywooo Sutt. Hoy U. Martin Lumber Co-, Alexandria, La., Adtuor i. Committee: *,loe T. UitMiur, Lherk* Forests Ine., D* Queen, Ark, l rmeer and Hlywcd Committer--Gomom Mutcta (Chairman), Atgoma Die, United Sutes Plywood Corp, Algtena. `Ail; L>om MacBcak, MacMillan BloebeJ 4 Powell River. Ltd, Vancouver. U. C. Canada; H. ChaNBUB Duw. Medford Corp.. Medford, Ore.; K, C, StHa.Hvr, Wood Products Die., Weyerhaeuser Ca, Marshfield, Wi*.j N*S. X. Leach Emplovers Mutuals of Wausau. Portland, Ora; Rnews $. Jones. Branch M*r,, A ryerhaeuser Co.. Hancock. Vl; JaCx ScHtKofiKY, Branch Mgr, Weyerhaeuser Ca, Sault Ste Mane, Ont, Canada; .Uvuar to Committee:--Kr*arr M. Gilmocc, Rayomer tixorponted. Hontsam. Wash. ! umuure end WUluvrk Committee--Thouss L Rasmusseh (Otairman). The Connor Lumber L Land Co.. Laona. Wts ; Ccor.t ScH.vtior*, a.nder^en Corp.. Bay-port, Minn.; y K iivnrs-viH. Kmehler \lanuiactunng Co.. Binghamton, N. Y,; JfOMBT J. DwitttA* \ rstem blirtrur o, Hindu.nx t'htr.ijo. III ` *ditier m \ Lauuii-, mploter* klutiului Wausau Waii'au, 'At* -imhh rr HtaiUtr > vofereoe Commuter--\ W >hi. rr < Chairman i /os. 1C :xifnm & sort Inc, `.e* 'iork, N f : W, E. Lt\*i. Hinm Walker k Son*, inr Coopersee On Peoria, UL R. K Komutsl London 4 Petro/ta 0xree>i Co linden, om. Canada. J Rawmu T houau F4wm BeU Coopense Co. Tnttburgn, Pa.: Adi'uor ia Ctnnmiitre: *R 0 CttlLMCSS. Cooperage Div. National DtMillers Produets Co Memplu* Term Trade ixioeujtum Committee-- Fst W sot (Chairman) \ortheni hit Lumbermens \s*n^ Pnnce George. B C Canada; V W CoTHttN, Southern Pine Assn.. A'ew Orlean* La I- ( Muscurr, Timber Operator* Cuuneil. Inc. Portland, Or*.; Advisor to Committee: *H H Rctvt'* l.umhcrmcn * ^afeiv \sn., Torontn. tint. Canada ri#'ihe*!ob Safety t nmmitlee--(<suwut \u*at (Chaimwiiii. H. C Lumiwr Manuiaetufer* \*n. k'aneomer, B C `.anada; C. W Hv-mlx Lumbermen* Mutual Casualty Co^ `.hicago, 111., Louts Poscv. Diamond Xatsanel Co, Northwest Lumber Div. Cacur D' Xlene. Idaho: .-letrucw re Cnwwtirrr. Chslcs R ZtiKVt, la., T H. Masnn 4 Co.. Kansas City, Me. Contest rmd SMuties Committee-- Louis 8- Ifwtxhu (Cl*airn<an>. 5alet> Dir., W'ejerhaeuicr Co. Tacoma. Wash.; \\. D. Williams, Krochler Mfg Co. of Kentucky. Louis ville, Ky., Advuor to the Committee' Louts Clazcx. Dierks Forests. Inc., Kansas Qty, ifa Committee--*A. F. Rxjxw.ser fChairman), T H Mastm and Co., St Loui*. Ma; *E. H, Rmu. Lumbermen* Safety Asiru Toronto. Ont., Canada: HraJOtt A. Laowio, Employers Mutuals of Wausau, Wausau, W i* Itogt Refresentatn-e-- Romart Cvwt, National Safety Cotmctl, Owago. IIIPast General OtairmoA. OFFICERS OF THE TEXTILE SECTION NATIONAL SAFETY COUNCIL 1962-63 s., H, rm' c mum- -- *l- <,* . Sibemirle, \ l. ,-.tji- ml Mr w. I *. / -nm.). i. ulim- A Vtkinan Cuf( i ,,v < Jii/intwn-- Jim\ 1, *<&.,,. L.hicT, lnduslfi.il H>gienc section, \nicncan Mutual Lability Insurance v . '>. ..Wcndtl Mats. rstiiry < S C>* I'en^acuU. KI- -,ic' -u|*r*t*if. L liamir.ind lu, A I hv ,.i VKauinm L !i*tvh,.` 1 (rrn*'rtL, > It ** Mus'tH Chcmdrjnd Co, V Du <>i Muii*4ittu Chemical ' * NMMWVrlMO <m' t/rcilh C ommittee--( M. Dawmy (Chairman). Southern J-*ri laijfirn-- fC Mgr. `.wntM Mutual Liability Insurance Co, Vianta. Ga.; 'Chaux* L .ra, Safes* l hrtnpf, Mohasco Industrie*. Amsterdam. S' Y `ficflOT l B\n. 'atm Nyp^niMir Industrial Ra>oo Con>-. Piinesville, Ohio: ft'VHOSl E. Mscx, *<,?, Fn-mone Textiles, trie.. Gavom*, S'- C. ' uu^tin j4 T*oxnt*i Thohas M. G*\H {Chairman), Director of Safer* 4 Training. L.'hailum Mfg. Ca. Elkin, X Cl . L. Pctuixtcl Senior Dv. Seme* Krtfeminine Loss Prevention Depr, Liberty Mutu-U Insurance Co, Spartanburg. S. L i-ro u I'm icksto*. Claims Adjuster. Abney Milts, Anderson. S. C- IC^ninttut--R. W, Lane. jL (Qtairman), Plant Mgr. L'nion Asbesto* & Rubber Co. Marshville. NS C: Max D. Pores, Industrial Relations Mgr, Tlie American Thread Co, Marion. X. C.. feme M. McAkrtNC, Supervisor of Safety and Ptani },rr*iiion. Celanese Fibers Ca. Rock Hill. S. C. imrhmc ftbt* CewimUfer--j D- Baotstc {Chairman) Safety Director, American En^ <: r-1. Enka. N\ C, *Oixh G. Fleming, Cory. Safety Director, Celanesa Cocp. of Vniertru. Charlotte. X, C. v <i-* CommiUtt--W' Kcuptx Biutox {Chairman), Executive Vic* President. VrkaniAs-Mtssoun Cotton Gmners Assn.. W. Memphis, Ark.; Atrat M, Pajeetnox, Fticnsien ^gneuiiural Engineer, Dallas, Texas; Ea 8*h, Executive Vice President. Trva* Cotton Dinners Asn, Dallas, Texas; Toss Mtnuuv, Executive Vke-Prea, Georu'u Cotton Ginner* Assn., Decatur, Ga.; Voxox P. Mooac, U, S. Ginning Research laboratory, G*. S. D, A., Leland. Mias.. HttttCHB. McRae. Head, Educational Seroco. V iiionai Colton Council, Memphis, Tenn. QS'tht'iob Committtt--C. L Hcmkxl (Chairman), Safety Supervisor, E. I. du Pont de Nemours St Co, Kinston. N\ C. *H. S. Baucom. Safety Director. Korth Caroluu In* .lustnai Commission. Rxkigh. S'. C; Fa*K Hoh*y. ja., Insurance Mgr., /. P. Stevens Sr Co Inc New York. X. Y. ---H. E. W.U.IAUS (auimiM) Stltiy Dir, Fidtkrtsl MUts, lot. Spt). I I jiij .-I fjiof a: -lx > .Ja. C **ware--inn > '} i.y m tCri*rmAni, ;':itv E>gine*r rrr, iu\ju. Chartnite, N C ,l F Tjivs Perv?nnei Mgr, r">i!da>e *'<'> i L jm'rtiff, t-->V C. Cii (Chairman). Safety Dir. North Carolina f'cpt, ai Litxvr Raleich. ,V l' , M . Convclli. Safc> Supcrviior, E. i du Pont de Nemnur; i k.x, Mirtinsville, S a. . <ntrtl i. .iMiwiittrr--s\ iu.1 is A. Has s 'Chairman) Dir. of Safety k Training. Granitele (' tinmietille, r (' *Pmusr N. Pittv ?itet> St Benehis. Dm River Milts (. Iisiu.iU \ >a nn,i/,-,---\\ M KiXixstA.vx (Oiairmsn), Salety Drector fohnson i -bnwn, liut.-agn. Ill ; M E CoMxtu.v Satety Supvr. E L du Pont de Nemours & *.m. Atartin.iiiie. \ *,, FoaaEsr N'. Petty, Saiciv r Benefit* Din kner 'lilt*, Inc. i lim Tie \ a. --`Miss Fxsxcu BcTHU.vk, R , Occupational Health -N'ur<ine Con> .Hint Kmpluver* Mutuals ot 'Aiusau, AMama,Gx. *fnHV I Butct*. W, I Dteke** A *i- 'rwr tVtla. Md.. Fmiest N. Petty, Safetv L Benefits, Dan River Mills. Inc. ' *vmHe. u, *E L. Pexmentcx, Senior Du :S*r\. Reprteniati'c, Lo<j I'resemuui 1 *ept Litn\ Musuxl Ins, Co. Spartanburg, S C , Fesvx VS Mvicsccm, Chief in.ly.irtal I<M|*ruon, Rhode Island Department of Labor, Providence, K. 1 ,i/r tf, i*<-.-n-ni4ffrr--Pvut. ScmxtCH, N'.xuonal Safety Council. Chicago, lllinoi*. fiM (Jenerot Ovairmas. Other Volumes In this (1962) Series Users of this volume will find much value in ifs comoanfon vo fumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Voi. No. f 2 3 4 5 Title 1 to 9 Copies General Sessions and Indei to all Volumes $ .65 Aero-space; Air Transport .65 Automotive and Machine Shop: Power Press and Forging 65 Cement. Quarry and Mineral Aggregates .40 Chemical and Fertiliser ,65 10 or more S .55 55 55 .35 .55 Stock No. 022,32--! *22.32 -- 2 022,32--3 022.32--4 022.32--5 6 Civic Leadership; Church. Home. Women, You th. Farm .90 .30 022.32--6 7 Coal Mining .65 .55 022.32--7 8 Construction; Public Employee ,65 .55 022.32--3 9 Electrical Equipment 40 .35 022.32--9 10 Food and Beverage; Meat Packing, Tanning and Leather Products; Trades and Services .65 .55 022.32--10 'll Glass and Ceramics; Rubber............... 12 industrial Subjects Sessions (ASSE) .65 .55 022.32--11 .90 .30 022.32--12 13 Labor 14 Marine IS Metals 16 Mining 17 Motor Transport; Transit .65 .55 022.32--13 ,65 .55 022.32--14 .65 ,55 022.32--15 .65 .55 022.32--16 .90 .30 022.32--17 18 Occupational Health Nursing 19 Petroleum .40 .35 022.32--18 .65 .55 022.32--19 20 Public Utilities . ,, . 21 Pulp and Paper; Printing and Publishing 22 Railroad 23 School and College 24 Traffic . ..... .65 .55 022.32--20 .65 .55 022.32--21 .40 .35 022.32--22 .90 .80 022.32--23 .65 .55 022.32--24 25 Wood Products; and Textile . . .65 .55 022.32--25 26 Early Morning Sessions--"Communication" ., .65 .55 022.32--26 27 Public Safety ... . . .65 .55 022.32--27 COMPLETE SETS (27 Volumes) $11.00 any quantity 022.12 All price* shown ere subject lo a 10 per cent discount to National Safety Council member*. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11. ILL. , nn W. *u _ MUtriom u t, 0--= J^ 40 1 9 6 2 Volume 26 National Safety Congress Transactions COMMUNICATION, SEMANTICS and SAFETY (Early Morning Sessions} Sgfnning the Goldtn Anniversary Year of NATIONAL SAFETY COUNCIL 431 NOSM MICHIGAN AVtNVf CHICAGO II. lUINOIS COMMUNICATION, SEMANTICS AND SAFETY Sanford 8. Borman, Ph.D. This volume is a record of the Early Morning Sessions held at the 1961 National Safety Congress. These sessions are addressed each year by a nationally known speaker who has a message of general interest to all those attending the Congress. This year's speaker was Sanford I. Berman, Ph.D., of Sanford I. Berman Associates, 670 X. Michigan Aye., Chicago 11, Hi., by whose permission the following papers are included in these Transactions. (Copyright, 1662, by the National Safety Council) THE IMPORTANCE OF UNCONSCIOUS ASSUMPTIONS (Firit Satsion) Let me start ort this morning ay asking, ,i there anyone here vwij <h>M not have misunderstanding* S'-jw then, at the ve?> ^iset, I would like to read a short -> and nave you answer the questions aceoramg *,o the iaeis ot the storv. This is a imle reaching device that i had devised with Dr Irvtnj Lee at Northwestern L'mversirv about twelve *att ago. I am sure that all at you are teachers in one way or another and that you are, Jikew.se. concerned with 'caching or, more spe cifically. with training. There is a dif* terenee between teaching individuals >tei eetuaUy or rnrricallv and teaming. The point l am concerned w*Lh m com* mumomon it how we can train people not ;o have misunderstandings before they ac tually have them. Therefore, '? me show ,ou what I mean, bv having >011 answer this little quu l would first like to nave juu number trom one 'hrough six, please, and then I wouid like to read a story to vou. According to the facts of the uorv. wtll vou answer either "true,' "false,11 or "don't know." All rignt, nere is the story jim Jones was standing on a comer wan ing for a bus. The comer was dark and lonely fim knew that mans robbers were around that neighborhood because he was lamitiar with it While lie was waiting far the bus, a mart sneaked up behind him and hit him an the back. Jim untried around luickty and caught the man with hard right squarely on the ia." here are the siv questions ( want hi to answer. According to the tacts ot the ><ary, mswer Tue, false, or 'Jon't know '* I The bus !tm was waiting for was late. i, fun was right in hitting the man beiore h cobbed him. ` Such inteiltgent action will always re* ..,.t m capturing more robbers. .* Thu robber should have tut hm fonts harder before he got a chance to turn around. 1 The robber landed on the sidewalk and did not succeed m hu attempt. 6 fim should not have struck the man. ',ow- then, will >00 likewise number from me through five, twice. Relative to the first q"t ot question*, you can answer >hem either 1 -,r '8`* .ir wv wav vou want to answer Which gtrs (W vou think is more beautiful 1, (A1 Diane Darling or (B) Elsie 2ytrow sky ? ' f,\l Bessie Haekknm or tBj Louise f.^cv e J t \ i Lua Hov if <B) Joy LaMarr a < Ai La rent Larue or <8) Fedor* 1varduark V, fit Letisha Hee or (B> -Ann Starr sll right, ladies and gentlemen. I would sow like to have you answer this evm-f vet of questions in tike manner Which fellow do you think is more handsome 1 t \A> Tim Condon or tB) .Abe Achwartx ? 2 (A) Allan Dale or (B) N'ick Napcp- (VotlS 1, (.-A) Tiger A hite Kridaorish or (B> Bill 4. t'A) Robert Jones II or (B) foive Kmtunnen 5, (A) Clark Blake or (8) Anton Gui- seppi X'ovv then, let me ask you another ques tion--how much of what you do on your 10b ts, m cme form or another, communica tion. How much of your time, would you -iv. is spent in connection with communica tion'1 c'Crv at "ninety per cent,") u<at .1 arettv fair estimate* Weil, e*ceu*i-r* state m '->ur seminars hrnirgt-9ut me fvumrv that upwards of S5 or (0 per rent of what they do on the tob u eommumra"on m nne form or another and 'ft, in an* .jr*ey of colleges and universities around 'hr country, both in trarfte safety, trarhe rnter* industrial relations ccrters, we find i*rmous lew courses m eommunuraccn per r Before Dr Lee died, he was concerned uh ihu phenomenon. However m me last ten tears or so, we have realized 'he imponvur of rommynication think that Earl KelK proies-jr at 4--T>e Umvefs.t) t,*id >t verv ei! w^en he <aid "Lack ot communication t* mil probahlv the most crucial problem at our ime The tact that we have learned m desirov each other before we have developed he tools to understand each ether u an <*rrwh*smng burden which mav ij* heaw upon ever)one." Bv :h wav, manv of vou will recall tha: Irving Lee was one of the pioneers m intreducing general semantics to traffic *of*;y Semantics, of course, deals wuh the meaning vf words. Some of vou may recall 'he term seman tic s.'* which is concerned with she meannfi of vords, wherens "general semantics' might be defined as the study of the rtia~ ticmjht? between language, thought and Hu man behavior. In other words, what we are taytn? m general semantics vs that the kind ot language that we use influences the kind of thinking that is manifested and. m turn, the Wind of behavior that results Therefore. *e can analyze all kinds of human behavior M-ooi the point of view of the following <omideratiorut Something happens outside of us. There 13 some kind of a happening which, m turn, leads to some kind of a nervous impact, which, in turn, results in some kind of an evaluation or nay of thinking, which, in 'urn, leads to some kind ot talk and/or act. Now then, in the story that 1 read to you at the beginning, we saw a certain happen ing taking place There was a nervous im pact There is some kind of evaluation and then the act. 3y evaluation, of course, we mean a way of thinking, a way of suing up the situation, '.iking a point of view Ml kinds o' '`uman behavior eteept the ,(moie iwtr* jetton, can be analysed m 'ms or (neve `'our factors 'hat I men .'.ined, wnethtr we are communicating or whether we are driving our vinous modes >i trasnpona'ion. Ahat we nave been teaeft* ng it .Nctnhweitfm L'niversity t Institute v '(* point out how the b*men it tfttxrv* fwHHMirdhfln ire erjflly the runts ar the .wr,'i or er.-ufrntr from the point of view -i general semantics and some af the things ''at nave been neglected vo tar both in '-wm*tfT(eactc>rt tnd m ia feti T'-r example, we can classify all kinds i riiuian beravior mto either trout nviua -a jr wnat we mighl call a mu nalwnm. f * 1 proper evaluation, we mean a kind evaluation which fits the fads, the kind < /valuation whicn 1.$ mature, melhgent aM fining: whereas, a mjs-eviix*iran if an - ^-usvU'.n which does no* fit the facts, which -"'"-aiurr, destructive, leading toward ar /* "mu, disagreements, accidents, etc. Snw, let's take a took at our first story 'cl v*e if we ean learn something about the >au>ew of undents and mistmdersandmgs ?Jid vou answer 'trj," "false, " or 'don t knm ' to the first questior^Jim tones was -landing on the comer waiting for a bus, ' At this point the speaker asked (or a liowmg of hands in connection with the .iv the question was answered.) Well, gentlemen, apparently most ot >ou answered with the words "don't faiow." Notice, there is a happening, there is 1 nervous impact, there was an evaluation and. is ( said, we are concerned with human evaluation whether it is proper or improper m all situations. Now then, getting back to the fim ques tion--according to the facts in the story, can vou answer `true" to that first ques tion* (The majority of the audience agreed that one could not do so.) According to the facts of the story, what would be the best answer to that first ques tion * (The maioruy indicated in answer of ion't know.") * At this point the speaker asked hen S iQo! iVaiumtU '.iaftly C.-ruj'tft (ft* audience tud answered ift* -eeond ques- iKjn, agam receiv -n^ i - of hands it ft called for tl'e Hire* ftfuaW-liOwfH ! Vow, gentlemen with regard to lira turn* mg around and hitting 'hr min 1 im sure `hat we find a tot of quick redex-Jik* or impulsive behavior not thi* on* of 'he firl problem* in Mt'eiv as welt u one of 'he fust problem* in communication * f am sure )*>u will jgree 'hat it and, of course, 'hit if one of the principles that t will be miktng about. Vow, let me point out vers quickJv the baste kind* of human mts-evatuaiions. What am S holding in mv hand? < Answer "a piece of chalk.") What is this that ! hate in the other und? 'Answer1 'eraser 'i Now, will you pmeh \our hnger, please tell me what you leel. 1 One member of the audience indicated he felt ``pressure,1' another said "paw.'' while mother said he fe't `silly." Dr Berman re minded him that there is an assumption iav deriving shat answer) V-,,w then what ve ire concerned with here i* the unconscious assumption that peo ple make n all kinds of situations, whether they are driving an automobile or any means of ennsportatwsn working on the jnb. at Some, in communication, S'uw did not the man m the story, |un lanes, make certain assumptions about the other person ana did not ail of you likewise make certain assumption* about the story ta fact, oi course, it is impossible <n?f to make assumptions A11 of shi are sitting on vour *'assummions1 right now and 1 am standing on mm* How Jo we know that the roof won't <'? its4 ft is impossible not to make assumption*. This is som-thing (hat i* sen- important. Whether in proper evaluations or tms-evaluations, from our unconscious assumptions, our behavior logically follows This is called "'ofical fate.* If you assumed that the man in back of .lun was a robber, then vour other answers would be pretty consistent ill the was down the line. However, if >ou hgured he was not a robber, yoss would also be logically v.imtem and. turtier, >t mu utswered the : Motions with 'Jo not know,' 'h* umr J"Og wouid apply. Theret'ore, ihis matter of logical fate al`jv$ coities mto ptas and that it why our unconscious assumption* are so important >hen w-e are communicating, driving uur ram. worsting on the job. etc From our as sumptions our conclusions or behavior k-c-. .ally follow. Notice hosv 'ubtle this is `A California psschiatne ancient was ashed if he was Napoleon* H* craftily said "No-" N lie detector showed that he was fv mg. ' Well we can *ay <me 'hing but what we reallv mean i* something rise again. Here i* another example "t am against Kennedy,' -aid one retired railroad engi neer, "but I am net go<ng te explain why You might be a Catholic," Weil, some of our unconscious assump tions are extrenely subtle. I asked iu to pinch your finger and tell me what you felt Many of you gave me words that stand fat what you felt You rannot teU me in words what ><m felt be cause what you felt was n<m-errp/--the words you use to de`cribe what you felt was not what sou felt. The verbal word is not h* non-verbal thing. Mired Korrvbska, the man who dm-eloped imeral semantics m a large solum* called "iVirncr and .Sonify" aid, "Confusion is the beginning of learning." And boy art yee -*arung to team ` He turther used to say that whatever ;du say a thmg is. it is not* He was pointing out a venr, very important thing, this is the fact that you and i five its two different world*. We live in a world of words and we live in a non-verbal world if things and we tend to confuse the verbal mtb the non-verbal world. For example, we on respond to people nr facts via or in terms of a label or we can respond to facts to terras of the facts. What I am saying here :* that there arc two different ways of Kehavinj One t the verbally oriented peru^ji and the fhtr i* the factually onented perwt SVhat we are teaching is (he application of the scientific methods to everyday human behavi'* whether it driving a ear, eormtu&icatmg. managing, err. Jttnam I Mow, Sn u* go back to the other little text that I gave you. the question of whicn gin * more beautiful. Diane Darimg or Elsie 2 yt rowsky * How many said tt was f A) t how mam* said (B) ? This, l have found t>> the i>, it a beau tiful projection tot. f give the executive^ 'his test twice, once before mv course and 'hen ji in* end o` `he course, and you would be amazed at the tremendous change n their vays of esaiuatmg a situation alter taking this kind of curse. Mow, l use this little qui*. not to teach my students intellectually, but How to gel it into the nersous stems. The point is how raa you iratm individuals* Dr Lee used to -iv that teaming only comes n the point Jt performance and we Know many in dividuals. whether iher oral with twimum* -nation, scnaatie* or afetv, who know these prmople* mteilectuaili or cortnraiU but they do not know how to get them into the nervous system. Now, what would the proper answer be for all the questions with regard to the comparison of the female and male name*' f am sure you would agree that right an swers would b* no answer. We cannot tell b> the name alone. 'foe, what we are talking about basicailv the importance a non-verbal or factual :nentattoo toward the world 1 reality and many of us react to the non-verbal world "f reality via or in terms of the label. Put a bad label on a person and we tend to judge `hat person m terms of -* label or verbal association. For example, police om- , sometime* find it difficult, very difficult to live down an error made some twenty years ago. Put a bad label on a man and we react to him via the label. Tins happened down in Florida. ^ man and his wife were enjoying a dinner erv much and later on the wife went up to \.t hostess and said. "You know, my busland enjoyed that meal very much. Could 'cu please tell us what we had the great mmaie oi eaung*** The hostess said. "Yes. "vi just had (he pleasure of eating snake eaks." Upon hearing that, the lady unortututely had the experience of seeing her A for (V* second tinvt \>.m- then, what nvi she responding to4 f'^e non-verbal facts or the words and verbal Itvicatiocis. .'."Hat we are savuig her* it ihat there are trwo different wa.s ol behavior--mere i* a icienufie wrav. a factual way. * non-verbal orientation toward ah situations and. on the other "land, there are those who are a mile more verbally onented m responding to the worid sround them Her* are other examples 4 college seteore professor out m a request for a wash'oom mirror for hjs depanment. Tb* reTuest wa* denied on the grounds that a mirror was ciatjihtd as a hon-fciemihe tem,' Then, -jndauntingly, me professor iwit m a new request but this time (he minor was provided promptly. The only riiaiige ~n his requisition was (he use oi the more technical terminology. He asked for ce humui 'effector. Some years ago the Brown Hotel m Louisville, Kentucky adopted the custom oi -.aming a room m the inn for each w-tnner oi oe Kentucky Oerbv There it a 2ev Room, 'lillant Fox Room, a VVhirlaway Room, etc. However, after the !W6 Derby, the managemem decided to abandon ih* practice That ear the winner was "`isault." \ man n angrv at his dog. His hr mp-uise wxs to kill the dog but he decided tgainst (. He said i< was wrong to kill a log. All he was going to do, he said, was to give the dog * bad name. So he called dog. "! mad dog.' Then someone else ante and killed the dog! Uel). what we are attempting to iDustratv here is that there are two different way* of behaving ui all situations--a verbal an 1 a tactual orientation, and sometimes it dors not fit the facts or the world of reality Here it another experiment that is carried -Ait m biology laboratories. Take a contaxter f water, separate it with a piece of glass and put minnows on one side of the cost umer and a northern pike on the other fc. Xiw, what will the pike attempt to d.` He will try to get at the muuvms. He may trv JO or 50 times and then, sooner or Uter. he will stop trvmg. This is situation N'a L .New ii we take iwav the piece of glass, the mmnow* ml] mim ait around the northern ptke. even, .'wrfiap- bumping up x*msl Jnm. Tin* i- 7 (9<Vt StUtenai Safety Confrtfj -filiation "w - (Jut Ur nortner*s pu.e uhai ne knows uicj .vu ,eav* i,i/n H*rc long enough tie mil Jifm.lv d.e -if stars *tion There n something wrong i.n rhst way 5f 'kinking, wnb 'hat was jj evaivMtmg Human beings respond >n me same way .n connection with a change irom one situation `0 mother Here > something that armaHs happened . Utah Sometimes a lammar road ran iul you. Rot McKirncn of Price, l- tali, ha* framed. Driving so .%I>tr,n L-ah McKinnon ap- yrooched a bridge near here to discover tew taie--that the bridge was ffnmrl a ear-and*a-haif ago "f aiwavs used to rom* into Muon tin* irt'T he told rejaruert a* Kiev hauled him I'j-in the itresvm, This is the first problem. I believe, in wrvtv or r-mmuntcation-->he*e minmatie. inggef-li!*e reactions which do nor allow us to change our wav* or tftmhtng or hehav ng to At (he changing facts rKinnf a heavy Hood, a girl ami hot1 were perched on top of a roof watching the -Jfbns go bv Presently die girl, sitting `here, noticed a hit floating on the water and further noticed that it would first go a tittle way in one direction, then turn around and gn hack again, and then turn around and o'-.me back m the other direction \fter watching the hat for awhile, the girl turned to the little boy snd said "Do >011 `ee that derbv there--first u goes down stream and then it turns around and comes back?'* The boy replied. "Oh, that's Father. Come hell or high water he was going to .Ait the grass today |J` The moment that vou and I are unable to change our ways of thinking to fit She changing facts, then something is wrong w ub the "human" way of thinking. N`ow, there is a difference between an .mimaliuie wav of behaving and (he human way 0/ behaving, winch is something I will point out tomorrow. Sometimes we are afflicted with what we call in general semantic* a kind 0? an 'nllrses" orientation--we assume more know!edge than we really have This is a vers subtle kind of a dosed mind In general semantics we rail 'hi* the .h*ea*e of fisv- M-oiog.cal ar:enc:!errjtij, 4 kind ot Hardvt-ng ot me vtirudes 4rtd iftts .s ;ne .>< *ue times *o effective rommumcation Low, -ijicv.lv, and before I e:ose we had a switch over mere on tne win i.id l wantea to tom the lights on, 11 l i,<isiicd the switch down, swuld the lights lu1. * Let us assume mat t'e light swnrh i ,n n -ip' position and if I push it down n.s wc-uid *um *ne light* off ii j wtuativ pushed that switch down would 1 r hghts go off* >me *id 's. ' 3`hrs no'*`i \rtw, :^n \cu make a statement 01 <aci ilia* .j t pgsned tn*i switch down that 'be lights wdl go off ' Lnes sr 'No* \mi sume >< w II go itT'f Well, how mans oi vou would hue *id the same thing at 8 JO this morning * '.or rr `e quickly >ou have learned1 Vou have \anged vour wavs ai evsluatmg m fit uw i.<ts and I have not even gotten into one <1 the principles a* >e Now- one of me most important things u 1.. .now the difference between a tatement .it fact and an inference, because bow- often jo we lump to conclusions? This t* the %-$ie>t thing m the wind to do, I know 01 .in, verv iew courses that tram art m>liv iduii m knowing the difference between ustemenr ot fact ind an inference Let me conclude with ihis one example Lore m order to show vou what f have reference to. this automatic, tnggef-tike re action Enlisted men were at bat in a hotlv .';.nte$!*d baseoait game with our officer* when a privaie hit what looked like a single to short rightfield. Instead of stopping at first, however, he foolishly started a wild dash for second Realietng. however, that he could not make it, he scrambled back ` -ward first- Xow h was being chased n 1 rundown between the lieutenant plating 'int and the colonel playing second It looked like a sure out, but just a* the lieu tenant flipped the ball bade to the colonel, me private snapped to attention and saluted the colonel Automatically the colonel snapped s salute back and muffed the catch. Well, as we will see tomorrow, there u something wrong with that kind of instinc tive tutomat'C trigger-like Behavior. This is 'he fir*t barrier m effective communication. i < % also me first cause 01 accident*. iron -e point m view '-t general vo-runtica I ihmk !hi mans of >-hj mil agree (list fio of the rauses of acctvknts are due not v> muen to mechansoi failure*, a* (tie) are 'o human mis-evaluaUon. ?'ime*e once said that the problem of .fnotance is commuall' * iih us--dial we re all ignorant because. 1* t nv, w are re ignorant m area* xiemifirillv .fnorance lack of knowledge and with . jjvauoi) 'e ...m r r* -c k .. f - kn<m ledge >: However, stupidity n >4Tnet:!,'Te c-e a^ I have a technical definition ot t.upidiu -- it is when we compound our .gnorance wiin vtvipvdily bv assuming knowledge l'V v,r to not have. Thu *s me problem . bcuh i nmunieation and vaten---as well is in e* education, for a* vmcoo* once said, die f-noble with fidam and hie wav 014 s ie.i pnir. but a green "pair 9 THE IMPORTANCE OP PAUSING AND WHY WE JUMP TO CONCLUSIONS (Second Session) I reel that '?ue*doni and statements are fry -mportant, not oak n teaching the principles ot communication but fvow to ;.3rrmunicat* effectively. Thu is illustrated by the story ot the mother .'onsfamri (riling '.hnny, "Be a good boy. be a gcod boy.1' finally, in e-tasperatsotv Johnny sai v, *"i. but hew the htl do ! be a good boy*" Therefore, the "how'' question very ins pectin' in communication West do vog elimi nate misunderstanding hne do sou get this nto >>ur nervous svsiem. liw Ju mg ttun >jr men to get this into neir nervous "ems s The best technique I have sound so far has been the quiaxes chat 1 made up some year* ago. They jet at the persons as sumptions, and usually we assume knowledge mat we don t ftave Thu n indicated bs a student of mine who said, "You know-, (his cj the only course t have ever taken tn which I knew less at the end ot the course `han 1 did at the 'beginning." After this kind cT training, basically, the application ot u>e philosophy of science ro management, to safely, etc, you stop assum ing knowledge that you did not Have m the first place. Further, whether this is ui ramTionirtfion- driving a car, safety in industry, etc L the same principles hold forth .Vow, let me put on the board three dif ferent kinds of behavioral reactions and make an analysis of why we have accidents, -vhy we have communication failures. As I aid yesterday, from 'he point of view of general semantics and the philosophy of science, the causes of accidents are exactiy >h# same as the barriers to effective com* -ininicatitB, This will be the first barrier to effective '"mmunicatioa. Ae caa analyze all kinds of human be havior in three different ways. First of ail, -here is a simple reflex action. This reflex action t* quick, u is auto* Y-atie The important wing is that (he re* flexes are not rorsditit ned resources W von cat foods, then there is <*n sutomat-e, .tai- trointemnal change, Smne * flashlight >nto "-nr eve and what ' nen* 'n 'he pup'l- .( -HI close. It will - V This .s n mi* learned ot incondiftc , -e^poo-* Hir i<- patellar tendon of the -ore and vou get an imorr-atie teiee jerk. Hit the plantar tenden sr the > of the foot and vou wdl get :h -,tm# ,`exponas there. This all has to do with umulut and response Vow, there u not much we can do relat.v* 10 the reflex acuca Psvcno'oguts claim ,.},i can modify it to a degree, but we are i,.ncefned with he signal reaction. This i rite kind of reaction 'hat we had vter<Ja>. ^.mething that looks like a reflex action-- v* >if call this a "signal reaction.1* The .ignal reaction is also quick, automatic trig.er-Iike. but the important difference between -he signal reaction and the r*fl action i* (list the signal reaction is Warned or n- lilicned. \ou and l have learned to respond quickly m a trigger-like impulsive fashion. So *he signal reaction is rrfitx hkt behavior, Do vou find a lot of this kmd of behavior ,n business and industry. u driving a car, n industry i f am suft >ou will agree wtti me mat there is- there is a lot of this be havior which is quick, automatic impulsive mgger-liki. \\ ith the signal reaction, the stnnului con trols the responses--a is quick, impulsive nii automatic This principle i* eapecially important today because of the dangers of war and trigger* like reactions. In 1953 1 cut out an article from CoUitn. which wa tomkd. 'Tame, rhe Ultimate Weapon of Russia.* What viU have tn panic situations are a senes ot ngnai reacuons. This U more important to* jay than ever before. Is communication, we find people who talk first and (hen think A lady m our town, who was a perpetual Mlker, was asked by one of her tong-suffer- 10 Stuum <ng neighbors T `he ever thought about what she eras going to say before saying it, 'Why oo," said 'he sdy. "how on nrth -'ould ( think about a thing until f have heard what 1 have to say on tne subject.* Too often m communication find peo ple Qiking before thinking and looking This v.gnal reaction leads toward many kind* ot problem*. Another important ward relative m tins signal reaction is the word "conditioned eiponse." Now, 1 will say that this is one crmople that actually takes a long time to mdentand because ot ihe many implication* -md the -umUr of areas that we find there lutonuuc response*. As vou know, Favtov conditioned his dog- 'o respond to a be.I, an automatic triggeruk respoos*. Your, the corvt'iooed response is perfeetlv all right for a&.mait and w do find thi hind of signal-:3re *et?omc with animals For -sample. wkert a neighbor telephoned Mr Wood of PaeaT'-.'o. Idaho, that his big police dog was rawnmg is hri yard, he told the neighbor t# put the dogs ear to the phone He then red r0 the dog. "Tex. you time oght home * Wefl, Tex was off like a 'hot and over ss own v*rd * few mo* menu later. Notiee the autoracc. conditioned, trigger like rtspoosc. You know, sometime* Vuman beings re spond this w*y too. A Houston bus driver, anempttfsg to crake a rum downtown found tnat a woman drirer, apparently unaware of 'he fact that the bus was moving in her direction, placed herself m a dangerous posi tion. The driver whistled sharply, the woman slopped, looked at the dnver and he then lackeyed hi* bus through the small openmg Asked by a pessenger why he had whistled instead of honking hit horn, he replied. * *bout half of the women drivers will not pay any attention to ham Mowing. How ever, there isn't a dame in Houston who won't wop and took when she hears a man whistle** Well, here we have a very quick stimulus and response. The important thing Hera is to notice how the 'timuius controls the response. Many of you wail know of the frona repnns*< c.f -nd*v.dir*t* For example, those are walking across * ratiroad '-'tuit, the tram is coming toward 'hem, and t.krv nave a troien response Also, the field rat trtetes hts response n (he face of danger and. as sou well know this can be an anti-ufvniJ way of be* .kavor. Now, the reason f Put this principle at ^-eginning of my r-iurse s be-ay^ ,t ,, ,hc ignal reaction, this automatic, quick, trig* ser-iike reaction that leads >nt ail oiner Vinci* of mu-evaluation that >vc wi l p talkng about. It is the first hamer to erfeei>e communication a* wil ss an important 'use of accidents. Relative to signal motions, we can talk ibout two different kinds of hsexts of twfuruaJ behavior can differentiate between mbit s`o l. whfeh IS a good kind of habit--that which uv us 'ime, energy, etc. However the (vpe of hab e are roncerne'l wuh in wgnal reactions is habit S'o. Thu is the bad kind. In our habitual wan nf dnvuw our automobile* or working on machines <n industry, if (he tacts change, 't are un* able to change our wy* of behaving to ht rhe changing facts. N'ow, the difference between a signal re`pen* and a human kind of response, which vie wtl! call a symbol reaction i* that there u a pause, a delay, an observation, some kind of analysis, and then, there >s talk and/or ictioft In other words, n between the stimulus and the response is itu. V'cm control rhe stimulus, the stimulus does not control ,'ou- This is the Axm** kind of a 'fspenJC What doe* this mean in terms of iraihc safety? SVhat dees thu mean relative to the 'erm "signal" and "symbol"* Let m* .uiekfv illustrate this in thu fashion. VV could traui a chimpanzee to stop at a red tight and go at a green tight ;fow. to an animal th* red light is a signal-- it it ".top," or th* grei light U "go'*--at alt times, no matter what the situation is- However, to a human being, the red fight *d the green light should not be a signal-- it should be a jymbef. It mans stop or go. ntovPr. But sre have a number of individual* driving automobile* or trucks who act ax ( the red light or green light 'scans jto*! or go afmexx. Thev have animalistic, signal-like -e-re-nre* no mnMcr wfint the i*iatinn i t ,`N5u? //sttaMcf Safely C :-ngrrrf r'-'tiUi u Have ?v> *r*C -ftfr, J r;ev* Slffftian . P3jfte Vxt'ct) You Mil rememoer that m Orton ``A dies brcwocast ut 19.J4 that there we a beautitul example oi vents of signal re*c<ion* [ h;nk that loday, especially m view of she -Tuoan situation in the lit week or o, tin* <* t mromdoovly imporiam principle. On* 01 (he eauwu or argument*. disagree men's fights, miJundetM.indings and accilent* it the tendency tr. respond m mi* trigger-nke fasrnen. None* How *be ngnas ^action wilt lead into jumping to eoneluIIOI1J. \ \oung woman took a new job and wa* searching for a room. \tier applying <n answer to *e>er-*! ads die round tha me rooms *r* filled. Then on a suburban street she saw room for rent sigo and dashed through the fare at iImt **mt urm't a young man obvious!) un die same mi* on. The lindladv, after answering Hiir tinf, looked at them and uii 'W don't take married couples," usd promptly shut tfvc ioor. The 0ung woman footed si ffi* vounr man and -miled and then .urain mmj ilie doorbell When the ladv Appeared again the *irl s*td, *** am afraid vou don't under stand-- t am not married to this loung min '* The 'andlady case tne girt a brief, blank look and this itme slammed the done m her face. Welf, how often do we find ourselves m heie kinds of frustrating tngger-hkt mirial reactions * The question is how can you and I learn in our everyd*v behavior, to pause. *<t d*la\to analyrr fust a lift/* longer than t normally do- Actually, we do not find this kind of tn.ning too often--and I do mean f'*rniiT. If vou will recall, yesterday we said there --ere at least four phase* involved in human behavior--"ant. there * a happening, tre nd. a nervous impact, third, an evaluation, i way of thinking, suing up the situation ind, finally, there u some kmdof talk and/or act. However, with the *jnal reaction we tv pas* phase Ho. >--there is no evaluation --here is no real thinking or, a* Wendell Tnlmson has said,''This is the kind of think ng we do when we don't do any thinking." N'ow, with the <m lol reaction when we t aue< we allow :lie nervous impulse to reny -p .nfn cortex ond allow the cortex to pfa* a major ruie, Ae know that fie vie.\, &eng Higher center ot the brain, hvs touch 'o do with thinking, wim intellectual1 at- -ittex, with the yr| ot difference* and iifTemulating Literally speaking, if we appt> signal '* tcfioft*. %e rrtjnt animals in our nerrmt* tvpon***. VVe daw t see important differences <r change* on ihe highway or on the job. "hir driving habits don t change wun the hanging facts-- fh*s applies to work i,*hit .* well. It *s so easy t-s have these automatic, injger-like reactions people, situations and 'tunes However, the point is, how can vou and I leans a /rtrww* response, how ran we Stans to sex tee differences m people, m -ituaiicmt and ui thins* gcneraltv * \ iajnous plnlosophet v^eorge Sanuvanu s->nc said (and 1 think this is a pfettv good pHiloeojshv > that the aim c-i education is the ctMidiiioa of suspovdel judgment fiery, thing. t hav* my srudenu underline me vord `eoodition" Wcause. f me. thi* >m|ine* a prvehofogtoi predi#|i<iew--(mtehologseeilv bens able ta say. "I doo'i krow," because at the uwt'WU w arc able (o sav ihn, then hree word* often dangle after it--"let'* Hud out** However, the moment we *ai, 'I know," then, of course, teaming stop*- Votiee how a ivmbol reacti>n can alto 'ead to longevity: *v ^O-vear-oId man n asked what wa* 'P comnhuting factor Towards hi * tong iife He replied. "Well, mv wife and I, after ' married, used to argue a tot and so we lectded that w henever f got mad, that f vould take a walk around the block. And o the one major reason for my long life ii plenty of fresh air and outdoor exercise.*' Wei!, perhaps we r.ced to appH more or here svmbol reaction*. This is certainly true n Husband and wife relationship* e*pen.*Jh rt communication. Those of vou who are executives, how many of you are able to sit back and really near (he other person out or. in the process of listening, do you cut them off (oomitcklv* \r* vn able to listen oon-evaluativelv* Bv this t mean, how* can you and I learn to listen to the other guy with an open mind '* well as with an open ear* It t uv tr. i>!ten to other people and project our own .'eirww i.-^ivngi and -5UF **n Jivuinp'-Aos into iheir 'Ofds, such as "I Jont agree, `.uuti rui,' rrc However, we are not really ging on >ke>e channel of communication when i* <i ihu. Tf-errjoi-e. the s>mool reaction is one <m* jorur.l technique in communication in allowvg us to get oo the other 'ellow's cnannef if *x>mmu(ttcatian. Tins i* the scienniic method. Tbs is what the scientist docs Bertrand Russel), around the turn of the cen'urv, vaid. ''NShat this world needs is the ippuauon oi the scientific method to ev er* iay Hisnaa behavior, j everyday human problems." This .* certainlv true today. There is a philosophy of science mat esn 'x applied to ever-' day hunian behavior, that -in be -ppi.rd io management, that eon be applied to eommiffi'caticn, that ran be ,vp Aird *o vate'v <i all kinds. From my ex ;er>erCT I have found that thcae principle* ave implication* and applications m manv, different area* m safety. vAe kiv;w the dangers of the snap judg ment Here is where we have the signal --aciion involved. A <nap judgment it likely ' be a pad judgment This was Sound <n an eighteen month study by the ftOTC Those -vho consistemlv make good decisions used all rhe time avatUbte <* <hem to vtudv all of the {act* and. as might have been evpected, the intelligent individual made bet ter decisions. Notice how subtle this is. Notice here tun different reactions to one situation. When Orson sVeHes made a scare broad cast, a student nurse, who tuned la during the middle of the program and had not Heard the explanatory introduction, became H>ster*at. She ran screaming to Miss Mur.lock, the superintendent of nurse*. She said. The men irem Mars have landed" Mis* Murdock switched on her radio and oedy .-Mic minute of the carnage was enough fr Her. She called Or, Hannan and said, "The mm from Mars have landed in Princeton, some have reached New York and it is totally* destroyed. NVtet shall we do, DoctorI Shall we call out the ambulances, the doctors snd nurse* *" There a* a moment's pause and (hen he dry -.otc* of the doctor came over the Mire- "Let me see, mv appointment book tv *'! filled, ?(! :he "en from Mars '*'4! I ui tw *bi* <u ><e T'omiflg t 10 o'clock " Twi'-v.' *J), here jou have one niuaocm out 'tio different w*>* of behavior 'gain, in driving our ra/s or u ctrnimumestiRt. remember that (He signal re- .iction is the firvt Umer o effective com munication. it also the first cause oi KCidentS- Lct me verr quickly gne vou some general > ndusions Remember, the svmbol reamon v a human knd of response VV* now dud jur ps?holo. fiferature showing the df- ;rtenre oetwren a coodttioned response and i ronduionai response, which u appropriate - r humans, l remember I Had one exerutive in s natt iti `'an FranciKO who said to me "You mean m **v that if mv phone nngs I sfwuM )>ni hwe a conditioned response and rracn <or it right away'* I said, "No. there should at least be a lade tut of a pause, a little bit ot thinking, some aegret ot conditionality." He said, ".Veil, when the phone rwtg*. I peach for it." *-0 t asked, "What about if you were at lur fmend's house?* iVell, *9u set. there should be s degree -1 pause, a higher degree of conditioiuitty We should not allow our lives to be com pletely controlled bv our language environ>ncm, by others. Therefore, what are some of the con* nmion* we might arrive at? `Alien we behave m term* ot signal feacinns uc are copying animals in our re -ponses; we are reducing the human level ><i response to the animal level- f don't know Iiow important this is to you, but to me tins has tremendously* important impUci'ions. Most oi our mis-evaluationc start with the reaction. Ail of the other mis-evalui- noni t will talk about also start here. In the nook t am writing, t indicate 12 or 13 dif. (Went kind* of mis-evaluations. Mtsuadcrbinding, of course, a only one of the kind* ot mis.evaluation and, further, they all seem to stem from this initial tendency of re sponding too quickly. Therefore, if you and ! can team to pause and delay for only two. (cconds, 'he other mis-evaluations will not tend to follow. The two-seconds will illoiv U '-'C? Vattonat Jitnyffts d i\,,t j.-wi 4lo c in up , the />(>{, niisutr brother in-pUcanon--when .* Jon't orient ur uve* by svtnOol rraeuons we Jo not eh- ;.-'ir the world ui reality Here I want you a underline U'e ryd `'abn.e ' We tend > `-as* in immature and superficial per`pec e and undemanding 0| th>ngt One of the -n*portant results at the *>tu-ol reaction n :*at e become lactuaih >fientd--'K set down o the non-verbal world of rr*iit> and. m making decisions, .-sur decisions have a higher degree ot pre* Jietabuiiy Thu u the modem, scientific lefimnon of truth. \ signal reaction leads toward ignorance * lick of .now ledge about many things. Ae couid talk tor a long time aoout this. Finally, n^nal reaction* not anlv *ead inward misunderstandings. conflict* and con tusion. Put ihy alto may lead toward inufiou* actions agaimt other* Hie other dav we read about a truck that went through a light, nmmtd into the back >f a Pu* and a number of people were in ured. \Wn >t u *o easy to respond to a nop" or "go' i'ght a* if it were a Signal, i* if there <* not another car around. I feel n must mm * m the direction oi conditionng conditional reaction* among driven or among individuals working in industry. ! thtnk television has a tremendous impact as an educational force that has not been utilised Hus far The National Safety Council must 0 much further ui utiliring television in rondiuomng nmOoi reactions tn people. New, let me attempt very quickly to put town the five differentiating characteristics between a statement of fact and a statement nvoivtnjj an inference. [ do believe that this v one of the most important principles that rvj md t can apply. There are it least two different kinds of mtements. There is a statement of fact and there is a statement involving an inference By inference we mean a guess, an assump tion. a belief- By a statement of fact we mran a descriptive statement. Naw *hn, with regard to the differences between a statement of fact and an in- leronee. The first of these ts ihat a statement of i,vet on only be made arfrr observation, !cr ruti .iav observed `omeUung, wherea.* a inference can e made jnytam--he-ore. during or alter observation or, u u usually In* cave, utih no observation *1 all How ouen do we pass off our inierenre* " i! :hev were the statements of fact and this. ot rourie. n what gets u* uuo duiicuJn Hake all the tmerence* >-ou vini in fact. -ur lives are hied on the inferential level A dnve our cars, we work on our lobs, most of our oehavior u purely on the infer* -mtial level. However, she difficulty cornea when we act on these internets if they were factual, ''umber two is the most important char* ctemtic--a statement of fact siost :*xtfi what can be observed whereas an inference iv Peyvttd observation, Can you make a 'accmeru of fact that 1 have money in my cocket? Tl-at would be purely oiterential 11 v-ju make that statement u i/ il u < >!jtcmsnt 3f ,-jcf. then you are going beyond what you could observe Notice tius example here mother rented a room tn uur liouie to two boys whom she did not loiou. She was a little wurned at first but in a tew `Lays *ne tapped /retting. "They must be nice boys,'* 'he explained. 'Thev have towels from the t'MCA." ` Now. we ran make a statement ot fact t i descriptive statement, which is a state ment which adequately represents the non verbal world of reality. However, who* you vnd t jump to conclusions, we bypass the letcnptive level and we pass on our infercnees as if they were vuisnents of tact. Therefore, as you can see, they are on different orders ot abstraction A statement >i fact, to the mother, would be, "they have towels with YMCA printed on them." But to say, "they must 6 nice boys,** "they ,tole uie towels," or " they were at the YMCA" is purely inferential. Now, notice how subtle this is. Again, we ire not saying you should not make infer* tnces. A man, accompanied by a small boy, entered the barber shop and asked for a haircut When the barber had the boy in the chair the man said, "1 am going next door for a beer white you cut the kid's nair" Wall, the barber gave the boy the Mircut and then waited for ihe man to re turn. He finally turned to the kid and t-t I j [ Jtttew i liked. Where, tor Pete's sake, did your ather go -o * The boy replitd, "That tint `ai.fifr He's i mn who stopped me oo .|,t urw jnO ivked m ! wool.I like 0 t tee haircut ' `.ell we *r jii ewmmurflly oftenung our tvef m >erms oi mtcrencc*. Uakc ail the .piference* ui, but vudem b*gw .vhn 'ou are con-cious ol un that you :fc couig so. Wvuloas begins when you .nn*i the difference between vour mfeitnces uid itatemenu oi tact. Nejiv, -nxice tnis muauon--**one utuauon mi two different wav* ot behavior. v well-filled bus *-aa proceeding down > Boston thoroughfare when a truck cut r-arpiv Lmo us path and only the bus dnver s iuick win vnd vcitort prevented disaster \jfrd and stukm, ne voiced his estimate of the vanishing truck, driver s character, origin e.4 mode oi life >n words appallingly stark. Thn, remembering the audience, he bash- iviily turned to tae* them. But before he rrtvuc *pe*k, a little white-haired woman loresuited his apology. ' My congrarulatnons. * ihe said, "upon your .i-liTiinDte presenutton ot what we may voienabiy ouuine to be the tacts.1 '.Veil, this is one situation but two different wivs of behavior \ third difference that a statement ot -act approaches certainty whereas inferences have iow to high degrees of probability, 'o*, normally 1 would take at least half an hour with this because when we say that it -jiproache* ceniuniv, then we ire getting -nto the area of philosophy, most specifically the study ol human knowledge. Can you oe certain that vou are now considering problems in communication and safety? Can you be certain that you are bow listening io a lecture? Can you b certain Uiac you ire not now three tunes u large u you were when you first came into this room? These are problems of philosophy and -oenusts have stated Chat we cannot abstract ill of (he knowledge. We cannot be certain, the only thing we can move toward is the achievement of low to high degrees of prob ability. Probability is a characterudc J the structure oi the world of reality. Simtein has stated it this way in his bock. The ABC of Relativity." He said, "the .mtwer to the quesuoa is briefly this---that is :->f as "i -A*s ji matinma:,cs arc ccr Uin. -hev do not r?-er to rrauty; -ifid insofar as tnry rner -o rctuiv >nev are -enam. in mathematics ^nd <n l^gic. we can gtt ertaintv by definition out tfie moment >ou ind f talk about me ugrld of reeniv. we ire m vfic ralm of probebiiiry. Now one of the ousts of accidents and ine ot the problems in mter-personal rela tions is what l cell the wnonriicn ot err'unty. How easy it is tor vou and me io assume more know ledge than w e really have. Notice how tnu assumption oi certainty < ids into tumping to eonetusionL When a icaJoua huibaivf found a enaa i UlUold ui hut car, he immediately drove to the address shown on ie <<ietmncauon card m the weMrt. He rang the bell and when a mm answered, he gave him a sound thrash ing and warning Monday ihe husband was fined and given a suspended thirty-day jail smitnee in Municipal Court The swaer ot dir billfold had moved irom the address -Kn his idcnufication card. Notice how easy it ts to jump to cooelusions! You and 1, if we are gouig to Cave a higher degree oi predictability in a .>.dd ui probaliiitv must employ wnat 1 -ill the ojiumg'ttam oj proiho&dity. How mu<h orobabiltty is imolved, tan only be teiermincd by each individual situation, by the fact* involved. There are two kinds of beliefs which make no sense m a world ot science, in a world of probability Thu is the person who believes in everything--*ho falls victim to charlatans, the con artists, esc On the other hand we nave the opposite extreme--the skeptic, the complete skeptic who believe* tn nothing. You and t obviously must have some blieft. The moment we dnve our curt, <so matter what vve art doing, we have to believe in certain things. However, it we are going to be scientific on the fob or in communication, we must employ what Bert rand Russell has called "intelligent skepti cism." The more l read about what the scientist does, the more l run into the word "doubt." We must doubt things a little more than we normal)}' do but we should not move alt the way over to the area of the skeptic. 15 /?&? .S'jfiouol Cvngrrtt in ishcr w.,r4s. .vsilt int?;.<gent v*r?ti- ssnt, ^gr degrees oi beuef ~r skepticism go and down depending upon the 'ac's of ejeh i-dmrtual situauon must . n> k i ifw wore questions thin ue nor mally do, The assumption of certainty doe' `'ot allow us to do hi, because itt cer tain we know what uie omer person mean* One ot tne reason* wh* e ruve contu sion between a statement ot tact and an inference is because they win t-ook exactly the same on a piece ot paper; they both have he tame gvamirutieai structure and you -nnot te .1 c . 4:e.-nent is a statement 'i ''.set or ".serene* mecelv uy inoting at he 'tateirrnt inch You must rheck u .nm -r.n-e*hal uvortd of reauty ... Mice iQ" -utiMe :nis story is and how i.s?tua it sounds In the nest rnwt) -in *rrognt rooster `,v\ gmng chase *o a riuttery iittie hen. 5ne scrambled into the tugnway to escape him and was run down by a truck. Two .-id maids on a nearby porch witnessed the -raged* \ ,>u set.' said one of them with in approving nod. she would rather die8" 16 THE DANGERS OF THE ALLNESS' ORIENTATION IN COMMUNICATING (Third Session) S'ormaJly t start off teuton by asking .1 rhetorical question, because you saa never tell it you arc getting across or ti your "'a** getting the important implications. I im 'cjUs' putting myself to a disadvantage vhen f ask *-o many individuals this kind of a question. But I believe we will have a general feedback while when are coming in. \re you getting anything out of these .'ny morning je'tians* fr# they meaningmi io you so tar * Yow f asked that for *ht* reason, ar.d '#'* reason alone, t have tound. with groups that t address 1? or 20 hour*. In the first hour or mo 'hey are utterly confused, as ,ou mas* v*m well have been, because of my technique ot lecturing. As some individuals indiated to me yes'rday*. "You know, in a way- t have never Had anything tike this before, Thi* it to tally different. *.rd yet on the other hand, it >s alio the wav 1 have been behaving in the past or the way t should have behaved, except you are perhaps defining it a little more systematically " Science u nulls* uncommon retire. Cora* mon sens* tells us that the world is fiat Very often we have to apply uncommon sense- The trouble with common sense is the tact that tt is lust too common. 1 think this kind of orientation has many applications and one ot the reasons why I am paracularlv happy >o be her* at the early morning session* is to carry on what I consider to be the very important work Dr. Irving Lee started. I hope that you find the material usaU*. important, because 1 have always felt that to be entertaining is one thing, but to take something home with you is something else gain Tomorrow- I will talk about public speak ing. the psy chology of persuasion. You see, there are several different pur poses is speaking. You can be entertaining, informative, convincing, or. finally, you can try to motivate individuals to action and, obviously, those of you m safety or even in ihe advertising ncid. ii you dun t achieve number tour, >ou ire not '.fry successful 'A f v ill talk about hat lumorrow T. he entertaining ,s me uttng. But to t-e imormjiut. m Have vou lake something home that vou can use and in mm which 'ou r^n teach others this .* -he important dung m<l perhaps, ihe only lumHcaiton oi a 'racher *o I io hope that you will Hnd thevc es*ion< important in sour own work vnd pertiaps a *,vs ot solving some CJmmiinicattcn prnolemv, seeing tommumatton problems i ram a dintmn poirt o? view f1 e Hurd difference between a vuiement ui tact and an inference was the fact that i uatemem of net approaches certainty. Vienin, 1 said one of the causes of accidents, dunce i am not talking about thf cause ot HPdenn, because m science we `mow there 'v nu sucli Hung .vs ihe cauc. Science saiks in terms ot the mulnphcits mi causes, v *e may has* to talk about mam factor*' hieh catt*e v panic -lar effect. Himes Huw this run w orienting hiv Uie tt terms ot protointitv The bill for the lunett in me dining car wav ?1 45 Sfv boss nulled out two one-dollsr bills. The witter brought tn change, .t nit* cent piece ami * tickle Mv boss looked up at the waiter, who jaacti voiemalv at ih* change trav. With a grunt ot ..nnovmce my boss pocketed lie hali dollar .md to itt* astonishment the waiter grinned widely, 'That's alright, sir, ` he said, iu,t gambled and lost, lust i^mblcd and lost*" Now. miher tharwcitmtie. a tounh characiemtic ot a `intement ot iaet is diat *e c-,n make i limited number ol state ments oi fact, bm we can make an un limited number nf imerences. It >s the c.iMcvt thing m ihe world to make inferfncts. It takes no me, no energy, md perhaps this is one of the reasons why we pass off inferences .is if they were state ments of fact. For example, this eraser says,'4 The Weber* Costello Company, Chicago Heights, Illinois. Weber erasers alvvav v retain their shape." vnd o forth. 17 :'7t2 .Vs/uhm/ Sstrty Congrttt Make a sUtexeem 01 fact about this? I near very many. i'FLOOR ''It u being held in your sand,") it it Being held in mv hand. fire vti certain about that* Thit gentleman says it Held in my injer/ He it learning. * FLOOR r "It it a tewf) tt it i tool or may be u**d * a tool 'FLOOR: '{t ha* a label on it. ) v. '.united number r.f facts fir* you making a statement 01 'act that it says. Weber Costello Compam ,/i it ?" t'Crie* o ! can. but vou cant. But nn you make the statement that it w-as mnnuractured by the Webev-Costello Company m Chicago Height*. Illtoon, that of court*, it an infer* weNow rrmke tome tmerences about tjuv ' FLOOR It eppears to weigh lest than i horse") Well you don i g >"'o 'rouble min rh, Wind of an mferoice. Without pursuing it turther, do you find -ourself ^tychologtcaiiv ypemng up? Do i.-w tee that mere ere anv number ot nitrtrvti that nan be made* 8ut notice again whit happens with the assumption of itrtautty. Mar 1 rj-peml that in ihe world of prob ability the aviumprion of certamry it a bus* evaluation. This is what leads m(o a lot of difficulties. Mow see have made a distinction between a statement of fact and a statement involv* mg an inference. But when w# behave on our inferences at if rhei were factual, (his -an lend to much difficulty Notice how thit next example is on the hthavutroi level, not lust on the verb*! level. May f say this >t what gets us mto acci dents. f am not owf> taking about traffic afetv, these kinds of undents. but in in dustry as welt fhti happened cn Chicago, `The widow ot * man <>abbbed to death ,n what police called a husband's unfounded mlouv rag* wept unconrrollably Friday at ihe irtqucst. Mr* Louise /ones, testified sbout the last words of her husband, fun, i4>,,.re f<e died m a hospital. Louise 'here ** ac^ume-it. she quoted hun as uyusg, the guy *** =r*ay "By guv. according fo police tne was referring to /ack Sfi.ihams, a hoodlum bong 'umed for the slaving "`What im 1 going to do*' seabed me widow My baby is an orphan. How can 1 tell my baby about 'rst** She !eved him vs " "Her baby is Debb'e Lvnn, aged two, "K witness told about the stabbing which -BTcurred *t a Bunding under construction. He is ,'ohn Fomihe, a plasterer He said he and tones also * plasterer n-i mother ,i irknin urn- %. .uiide the proieet esiing lurch and tw^n talking about cars. *, -tew ,-ar pased, h? mid, and hr whistled and said. Lock at that one.* ' v woman teross 'he street `tared at ihem he related fi lew minutes later the wiineis said Williams came rushing up to rhrm and demanded. Don t >au ha># any evpect (or a mans .site?' Williams then drew a knife with a four moh blade and plunged it into /ones, the witness trsufird." How often do we lump to conclusions' How often .s our behavior on this infermoil level, lumping to conclusions coupled with the assumption of .-ertaintv* Notice this ease here, and this < whv I ,,n, c-fwcwUiv, police officers need 'hi* kind >1 (raining. In teaching public speaking to the Chicago Police Officers, what thn rally wanted was more of Genera! Semantics We .til need this kind of training! Make all the inference* tn the world, but thtek your assumptions. Notice all the evifence in the world against this man and -,et thit is purely an inference This hap pened in Norwich, New York They had trrestttd him for drunken driv ing, but he 'misted he was sober Poliee said hit eyes were glassy, hi* speech thick and his walk unsure. Roswell Woods was ;>\*n the usual test. He was asked to pick up a corn from the floor- He couldn't quit* make it. Kc was asked to blow op a Hallooes u a test- He couldn't do it, He a as taken to court. He pleaded no* guiltv and asked for an attorney 'Before t jury, the 47-ywr-old veteran 'inrrt himself accused- Hii attorney. Glen 4 a*k*d Wood* to <tand He did. IS ;<*nw S It hij icsnned that sour eve* i'fit ^iassv. the attorney said gently, T> accused pointed io ins glass eye placed there after he had lost an eye m turtle. ii '' `Ii has Been testified tliat your speech f >.as truck*, ihe lawyer continued, "The defendant, speafong with difficulty, -a>d he had partial paralim of che throat. *ie results of one of J7 iniune* received in me line of duty in the South Pacific. , "U >s uo testified' C>r*er on. I 'i>at you railed to pick up a cote placed ! >n the floor' He brought cut that Moods j been insured m both lees ard i*id underJ ;one an operation m which part ot a bocc Im one leg was used to ref!ar the ihatterid xme in the other. ''Woods wav unable to Moop*. t-t said. ` ' 4nd now, the blowing lj of rre fialioon'. 'he attorney said, 'you couldnt b.ow it up. .ould youf' "The defendant replied, Ion half of my lungs m the war t cas t exhale very wtQ.* 'The jury retnmed its verdict quickly, boc guilty.'' Wiw before you cam* to this particular early morning session, if yoe fiad hxd this fsndcnct prcsesitcd to you. what would your judgment Have been--drunk * Or would yo hu uid, "1 don't know.1* Executives need tiui kind of training be cause, again, if your decaiioos arc g^utg to have a high degree of predict*bt..t- 'v must stay on the factual level as much as ,ou possibly can. But at you well know, most of vour decisions are predicated os inferences and you have to know the degree ' if probability. The fifth and last characteristics of a -'atemimt of fact is that if we t-ra;. ihe factual level, agreement it much -ire pos sible. Whereas, if we continual]v stay am the inferential level, duagreement w-'! . ally follow, If you make a sonacLe analytu of disagreements you will find them so be on the inferenual levaL Let's take a hypothetical case hrt Lee s ay we have a box of matches. I say there are matches inside the box and you say there are no matches inside the box. Which one of us is right ? We doe't know. Mnc-Itt, how ito ivc find the Tact, the truth- W? open the boit and see. And this s very. er> .r-pofum, occauve 4JC0 '"ars ago we would have ioned problems bv argument, by reasoning a.onc B.ii modem scieBce. the inducuve method, the empirical `method, the expcrimcmal fretn--xl sa.t "1 font iaiaw Iri s let. Let ' '--xf if you want to solve >our probloss, a>p latimt ind do. One of the reasons we <Jn not **Ue prob* fems <n busmen and -rtdUfin ic.Ui , W* -*usc we -pend in myeh urn* arn-mo the onferoKe tabic sr^vuig when c shoold he scientific, nop -atkmf and icTtic ihe problem i* the expcnmentxl -neit-^i Here i a i;tle prebJm 'fiat pttlr*f mm -or many >rrs. Let's a we have two mbber bills hanging at the md of r>n* strings. If l btaw sir tn betwmini '^e -wo tails, which wir will jhf-r ngir, ourvrsrd ->r mward? WTat would logic tell us. Out ward. But all you nave to do a stop eaJkntg -nd do sad tou mil have me solution to the profeta^-thry move iB-weri This alone could take a three-hour lecture vd it is so trenendovaly ozrporcut because iCirwre btfam tchtn iaikm rtappti and on* pineal, fjrperuncr.tal venficaeoR begin. Alright, let me finub with ihu one ex ample if you reeali the tittle quit ( gave ,-5u, the man standing on the comer -ra ting for a bus, somebody wiika up behind V-n >nd hits him on the back and he turns iround and hits the other man. Remember hat your answers were, against this illuj(ration in the form of a first-person narra* use "Mm are comics." she said smiling dreamily. N'oc knowing whether this indicated praise or blame. I answered noncsoumttsUy. `Quite Tie* ``Really, my husband is a regular Othello. Sometime* l tat sorry l married him " I looked helplessly at her. "Until you explain - - I began. "Ob, f forgot that you inven t heard. Atent three weeks ago t was walking home with my husband through the square. I had a targe black hat on which suits me awfully wall, and my checks were quire omk from walking. As we pasted taidcr i <irt light a pale, darkhaired fellow Handing near by qlanccd at me and niddmlv took mv hutbend by his sleeve. lb 14'V'v `nfr-,-tt ^ y- ' ''>'ovid *>u t !.*KJ -if *ah i -ghtv .11 `ne old hack numbers m me -ni papers M 1st l found 'v `'it 1 was .-w-king tor. a ' *'exaeder nutted `nv arm away, >ioop<d 1 ort noie . the aenden* column town and quicker -^an hghimng 'If was entitled. X'nder me influence of on (hr -rid sv.in i bric> He t>il !:ke * >og Awful" funk * ^ csterday morning -he -eepers oi the v.itiare (ound on a bench 1 vc-urg man whose Why what on evr*h made war huvfund papers showed him to he of good family Cft lealous of a `(riogrr ail of sudden'" He had evidentallv talten 10 the ground She shrugged her *i--ulcers "! told .i Tien ire ve*> o.ot'c Bidding Her fare*<,i f <rn hi -.nd at the torntr 'line jff.n vrr Kmt^nH "He'to, J|d chap," I usd, "They tell me \-5u have unle ixi a state of extreme intoxication 'od had broken hu head on a nearpv bnek. `he distress of this prodigal's parents is i.idewnbablc." That ends the narrative. irn breaking people's heads," Well, how mueh about what icu and 1 He Hunt out laughing ?o ,011 have been talking to tnv wue' It *as jelly lu<U that hrtck came 10 pat into mv nand Otherwise, fut think, l had about 1500 rubles in my rwek and ny wife vnt wearing her dia mond earrings." 'Do you think he wanted o rob sou*" '-i man accosts tuu m a deserted place, 3*k$ for a light and *m hold of your arm. What more do you want Perplexed I left him and walked on. 'There 11 no catching ou fodar." * tiered fead m the newspapers is (rue or facmaJ? s,Ve dan t realty know, do we4 \nd our ability to corroborate or veruv `at which we read is practtcallv rer- 'V.> t.,-jv.L there- i'-re, our reporter*, our -uumatms. nerd 'his k'hd of training' TV >*. 'ween a statement 01 -set ird n t Terence bright, m tht* is the irr>er r. effective communication. T1 e orsr barrer to effective eextunurticati"* wa* 'V g*iJ reaction and the second lrr;er wa* , i--pinc ** conclusions or pasting off inference* a* ' 1 *hey were statements of fact. 3 'Oice y from behind, f looked around and *aw a friend I had nr* set eyes upon i<?r three wrttkt. Very quickly let me give *-.o me crev elusions on the fsct-imernne* hnnciple. .`.fake all the inference* sou want. I am "lord," f exclaimed. "What on earih 6ns happened to you?* not saving that you mould not make infer ences, but check your inference*. Know that He smiled faintly and asked m turn. "U. are doing so and know the difference -ou know whether anv lunatics have bevrt `-'Ttiveen she two. Don't pas* off interaser* at large lately* f was attacked by one three is if they were statements of fact and dent weeks ago. Jt left the hospital only rodas " 'ecept ether's inference* is tf thev were With sudden interest t uid, 'Three weeks -tatemems of fact. ` igo? Were you sitting m the square.'" 'Yes, I was. The most absurd thing. I v,i sitting tn the square, dvrng for a smoke y>o matches. After ten minutes or so a ccntlemnn paves wuh some old hag He vis smoking. I went p t him, touched him on the sleeve and asked m my most pohle manner, `Can you oblige me vstth a light'* Lnd what do jou think? The mad man stoops down, picks something up and the next moment I am tying on the ground with a broken head, unconscious. You proba oh' reed about it m the newspaper."* I looked at him and asked earnestly, "Do you really believe you met up with a hm.ihc '' "1 am sure oi it." f think yon and { have to ask others, how 4o >uu know" a little more than we normally do Sue I think it is also im portant that we ask ourselves. Did >ou ever a*k yourself where you got >*our in formation trom.* f think it ts important *hit we d<* the lame 10 ourselves Don't on inferences as if they are tactual and nth a higher degree of probability than fhey really have. Orient your life in terms >i the assumptions of probability, not the assumptions of certainty. Check your as sumptions and be willing to s*v, in effect. 'I don't know." N'ow will you please take out 1 piece of 'Cr.nch paper. 1 would like now to go on to the third bamer to effective communt- n hour afterwards l was eagerly digging _n,iion, as vvt)!, as to the third cause of S3 jttnon i >:.dents, .> `trer -,n the i'ig|iwv ->t J\ ->jjurv -u wul number please, one ' rough i1* mu I will go cry, -er-' quiCKlv it meie .md a .eminar '-* -iq I unUervuno t'e ff*nit^rvan5 Be a nitie *- -'fi n- hc hireciioos, plose. FLOOR "l.?ue ihe rhaik to wnte ux, t un going *o read 19 words wd all you i,e to answer *s of 'no.' i am .'<iog -o aik '->u- do vua Know wnat or shorn I mean wneo 1 uy The lint c.ne 1* President Roosevelt. L)o ju know noffl I am referring 'O* I will . > quite quicklv js w* d , ordinary com even 'wo '> 1 L>r Herman went around vn Dack al the `Urkbcard and .vrote it on the back ) lit- t rmundcrumd. One me a directive >i>at | rannnt possibly misunderstand c>w ki are learning -ilieiit some ot (lie ,n.titr* involved in human communication. 2 Prrstuent Trutnan 5 Strike, i Time. ' Harpers Magntine -M..OOR VSrite 672 on the top ngnt "and comer wttn the chalk on the Iront of die board. '5 (Dr. Berman wrote the numerals, making them very thick, using the <ide of the chalk, h Life 7 Star ? face V Glass to. Ford, tl. Lincoln. 12, Washington. i ] Elliott Rootevelt. 14 Franklin Roosevelt. ii lack Benny, 16 Rochester. I?. Lucky Strike. Ig. Cigarette. 19 Camel. Okav, now let me so over to the beard. I have a piece of rhaik here and an eraser. Vormaily. ui a group of JO gr va, I eao p> all the wa> around the room and mtsimder* viand anything you tell me to do. N'ow we are concerned here with the problem of mitunderttandtng Uhr do *e misunderstand e ' other? And let me show ,ou how easy it 1*. Give me s directive, afay I sat this is inly a vcientinc experiment. Give me a directive and ! bet I can misunderstand uivthmg you tell me to do, t FLOOR r "Divide 67 by ") (Or. Berm-in went through the motions >n the air.) Oh. on the board ? I am sorTy. (Dr Berman wrote it on the board with out using chalk.) (FLOOR: "Rub it out.") Rub what out? -Vow you see how much luce this takes, imt this is tnc most important part in (his 'int 'he end.) Did vou want me (o do that? (if did vou want me to do this? (Dr Berman wrote the figures in a "nor mal" (xthion.) The last one1 Then I mLniodentood. i FLOOR . "B quiet, now.") OLay, l will he quiet. (Speaking very -oh)?) ts this quiet enough? H this quiet enough? .Vow is that what vr>u meant or do *ou >tm me not to talk? I TMsundorstood 'ott. right* Oh, now- l j-e Emvtem has va*d >-ou cannot talk sense mic-t- - i until vou include the tourtft dimen"w si *ime. \nd, you didn't > when. >\ciL e are just lUustnung tome of the ' anaUee utvolvetL This ts a scientific demonvtrat-.un. But have you. us >aur job. rrer civea a simpiev >pecsAc directive, and. for jc.e rcuoft or uiother.it wa misunderstood? There was an example in business. A iady went to a stationery store and wanted to tnme stationery primus and to have her initials engraved oft the stationery. The lady in the rtore wanted to know where to imt (hem, in the upper right hand comer or the upper left hand corner. And the lady said, "N`o, put them m the center. ' So the stationery armed with the initials equidistant from top and bottom, left ''nd right. They were in tht center Well, misunderstandings are so tremen dously simple. Very quickly I want 10 illustrate writ 21 KiQj ,YAnd< Softty C'jwgraar ** raww *' e have ainmderttand>0*4. 1 >r.i < 4II >i /* *0 back to th* little !' Nutnoer ->nr, * -a/iv * '>* <><- *' *or numtxf un* * Alright. and How tun*' 01 **j ad no"' Otn Veil now. -Hit wcuid be interesting to (jive sou 'he <)uit txfore >l>e course* and men it tne end. decause I have found, m * often* as .a consultant with executives, th v^rnemtous n imher ot '*' at the pegtn* run* of me course m contradistinction to the numter ot `l don t knows at the end of he course In <Act. >n looking oier some 01 the ests, >ne o tht executives actually got Mi He said, 'Do you mean to say l was hat oumb *' Well, he learned, In evaluating these rests I found th.n ver> man. without -s.eotion, had improved 'us gride. Thtf leant that he was more conscious 0f tome -M the vanaoie iacrors invourd in semantics md communication. Number one, what rr wttn is President Rooseett * Mnght. number three third smke, Kcw man of >au had "ves" for number three 1 How about you3 FLOOR-' i Am . .n..iWe r.-rc ; ... iom the third strike ,n a baseball game ' 1 Or. Herman t was really thinking of the third coal strike m l(MJ, very disastrous to 'he econom' ot me country '* right, the probability goes down. N\imber four, how many of you had "yet'* or number four* 'FLOOR "Time Magazine.*) No. I was thinking of time as m "time narchet oa* Alright, number five, Hamer s Magazine. How- mans- of you had Nes' tor that* `Aay. the probability goes up- What did f mean by Harper's Magazine? ! FLOOR - "K monthly publication named Harper's Magazine-") Veil actually. 1 was m ihe Air Force ith 1 man named Harper. He waa a 'wchine gunner and very often we used to icter 10 Harper t magazine. (FLOOR. `'.Sell, President Roosevelt <r.ime to mv mind, tnat he was me President ot the United States.") 1 am kidding 1 got that Irons an Air > ore* oi'fieer Harper's Magazine--* high irgree of probability. hu is that * FLOOR; President Roosevelt "1 One* of '"which oneJ") vFLOOR. "Frank!in.'* f *vt thinking of Tcddie. Now notice. 1 asked do ,.<u know what >r whom f mean when / say. 1 know that ;ut4 know who yi?u mean, bright, the first "mg we learn is th* concept therefore of orooability. With President Roosevelt, per haps .t is jO-30, assuming there are two, hut there may be more, pres dents of com panies, clubs, oattleships, etc Number two. how many of vou had "yea," sor President Truman1 t'es, the probability goes up. Meaning Harry 5 Truman. Now, can >ou be certain ou know whom I am referring to* No? Again. notice the assumption of certainty. The reason we Pave misunderstanding 11 because we ire certain that other people "itderstand us or mean what we mean Number six, "life" How many ot you h>d 'ses" tor "life1' %\ell whit should f be* It is ambiguous and this test illustrates <ne ambiguity ot Language, the tact that *iord* mean mam things. Number seven, star" How manv of you had "yts'c" Did you rind yourself catching >a<i and starting to answer a few more no's -iround the 7th or 8th or *hh? Vurnber nine, how many of you had "yes tor glass1 Anyone? What did I man? (FLOOR Whiskey glass. ') Whiskey giassl I thought t saw you last night at the bar, Verv often an individual w II say. "No, I am talking about the chemt- at substance. Glass ts glass," And l will say, "No, window glass is not the same as a whiskey glass. I think.'* Then they will say, "No, f am talking about the chemical substance.'' Then 1 will say, "Yes, ckay, but I was really thinking of Soaator Glass." Remember the importance of asking only - - .r"ion, if vou -*-iru <-> eliminate or - `nisiinderuinditig No mat'er iiovv far down the line we go Ml words are ambiguous and we will see wny. '.'ra/wa i < '-ad * Muueiu r^m rnnciicu .`i m ] retired gen^ni "-ow * president ,! i company. He tame up auer this per* jvi.ar eemre xnd ne was laughing. He Mid, iou know, this a the nnt time 1 'itr realized why i have had so many nus- ovderstandiflgs the pest twenty >ears. t nswered ves to everyone." Ml let us note talk about a psycho logical phenomena. Let u* nil this f-rotttnon and muunderttandmg -,4 have luvtrated sh< we nave misiii'feruandmgs aireadi First of all, let us 'iik about language usage and see what we in learn relative to projection sod mis understanding. Longuoje wtufl* Number we, uJrdr are mipmuewi' They caa take or can have many meanitgs and you and I mu*i be conscious aI the ambiguity of language. When we get wo misunderstandings, we unconsnouslv iisume ih*re is uoiy one meaning for a -lord. Obviously it 1* our meaning. \\ UMl rxain-ning w.uiiirvr ni{u<?ees mtu Me a"v, tlie ^'<!or ncf<c,'i tear on one -wm -vnd asked nm iiow nr gut it I got it from o*-ng .[rugged.' -aid the nductee- The doctor faded to we the isnnection >ml asked him to elaborate The inductee said. V.eH ! was working a ranch and the horv sotted, mv toot aught m a stirrup and 1 was drugged" The Lord's Pra>er nas had to stand con siderable abuse, especially from ehildren tr>rig to imra it from poor enunciaton or mumblmg congregations- One small child proclaimed ' Harold be Thv Name." Another begged, "Give us this day our leilv bread." A New York child petitioned. Lead us vot into Pena Static*." Alright, let me ver? iu* *!v. >n the two minutes allowed, at !ost f'e >eii ah intro duction to this ceeccpr ot communication. If mu look at the KK> most used words here are at Imst U.OUO d-tfertm dictionary lefimtionv tf `su look at a large dictionary. OU will see jO, or iO dAFrr-n- defiattMcss vf some words. The word "tine" rrjgttt reter to a insight me on paper `me up. a line et gcod^keep >n Use. `what s my Ime1" ~4.c network, ?lfphone hold the Imn baiUe.mc. eqAtoe, ..i.me old `me. hold the lute football), finish* ng Sine, fishiag line-*- c-xiil go OC in definitely Rememfer the amPtgutfy of lan guage ^ecosdJv. rrranATgv are detrrmmed by r rxpenences. S'ct:.*e t rr-priuia* and dr>me the word Nor* (eaa, tew many of >ou were taugat us high tcheol or college that words have rwaaiags1 All of aa. .And w e orient our ec*nsnm:^B from tha point i view. But this t* precise!y why we bare misunders'andings. Il'wiz dew t erm onf~ thing People moamf 'You cto not ;et meaasr^.* as Qnrin zanders Pierce the famous pragwatk phil-vopher uid. ""Yea respond with ax 1111 mg." Meanings are not words, they are in people. 1 Hill explain why tits is sis im portant semantic coceept, and a practical one. tit ov creaming mistesderstaodings. Notice this man got (his particular dMaang from his experience. Here w* have tlx speaker ami the listener vnd what usually '-aprer. . `e speiwcr peaks witA bus enean-ng i^d the Ustcaer I'SICM with ha Bgasng arM '"rr are b>- *>iiiiiig xeb kbff. We call this protectxa r avpav-ng The tmeoer thaka or project* *is nsei-i** mto the speaker's ward* ami that .`i *p<nkt means what "e w**-a4 mrazt it be were doing the taflrzu For example, ooe oi mv zu*jmk a: Nwrthwester* a few years ** c*e tfcv example she mid, frsnd of mac net a bu from Maac at a dasn. THry dmred tw<< Nourv r perhaps more, when be asked her >i be cc?uld take her hiaae. She secerned He topped the car m irrm of her acme and -aid to her, 'AVowId row msnd if 1 rt you .v tinidc oa the blower toaorrow mgfit T lodignantiy she slapped him thr tace aad umped out of the car. Later ox she fowsd ut that `a tinkle m the blower' was a re mark 1m had picked up t'rma a Canadian friend and only meant a tdttbox calL" 1 One of ay triads in the Air Force act young Australian flyer who beeuse ose ,i hu best friend*. After the war the Australian came a America to visit him. WhOe here the fellow feQ in love with a beautiful Americas girL One evening the Australian tad asked the girl to marry him. 39 A jtienoi .>aftty Congress ill MiKcrits ue told tit? girl sue 'vt$ .mely, <rt an outburst ot rage she `old him sne er wanted to see him again comused Australian rrpM the \iorv 'o his mend wno captained that ji smerira i.^meiv means someone uruttraensc In Eng'ml u means someone votj *JJ(t iq mam <o<i have a small home **tih. The situation wa immedi-ivl' explained < the C'ft and seven! months later Hie wstrahan and the girl were married. I sm sure this kind ot protection ami msunderstandinf can be uupiicnied mans urnes from your own experience*. P'oitcK-m or bypassing occurs mkm t*r listener ttrutnfi that Ike speaker mesas u-hat kr - '*/d mean if he were <iotng the talking `-'Ome of iou may recall 'ht* example 'i<re, which vs a beautiful example n( protccnon. This happened in Rhode (stand. A motorist swears (ht* story i* true, but even it >t unL most people would have to he pretty elfish not to pass it aloof. A man was driving toward Xw York when his car stalled. The battery was dead. He flagged down a woman driver and she >reed to push In* or to get it started. w-w l> ,.ir m .it iti'>.yfnatic tran'wiun ; c -irive* epiijncd, You will nave jet op 10 jj miles an hone ' get me f^e lad y nodded wisely, The drive- imbed in* rt'i and waited and waited, i him fumed around to re ht't rive 'i'"run was she was fnere all rignt, cumins I mm at JO or Ji miles an hour' Wi'll, that is a beautiful example ot pru'tioo or bvpamnf. The problem i*. row an we get the speaker and the lifener cr. '<* s*me channel oi communication*1 tomorrow, I w>lt give sou the answer* <> I'C'W - an eliminate lots of mmaider-utiumg Lrt me *ust conclude wtth tins tie example which is the best one ( fust* o illustrate the tact that Aords don't mean anything, people won Sou do not get meaning, you respond with mewing. 5 ion t hke Hill." rottiided a eo-ea to uer roommate Hr kn.vw* ioo mam naughty .-mgs.' 'Does he susg them to you -** asked l*er i ncnL 'Sell no, but lie whittles them" PROJECTION AND MISUNDERSTANDING (Fourth Stssien) Am l rigni in assuming mat this i* the >nlv r.em i^Jas *nd we might have a little mure Time beiond b*lh 'h.an we mualtv v rjuld f To me, antes* sou hise a serious purpose, dtere * no lustmcation for ms being here *nd certainty the aggregate total it >our me is much more important than rm tune, t 'iont want to waste sour time and 1 eel and 1 hope tn-H you i**!, that we have in important message to get acro 1 have been trying to do tins ut more of m operational approach bv `flowing sou ,utne new principles--whai c understand ibout human Oehavior--ami how it might be 1vpplied m safety and human eomm-imcntiin. If I go a little beyond 9 ?, please do not !>e hesitant about leaving S never make inference* about the behavior ot mv stu dents. I Hase had some xtasuA* where vtudentt would fall asleep. On one occasion f had a cokrfie! at ihe Traffic Institute who didn't take an** notes and he fete it ntxes*ary :o come up oiler dais to v*j, ( don; wmu yui to think mat \ am not interested ji the material. In tact, I am so interested n this new approach (hat 1 am afraid I might m* w'methmg u t lake notes," And !mnt Lee '* e had a student at class who was sleepug. He ds&i't miad so much that he was `leeptsg. bat be was snor ing. too. So Dr Lee aid us the fellow next >o Him, *'wait* hiss up, will jros ?" The fellow said to Lew, "You wake him ur. `<*u {nit him to steep" :x> what I want to do t< go uito this area, it wny we hase Bisunderstandings, and ihen mto the areas oi the pvfho!ncy of persuasion. N'owhere nave I fewd this written down m any of the textbooks. The executives em to fcl this is very osy to understand and very useful. How do too pcmade five different kinds of iiwucnecs or adivxhtais; the believing audience, the cnbol audience, the hostile audience, the bend or apotbcnc pulience and tiie sophisticated audience. The are the fut ifftreat lend* u audi ences or indiviauals s.*ut von might come J) oniact with. Tihi migti: 4**ume 'hat wuf aud.enee eliesing You never mow. Ynd ngnt ad the bat vou have io change *our approach i shall take flve or tm m<mti-* tp give he highlights oi that. Let me go on with the -emanTie analysis evt why we hase *mjunoerstand`.nc:s. U >ow 'eeall- vesterdav, we said that nroion or Vpassmg occurs when the listener assume* 'hat ihe speaker meats* what he would mean i He were doing the `liking. Y-xice thfe es.sn.pfe* of protection or v i iasing. ?imon ftnlivir the great South \men hl>eratnr w-a* scheduled to pass the mght in s small Peruvian town. Hss a e vent word t* me local innkeeper asking that, " l wi be prepared with special accommodation* j**d ee, etc., etc." Arriving at the ullage. Bolivar was shown the best room us the hotel- After he had expressed hi* approval the great men was conducied in*c an idiotntng foorr. where sat hrec lovel scsionu* "And who are `hove lovely >iss.` ladies*" flotvvwr asked. 'The three ereeter**," '`eplied his ho Well, littenen tend to pro<et their mean ing mto the speaker's words and the question n, how can we get the speaker ,ind the listener on the same channel of communi cation? Number one, we sud vesterday that >anCtmft is ambiguous, words are ambiguous, the important thtng to remember. * ih.* .unbiguity of language, (a fact, what we have been trying to do in the mia with the iit of words is to have vou become o*n-cious of th' i Each week 1 will give my student* a n*w pnncipt*. I will have them keep a communi cation or a semantic diary, because l am concerned in not only teaching, but training --not only teaching or training a peron ji ,i classroom, but on the job, at nome and u> fortlu And so we have them write down examples and illu*tntipns frmn Home or on National Safety Congress ie ;sfe Tnv <omc 3ck to class wd w <c 'i"e Harvard se itudy 'netntxl, except 'e do nor use '".pothetiral cate* W'e analyte !he real (if* situation from 'heir own tx '"'rienee*. ,'lumber one, relative to misunderstandirtgs. ne warn "'dmduali to become con'Ctouj of the .\mbigsnty of `snguage. If tou are conscious of the ambiguit) of i,vn,j\i4je, if vou are conscious et die 'act that ahitIj will mean many things, voa will tend The n**i ,a> the `earner asked <ohnny it he had learned a new *errt He 'pi>ed rhat *ie hid heard the word "pregnant," which the dictionarv defined as `to carry a ;hdd-" The teacher ashed. 'Do >-.u Mi.it i sentence *n which jou hive used it1" Yes, ma'am." tie replied. "The fireman M'mbed the ladder into the burning buitd'ng >nd came down pregnant." not to project tour meaning tnro the other rwfwn s words as readily or as quickly, You will ask mm, `wfiat do >ou mean?" Well, evtdenullv dictionary definitions will not alwavs help us very much if we want '*> know what the person means. Mumber two, if vou are conscious of the fact that we team thr meanings m words from our past experience, vou will realise that meanings ufe not m words. Meaning* u* its people. Remember that. Words dont mean anything People mean Anthropology her# it the great liberator If you analyse meanings cros-cultunil ou will find that meanings are not in the words or sjmboi*. they ire us people. For example, these words that I wnte on the board would have no meaning to an Aus tralian Bushman. They are not n the word*, they ire m the people. The ink blot and other projective tests illustrate this. In the nk blot tt, where is the meaning1 fs it n the <ok blot? No ft is m the person's response, isn't it1 So f think generally psychologists and semanticists are right when thev say you do not get meaning, you re* spond with meaning, What does this have to tell us relative to human eommuntcatton ? There are two un conscious assumptions that lead toward mis understanding or bvpassmg. Number one. we unconsciously assume that meanings are <n words Irving Lee e&lled thu the "container myth'* The mythical assumption that w ords contain meanings. Sometimes we assume all we have to do is ;;o to a dictionary to hod out the monirtg t the word. Welt, as you well Jasow, the dictionary Ian perpetuate the container myth, Notice bow this dseti^-ary definition did not help 'his boy particJarh. A schoolteacher told her pupils to listen 'heir parents' conversation and it they iard a new word, to look up its meaning in he dictionary and w-ntr a `etuence using the -n* prrmerlv <"'*3 the first unconscious assumption that cads toward misunderstanding is the un conscious a`sumpticn that meantnes are tn words x-*d I whi point out two different m.ytfes at'er I give <he definition. The second unconscious assumption that 'atiis towards mnundeMtandings is ih* as sumption that oner people mean wh3t we would mean if we were doing the *slkmg find as we have teen yesterday, words Jn b* used anyway we to desire, ft it true that *t do have eertatn socially ae-rpuble meanings and definitions, but don't fce surprised if an individual uses an entireiv different meaning than the one >nti are used to using. Now the two different modes of com munication are these Let s call this Mode ^ This i* where the listener starts with the assumption (hat meanings are m words Here you have the speaker and the listener. If the listener starts with the assumption 'hat meanings are in words, he knows what the word means, therefore he assumes he knows what the speaker mrins. He will tend to short circuit or stop the process of communication. The logic runs something tike this "f know what the word mean*, therefore | know what the speaker Means" The listener's attention is on the word. Hue if vou want to lessen misundersand- <ng. vou must adopt Sfodc B. Your atten tion, the listener's attention, must be m the speaker. You should want to know what the speaker means, not what the word means. This is not a semantic quibble, this is s terv important communication principle in wtvmg >he problems of communication for this reason. Here ** have the speaker and here we have the listener--and if we are ursine to get Hie -iwaker sod the listener lit it H`C .Am* ,.ann*i ot -iin/i-umcation, aom 'iie an impnrtanf tod to do. Twu utten we ,,,-inr iMi u there i> .,'understanding it ;s ire .poker s fault lie should be mere specific, he should be <ore suncreie and forth. The burden for effective communication is upon both the speaker and the listener Now, from *t* Were* - point i new. >i l>e is going to get r.i : e speaker* channel if communiQtioo. t.c must stop assuming <so quickly that he Stv w alias die -peakcr mans. Listener* must be temsoeus of the ambiguit) ot .angu.-gr -.-d the tact mat vhers don't neeessarilv mean what we mean It vou want to lessen misunderstandings, nk one question. Before va iuum too gvucxly that vou know wnat the speaker means before sou have that signal reaction, tiefore sou jump to coec.uiioeu, ask one lucstion and this is, "what do je* meui?" Now u is true that m our courtry sceiennei we take it a* i pervenal alfrqoi it ^eneon* asks ui, 'What do vou tDtaa}~ Therefore. >*ou have to > it a tittle differ ent way. You might v, ".Am S right, foe. in assuming that you mean such an>l such?" Or, ``fs this what you wanted me to do1" But let me enphaase the importante tf asking one question This doesn't moat that ou, as a listener, contimalU .k goesbees You know what kind of a guy that is. We mn't want to have much to do with a fellow Ae that. But there are many situatiooj ta vhadi might lave saved time, energy or Uvo >i one question had boo asked. Now, from the pout of view of the tpcakcr. This is especially importaac wbea we deal with top executive*. For yew. as men m positions of authority, whoe yes are communicating to a suhcrdiaai*. die aeh-.rduate is afrud of ippcirag sn^4 isd therefore he will tend net question. ask yaa a WeU, what dnes be do? He w*B very often misuademaad what yoo waaetd bn to do. Therefore, u is yvux jcA as a `pm'-r" to get the I'**TM*'' no yonr dmiiit of 000* munieaticn. You esm teU by baa (ami S* pmsioa or oJur naa- rerba! cub Fesfaaps > 01s can ask him, "Joe, do jvm mdemtaai - ' `>uid ,(ke 10 nav e ,'iju do * ' irpe*t betN io -v-c 'vtiat .nitruction* 1 >i nave you 1 T h* ipxaker mux be .'oudiiioiirU ill mi ti ng the listener to get on ms channel oi ,ummunications. I sn once -alking about the importance > what do veu mean itt ccanmumcauon uid 'he dangers ot ooe-wo <omnvanctKjn hat we have -n business and usdustry, `Ar f,ave communicst.-n : ' *e dont ne communiation bolt m-<,p ,`ix of the '^soas for this vs because wmc top execu tives do not allow twowav ccmmumouon, 'enmunmuoa treen bortcra up. During a course tor ar^ii . mcers I was ovog. "if you dont lavlerstirui what some ne >e ts conuaumcatirg -c xi i`k him, * hat do you tana ? * ^ coload raised his hand anu -oid. "Do *3 mean ts say if I get a dirretive down rc.rn the general I am vuppo*e*l "n ak what do jvu man >l " ' said, "Sort1' The whole dais mated, fhev uud. 'You >m t undemand the mthtarv " vYcit, perhape this is so. Here you have ne of the impertaat problems of eommuru- Thii is the "altness'* oncnaiton which is ke fourth barrier to effective cotsonsua`.vow VV somecjen find executive* who do * ulow canffiumeauon tu turn tack to ' -cm. They are good at tending but not at -.13nog. Hint of alL esa e ever know ou about anvtluagf Hare you ever thex^ht abuut that jesaaa? CM we ever tew ail about asy- A* far u bww now. xad then vs <mc gm&frinc. wt cuax <mow ail about Nov eg ageeed gwstioo is, fare )-qu ever ct afivsdonJs who act as if they know iX abeatc taouttluffig? Tfus is the other amer b effaesrt cocimmiatioo. ft is not anuBni? the extreme, dogmahe behavior. Xit tha uapoetaos thing abetat the alfaess .rmmtkn is the fact this k a ertrrmety Lot give <ou some examples of this ubde *ilbs* anastaticn. The ailness S .Vjfwtwtf i'ufrfy C:-nqrtt$ ,,ifg iiiestiofi* A* -.Mime norp m)l< s* man we Have Thomas Mi*on said, \ime men are 'ike ^terete. ail mixed up and permanently set ' A ell this it the gu\ who refuses to chance us **>- o{ flunking u> ht 'he chancing Votice thi* subtle aline** orientation. A \Oung m.m *.>uj m a tanti voice to the i ** manager, '\u Uun i w*nt to o*iv am > t * insurance, do >ou? 1 certainty <io not. the Mies manager rpliei I thought \.->w d'3n'!.' the embarrassed u'jiicnnr void, and he leaded for the door. Then the vales manager railed him back nd addressed the contused and tngmoied ^ing man. "My job is to hire and tram salesmen, 'i <na are tr worst valesmAn I cier hair seen tog II non *eil by asking people a they don't want to buy. But be* ..vuse you're apparent!* iust starting out. I am cotnf to take but $10000 worth ot insurance wuh vou right now. Get out in implication blank.' The salesman did so and the ocal was closed. Then the sale* manager said, "Anstlirr word ot advice, young man, learn a irw standard organized sales talks-" Oh, I have already done that, ' the sales man said. *! have a standard talk lor every t'pe ot prospect, Phit is mv organized fproaclt to sales managers. ' '.Veil, notice how subtle that it. But vjtice How the illness orientation manifests itself, in my book. I present at lost eleven wass us wmeh the illness orientation mam tests uself, The refusal to team. Dr Lee and t used to enjoy talking about some, not too many, but some of the students at (he Traffic institute. Thev will come up the Hnt day and shove their shoulder at vou as if to say. 'Olay, bav, I dare you to teach me. Show me something i iUm t already know." Too nnd tins v.ith university students. It is a very subtle allness orientation. The retusal to listen is one ot the reasons why we have misunderstandings. W hear our selves, but do not really get on the channel 't communication ot the other guy. The refusal to look or look again. In ii.iking nveSMgittons we know about cer ;* vt (.Ml. e dicer* i Urv tn.k< vrt investigation anu iu.st Occau*e mev didn t 'ltd e-,,.irfira -ijerday or two weeks ago. t is so easy rp gn hack and reexamine the v"uation with the same A<i assumption* This >s what we mein b> tne very subtle illness orientation. The illness orientation i u-annetted m e retusal io change or s.<*<*p jp to d.*e -.umirig knowledge one do*n i Vi.e * t. viusat to ask questions. !'h, >.* - * <ry subtle illness orientation, .r''m ti e pomt t v=ew ot both the speaker and the li-uener The retusal to delegate rexponubilitt Orr i me reasons why communication u w. "nportant is because industry -v getting ifgcr and obviously the only w,i* can .'Ordinal* jour acttvties ia through com'"urncation. A company with executives un M* to delegate responsibility . iucir.evi. There are two different kinds o. inn. they are what we caJJ additive iaet 'tuple additions--if I take a piece ot ehai 'id add another piece ot chalk, I have two i-nnees of chalk. If 1 aod anotner piece e.; haik. 1 have three pieces ot cttalk Thee jrs simple additions that do not ctunge the tincture or relationship very much. Tut the moment you deal with people you tc >ot in a simple additive relationship. Wut are dealing with non-additive tact* th.it multiply m complexity--sou are us a geometric progression. Human beings, jobs, these are ail aoa-idmve and all ot you. 1 am sure, are . wight up m tins nort-additivuy. All of us rv doing too much and some of our best esectmvea are burning themselves out. be,,vue they do not understand tins principle t oon-addiuvity. The moment you have more than seven or eight individuals unde.<>u, you are going to get into the noni'ldittve phase. St a man adds a wife that is a non-addiuse fact. But add a mother-in-law into uie huiise, and you have really gotten non1'IJitivity there. Sttioenu going to eoUegg have to take, let's say, IS Hours m school. They add on >> hour for study, or if they are a gradu*te, 45. Then they add on perhaps a job Perhaps they add on social acavmes. Then mey add on sports, perhaps, aed the one that really broke the camel's back, a girl nend. That last one is really non-additive A .#//vow 4 \.U vo a.-trn iw and ! arc unable or 'dute to neirgate -npensibthfy, dent be igfpmed 'f '-iu are caught up io this w*D ot non-additivity And as we have said, `its allness orientation * also mvotved tn tite retusal to delegate re*ponnbi!uy `.^tce How *uotle i(h onentattott is It *reps us trom looking ami ..somg que*nonv yne mgnt Leopold Stokowvkv was conduct"g a renditi, - of -he Bee'hoven Leono re Overture ,\o Three, and the onstage tntm;:-et sail twice failed lo M>und on cue Dtirctly alter me ovraure, tre mgrv Stokf.wtky rushed to the back ot me *age and found the trumpeter struggling in the arms it a burl' watchman. 'I u!l vou. uxi on t niow that dam thing Here,' ihe watchman kept instuuig, "there is a cuneerr gunsc go divide." AOtict How the ailncts orientation keeps ore trom tooking. Some of vou mav know tin* kind uf a terson. -A inend ol mine, the father of 'J, volunteered io babv.it one evening to hit wife could have an evenings relaxation at the movies. "Don't let a single cue of them come downstairs,' tfe wue mvtrwted He prcimsed to carry out her uutrucumi* and had tust settled down with a book when heard footstep* on the ttaarwav. `Get back upstairs and stay there." He commanded sternly. He rend tn peace for a tew minute* ami then heard timid footsteps again. This time he added the threat of a spanking. Soon he jjam deterred stealthy sovstd*. and daihed ->ut m tame to see a .mail lad disappear up the top of the steps. He had hardly returned to his book when t neighbor exme m distractedly "Oh, Fred." she wailed, "1 can't bed my Willie any where. Have you seen him 'Here I am," said a teartul voice from the top of the stairs. "He won't let me go itome. Vou mig^t know of seme bot>es like tht*. A man crossed a tiger with a parrot and Hts mend said, "What did you get*** The other replied. "I don't know, but when he talks we listen " Wed. the ailness orientation is another barrier to understand'ng The opposite ot the altnew* orientation U the non-aIlnes ' vrumtaftin This is the person wio psvcnotogicstlv v ju> '.a wi, 'I -ion't know ' The oon-ailuev* gnmtro mdividual realties rf-e tim-fanons of tv* knowledge. As an example Here e "ave i piece of chalk or a nackboard. A t caniot know ail about them, Sit that vou and I can do is aonract or select some ctumc mst'cs and eliminate other* \o human being, at tar as we know ,v omniscient, ill '.nowmg. All <*e can tjo is *<lect or aosn-aci me thuigs. Sometimes you and I might make a state ment--this is the allness ortmied individual --we our a period or <sci.vmatton point after <; The nm-allness oriented individual put< m 'ete." after His statemcnt o matter vhat I say or vou say. something more could be savd. But do vou sometimes run >nto individuals like Ho. one? After ever* statement he puts :> period or ecelamation point as >t nothing more cats be said, fn fact, this iv the title f our lourrul of General Semantics, it is called, ''Etc. A Review of General seman tics," and it mans no matter wltat vou vjv tn ihe journal more could aiwavs be uid. So we have to wont at oureives tn creat ing the non-ailness of orientation and n wti vork if you work at vourseif, `yemeumes this changes our behavior t)uiu radically. One o the executives ot a rail'-oad company said. J't don t know it this <s too good for me, M> wtfe keeps complamuig. You know, lohn, i think vou arc vide.'" l asked, "AAby i* that*" 'Well, whenever we are at home Having lurch or dinner, f don't get mad any more, t don't fight with her. I don't argue a* mudi as I used to and she thinks 1 am sick." Well, this might tel! us something about our society, something about our "normal wavs of communicating. And in follow mg ip this training with this particular railroad company, we would ask co-workers of tlie upervisors, `"Ha* there been any change m Mr. /ones?'* And they would say. "Yes, you know, fie asks more questions now. He doesn't make as many assumptions as he used to. He is s. little easier to talk to." etc. And through a process of osmosis, it >s very interesting how thi* e.m go from one & .Veftonaf Safety Camijreri lu.Ju-il to another VS-e hoove 0ne uiper sor trom each section na ?.ou would be amazed at how it <"in seep down m*o other part* of the company a* well as *<wij up. person teaches others 1 personally fee! that this Wind of training m communication must start with the top ftmjtives, ImcinM*. .n the seminar* f nave around the countrv. Uie president of i company will get 'he brochure and they will say to Mr fones, "John, this looks like pretty good thing. ! think we need this ccromuni<arton. And they mil send jahn t-snea to the lerirar. fnvanuly these men will saw Sure, I think communication i* important Out the guy who *hould he here i* my boss '' One of the most unfortunate aspects aocut :ommunteaoon tor executive* is m the boss wanting ail the top executives to take the course except himself, and he is the one who needs it the most. What I am basically saying that iml I must try to tram ourselves m this non-ailness orientation. Keep an open mind Don t pre-judge things too quickie f am e in the seminar* the verv first lav iettows will come and sv, "This n .mother tours* m oomnuoucation* and s> forth " The important thing for you i* to vis, '( font know, lets see what this gu* has io say. Let's see,* Don't pre-tudge. This is me of the cause* of accidents, isn't it? We jre anticipating too much Learn to keep a irtle more of an open mind in nil of vour tuatinns. Let me give you four listening responses. We have talked about the importance of ^emg specific and concrete. N'aw. let me give you some listening responses. ''timber one. *he simple ncd. The nod. iust allowing the individual who * talking to you, to feel that sou are listening to him. is if you are saving, "Alright, f am on our channel of communication," or "1 im listening io you," and so forth. Wc'l 1 d-'int igrer c' ot -nem Ml ( did wxs nod my head. When you nod four *ead it might m.an imone of iTianv different thing*. L'suattv u means, Okay. 1 am nub yoit Tell me more" \umber mo, >t might mean `Hit l do jgree with him \ umber three ! might mean that f d><>grrr witli h.m hyt -Sir 1 mine whs be lecls u he does l am trying to use some emp.irhv >n getting into hi* shoes and I don't nfcc*sar>li tg*c* with him Boy. it sou and I ran ont\ areomplish ihts, 'o hear peop.< out. let 'hem >.tik, rral>re they feel as they do from thor own ex periences, thrtr own *`-umpt,ont and aetu> illy hear them out An importanr thing to remember is that the nodding of the head kies not necessarily mean that the person to whom you are enmmumentinp nni|rr*rinrl` I sot sure all of you hate run mto that You have given a directive to tomeone and he will nod his head. You will assume that the nodding of 'he head meant that he understood you md h* wilt eo out and mil* underhand vou. The second listening rc`fme < 'he pause Tht* i whv I have emphatted the tmportance of the symbol reaction The v'tnbol reaction i* the beginning tor effective communtc-attcn It keeps u- from lumping t tonclusions. It is also the beginning of the 'vm-allncss orientation. All right, the third listening resfons* a casual remark such as, 'L'h-huh, f see. tell me more." You are inviting the speaker to tell you more and more. We can t pursue this too long, but as vou well know, sometimes ail the subordinate warns to do is to come in ami get something aff hit chest But I da feel that we need a lit more training in effective f,strung. And So. four, let us call tin* the mirror effect, Thu is rerieettng back to the speaker >mtr understanding of what tie ha* tint aoi Sut remember, the nod may mean several itfferem things, i use the nod quite a bit md one executive over here will *av one ming ami ! wilt nod my head and another -teailive will say just the opposite and I nil nod mv head and another executive over l>ere w-*U mv "Vyj agrev wuli i*<>* jp-v ,1.1 he Muf jihi the opposite." Professor Roethlisherger t Harvard Uni versity, in their Graduate fhmness School, has described fhi*. Some of vou may utilise this as a technique. Get some men around a table and let's say that man So. I coni' mummies tomeitnng to min So. 2. So before man Vo 5 can pars on the wfar-netmn tn man .Vo U man Vo, 2 must repeat ti jttnan * jack m \o l m i,h* Utter' satiitteuoa that vmen ,N\> ! communicated so No <L Thu i a very, ,uuuiOle kind ot an oxcrcue. \nd then, aitc' man Vo ha* rurwaimi* o ) and Vo 5 ntl past bosk to Ho. 2 md so tonh. This is what wt tnezs by the mirror effect,. Let me -a.t r..-w;ude wiih this win *x*mpie here beexu-e vou on e.*\tr be certain ih.it votj know wlsat someone else means. How ms> ,! is tor u <o nave miiunder* vijn-Jingv ams assume with an assumption oi if'-sa.nry 'tats an never W tertaui what -ismrone c<> mean- it was lunchtime. The rtdrriy clerk aptencil itu undw<chs, iocke*! .vi iliem and ex* claimed bitterly, "chene eandwneheat Always *eese sanewichee Ah> don't vou ask vour wife to 6* rm* mother kind nf vamlwich- , a ^nileacuv isked. 'Who's married?" said the man indig nantly. '{ make these sandwiches myseifl" i, wife was talking io her msni and said. ` Mi know, I suspcci my huihand i listing m affair wut his utcreum To which 'he maid replied. "I don't beIiev e it. You ar only saying it to nuke me lealous.'1 Let me give you a capsule of what 1 have ion* to tar and point out only these tour Mrners to effective communication* '-Ye can divide all behavior into <ientific f -nature behavior and unscientific or im-wure behavior. Number one; the scientific behavior would ^ the tvmboi reaction, tl-.e pause, ihc delav, the analvus. Jitav 1 repeat, this doe* not mean that it will lead toward procrastina tion or indecision. You and 1 must act U will make nu<takes, but we will make lr. mistakes. We mil have les` misundertand* ngs if we manifest the symbol mmoa Unscientific behavior for mas it the signal taction, the quick, automatic trigger re setion where we do net allow the cortex t<> v-fjme into play. Number two, scientific behavior, knowing 'tie difference between inferences and facts <r statements of fact, knowing the difference Hierwuiiia the two. Unscientific behavior u passing off inference* as if ihcy were statenents of fact. vml -No inrec. -t ;>ut t wnrre ,t -vormallv is m ifir scheme ot things -n -he terrunar die tcient-fic benavior -Jie '-on all* "rs* ar.en'ation The n tatm ra.ut* '."at ,l doe* rot nt all aOout anvtntng He 'ealtie.s Me ,m>itionv .?i n% know.edge, where**, in gnscientifie behavior we manl iest the allnest ir-rnunw' And finally. ,\j iumi -n loemin. uu do not pfoicct 4 ik questions With unscientific behavior we generailv tail victim to protection md hi passing it *? an but tram men in these tour sasic principles >ou would be amaecd at the cnange us their behavior. These tour principle* are not -eparafe. They have to be taught this w-ay But if >ou tan pause and 'men vou wvO not tend to lump io tonclusion. If vou manifdt non-sJ>nc.vs oritmation. 'ou will not have iitmal reactions. If vou have an aUness ortentarion vou will have '.jTval reactions, vou *itl tend to tump to '.inclusions and 'tu will hae misunder standings. These ail work ;.tft:hr, N'ow, let me verv quicklv go into the psychology of persuasion. 1 w 111 present this lery, very quickly m a capsule 'orm Vem often w-e honestly don't know How to per vade different audiences and bv not under* "anding this psychology we use an cnur*u vrong approach. Salesmen can ue it, exeev me* cars use it, public speakers can use it. Let u* talk first about the believing audi ence. The believing audience, this is the audience that is with vou. THev are on our fide. There is relatively little difficult' uth a believing audience When do vou think you should let a believing audience know w-hat vou want '* persuade them on? .Anyone? Right off the bat is fine, because they are with vou. Thev art on your side. You don't have to "set them up" as you will later on far, espcnallv thc hostile kind of an audience. It you want to be an effective speaker use example*, illustrationv humor. The* three would pretty welt include the important ones. N'otice l have tried to uve a* many eximpies and iHuMraunns as f can, and Hnnwr Hit never humor far humor's sake. Always i>>tmnr that illustrates what vou are talking bout because with illustrations, example* md humor vmi will bring down an otherwise J1 J<Jd A zHenat Saftt't Canfrets i^virirt tyt i$cneraf speech ynd make its tpe'c and concrete, [ *l*o -ve a '-iure nn w'ut w? -ill M-gh O^der ^bvtricnons ' These ire words ~a* ~ifn alt ibuigs 10 H men. f have a -perch which i* railed. Speech For Ml 1 'cottons. ` It can be |m anvwherc It lull ot general, vague and ambiguous M^ra.-- a lot ot high order abstraction*. Y-.-u and I must lean how lu break "'rough these abstract word* into the specific U von rant to be specific or concrete n -our writing or 'alkin*. remember the v-mple formula, woo what, where, when. *ls ind how Rudolph Flesch m hi* writing*, whether leaking or writing. emphasizes this point, nho. what, where, when, why and how You hould remember thi* in >uur talking and wruing if you want to make your com* 'Tsunirating tpeohe and concrete, rather than iague, ambiguous and ran <o mmmder"and. Sow, (he beiimng audience doesn't give is too much difficulty. The next 11 the critic*! audience. We should never confuse a cmiral audience *h a hostile audience <>w of the reaon* why we don't have too much gor>d informa tion on the cmiral ludienct it becaute tome jt our speech set ulars confute me two, k >peaker ran move a critical audience mo being a hostile audience if he assume* hat the critical audience it a hostile audi ence, if he doesn't know the difference bewten the two. What should a university audience he. or tne kind of executive* I have in a seminar' \Shat do >ou think they would be? BcJicv.ng' Yes Critical? Yes This doesn't mean they are hostile. They are there with an Apm mind, 'similarly with a judge or a ufv, they will say, "Show me." Klright, with a critical audience, when would you let them know what you Mint to persuade them on' Not quite toward the end, hut not at the beginning either. Let's uv one-quarter or i-ne-thifd. But you must u-pen up with something that will be attenhon-jeiung. Let's > common ground tnaterial. Something they will understand You will have their attention. But (he important thing w-h a critical mrlienre -nd this it so important for tales- 'en, 'he important thing *nr a :r>*ea! whence is. they w"ant rtvfrttrr Vow even after you give them evidence, yiev might -ail be critical So what jo you have to io' You need evidence plut the j^wnfi/n st your evidence. In o'hcr wcfoi, vou reed evidence of that c **Jeitce and if the audience or the person i. ,uii cntioi. then veu need evidence ot lot evidence which was evidence of the rrsi evidence. And tor a very critical peron sometimes vou have to go to the third level of evidence, fjo, with a entieal per-on, vou nave to j'vt them evidence. fokes and humor wi work at all They want <*',idee They want ' >! 'o show Now the most interesting of alt is No. 3. This u the hostile audience or person. They are against sou. what )ou stand for, rrpfr<cnr. what you are trying is sell them. This * the member of the Communist Party, (cyvag to persuade the OAR. to >mn the '-omznueut Party. I think they are going o be hostile. Ml right, sou as a public spraker, this presupposes chat you understand the nature 'if your audience. So what do we do* We divide this into three phases. Do vou let the audience know right off the boz what you want to persuade th-- on? Not at alt Number one. and ti the largest phase, let's call *hi* ph.n* one. you use what Harry Overstreet called \evyes'* material. Thu .s the material vou know they are going ro agree with vou an If ( warn to sell you on joining the Com munist Parly or if you are a group of Democrats and I want you to torn the Re publican party, I am not going to talk about politics, you see, that is too close. ! am not even gong to talk about love of country. That it too clot*. Lei's say a football game t* coming up tomorrow, t might talk about football. Wound World Series time. I wilt talk about the World Series, f will talk about those dungs that I am quite sure vou have nr. hostility toward. In public speaking textbooks they say, let the audience know right off the bat what vou want to persuade them on. This is not true, especially with a hostile audience. You ~ ttru}* * r . v luld art thetr losuutv. You hi veil v^u.-scn as a person Dm u me etros ot a speaker, Nv-rman Thomas had it. We dsdn t buy what ne 44 to wil, but ( think you will agree -ins people had a high respect tor Noman Thom** as a person. `A'mston Churchill is it T'..w .s phase No one. The two important ` -g*. -'.a use `ves-ses* maicrui and sou ^ about anvthing Out what vou want to <--* sdr 'hem on. The furthest away trora * ..t -.->u want to persuade them on, the - They should have no nkling, what* ve-e? : what vou want to persuade them in the psychology ot per- -< ' `<ll have the students wt up i ; t n -:y4ito. Tell >he audience > .j ire and who tney are. After the ,ewl . have been delivered by tlie >tucent " t-e executive. I will ask the audience. 0-1 vou have any idea of what he wants ' '.ersuade vou on?" II thev sav his ;crcn was not successtul. If they said vj ' S>e U successful in .illanng or hold- rg *>ff \hr hoeulity. Then the second phase is verv, erv im> >,*irtan* S ou see. >ou don t give them a v-mai attack. 'You don't hit them head on, >-rcau*e u nwi rut them hena on vou will 's rvemhing vou set them up for phase -nc ia phase No. two >x> com* its through " uacudoor, Sou might just plant tne jf^etticxi ot what you want to sell them i and if voj are a salesman, or your men -re valesme?! and they have x second, third * nuh chance to come m and make the i'e, >c dont even want t* ell them the rime * 're ot the ressau srhy public speakers in v because they try to do too muck. So 1- nc try to do too much. Leave the deer upen if vou can. only get the hostile audi ence tu listen to vou and you are successfuL tnd then anally, with phase three, you ivt checn the particular message that you might t-tat to get across--or you may not, >f you have another chance io come back. The fourth kind of audience is the botad, (pathetic audience Now, we are bored or apathetic itir onm, many reasons. This is (he husband who comes home after a day at re ..met. anti the .--iv > -irig ;omt ana hear * lecture He womd :.-'i is loud stay home *nd w.uth T\' y' "he per PjWic vpeaxjig ij .tot easy. >eve got ?o work hjfd at it. You nave executives who v* 'isec to talking. They ire no* used to listening. Listening is verv, erv hard. It s probably harder to Wsi*n ian n > io lecture for seven hours or so io we have work hard. ith ihe bored or apathetic -mdienee we Jo anything within good taste io keeo them awake. vt Northwestern 1 have a wvtebasket on tie platform with me and u ? i*c! some oi he students are kind of sleepy, i madverttmly go over and give it a Wick. It would ' all down on the door and make a tot ol loise and I go n-^ht an with tue reeture (tot it sure wakes them up! Tnat is not too bad for a classroom situa tion, Vou wouldn't do *hvt on i mnre solemn oerauon, however. Also, in public speaking, let me empha size the importance of bodilv movement It you are going to give a speech. H ere are ome simple things vou must do, Number one- protect your voice. One oi (he mam rrisenj whv speakers fail is be<_aute <h> den t uilt loud enough. Those of us who come to conventions, we see them all. Maybe the microphone won't work, The microphone is over here ana they are over there arsd you esut hardly hear them. ENcn at speech conventions 1 listen to professors ot public speaking, thev stand behind the mike and say. "On* of the rea sons why speakers tail is because thev don't 'alk loud enough,'* and you ema hardly hear them! When vou are speaking, project your voice. A,s a generalization, when you art not using a microphone, when you think vou are hounng. you arc talking adequately >n terms ui vocal projection. In our culture, for some reason, we tend to be inhibited public speak ers, As a generalization, don't be amid of talking too toudiy. Number two, and (his u so important to me, bodily movement. If you are not re stricted by a microphone, move all over the place. One ot the reasons whv speaker?, are not good speakers is because thev stand in JJ 'Jihcnmi Saftht C&ngrtts .< puc* i t.u Jon' get vocal varied. Vwu '-i" < /jet oodsH varsetv if you move around i make \ pretty tough target to hit, too1 ; i>* ;*at ..md >s toe `opOuticaied ur the i-ut audience They ure above it ill- Thu . a wind ol illness orientation, land of vuotle. but they are above it ail The only wav we Have round to get to tius kind of a <uy or audience it, sou shock them \<?u ">11 them pretty hard, but <n a nice wayVan (`an tometiires change them, because terv otten they are not conscious ot tin* kind of subtle aloolnets or alincss. You shock `Hem mm realising she tact mat they had a closed mind ttut it vou la it m a me* way, >wj can make them -raJue >t and you can change them into a f.*Jie\mc audience. You shock them into realising the subtlety of this aloofness, uphutication. that they were not conscious *f in the hrst place. Five differeit techniques for five different audience*. Vow finally, what we have been doing here so nr is to try tc present a toentific way of behavior, not only 10 safety, but us communication. Vnd although w* know better, sometimes <t is very difficult tor us to mange our ways of Uluikinf, our a>s of communicating, and our ways of Shaving, as esamplilied its this final examole. There was once a man who went around saving, 'You know, I think I am dead." His fiends hnallj persuaded him >*. ism! psidiiatrut. When the patient r >>d me psv clsatmt he thought tic was dead, '.* pt>ehi , f>.i told turn io cie/iiti mi mi,, .-and irturr a mirror ind sav 'bead men uon i bleed." He tofd the man io repeat thi. mo1-41 in times a day tor a month, each time -*>w8, Dead men dent oleed.'* He tuM ibe :iun to go home and carry out his instructions and return at ihe end of me month. The patient earned out the psychiatrist jvstrucuoa aad at the end ot the month he -ojwd Use psschiatrut told him cce itam to go through the motion. The reason 'e had him tighten hts tuts ms so 'lie em.s would come to the surtace of th man s wnsts, The outs tightened !ti hst* snd just as he said, "Dead men don t bleed," ihe psychiatrist jabbed a scalpel into tin man's wrist. The biood gushed out sod the -nan hollered, *'Mv God, dead men do bleed! Well sometimes it it pretty hard for u<o change our old ways of thsnJung, ow* *a>s of believing. 1 want to tease >ou wit: ne final comment. I nave been trankl* urprised, as Roy Season menuooed. \\ t luln t expect this many here today aad 'trt.iinfy want to thank you ail iur f-fflim Mut l want to lave you with one word uluce and t mean this very, very *tncerel U--n t believe one word l said ! * -nit and try it. Other Volumes in this (1962) Series Users of this volume will find much value in its companion relumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. I 2 3 4 Title General Sessions end Index to ell Volumes Aero-space; Air Transport Automotive and Machine Shop* Po*er Press ano Cement, Quarry and Mineral Aggregates 1 to 9 Co oies $ ts sS sS *0 1 0 or more S 55 55 55 .35 Stock No. 022.32 -- 1 022.32--2 022.32--3 022.32--4 5 Chemical and Fertilizer 65 55 022.32--5 6 Civic Leadership; Church. Home. Women, Yow+6 ?e*- *0 80 022.32--6 7 Coal Mining . 65 .55 022.32--7 8 Construction; Public Employee *5 S5 022.32--S 9 Electrical Equipment C 35 022.32--9 10 rood and Beverage; Meat Packing. Tanning a<j Lee*W Products; Trades and Services 65 55 022.32--10 'll Glass and Ceramics; Rubber 65 55 022.32--i 1 12 Industrial Subjects Sessions (ASSE) n to 022.32--12 13 Labor .................... 65 J5 022.32--13 14 Marine ... ., 65 55 022.32--14 IS Metals . .............................. ................. M .SS 022.32--15 16 Mining ,. . . AS .55 022.32--16 17 Motor Transport; Transit . .......... , .90 .80 022.32--17 18 Occupational Health Nursing. . . .40 .35 022.32--18 19 Petroleum .................. . .65 SS 022.32--19 20 Public Utilities ... . .......... 21 Pulp and Paper; Printing and Publishing . . -4* .55 022.32--20 .65 SB 022.32--21 22 Railroad ................................. . .40 -35 022.32--22 23 School and College.. .................. M .30 022.32--23 24 Traffic . .. . .65 55 022.32--24 2S Wood Produets; and Teiiila . .65 SS 022.32--25 26 Early Morning Sessions--"Communication" .65 55 022.32--26 27 Public Safety.................... . . .... .65 .SS 022.32--27 COMPLETE SETS j27 Volumes) $11.00 any quantity 022.12 All prices shown are subject to d 10 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11, ILL. : >m u>>uj rrCO ih >j $ a .*6 National Saiety Congress Transactions PUBLIC SAFETY Spinning <?oJ<4n Annivo^wry Ymr of tfio NATIONAL SAFETY COUNCIL 43* NOtTH MICHIGAN AVINUI CHICAGO It. tlUNOIS 50th NATIONAL SAFETY CONGRESS Papers delivered <n the PUBLIC SAFETY SESSIONS CONTENTS Public Safety m the Forest 'td J A Safety in Community Recreation Hunting Safety--`The Educational Approach Saitoh P'tnat'yait 7 Edward L. Kotrsny ` 1 Safety >n Outdoor Recreation Robert W *u//y i 7 Safety m Public Assemblies 4it*n J Cobb 20 Physical Conditioning for Sports Or, Owen 8, Mutohy ?6 Bring 'Em Back Alive J, -c Waittn *6 Safety and Survival m the Woods t'.iejf M rjylO' JO 8la*tmg Cap Safety Harry L, Hampton ! 36 Cooperation for Safe Recreational Boating Chor/ei j 0 38 Submerged Vehicle Study Szroatd J Kuhn 40 Lessons Learned from Boating Accidents Boating Is Growing U^--A Progress Report Cdr, Edward R. Thara 48 R, Doug/oi S2 S'no Pun M, Gout Carlton 56 Winter Shooting---A Safe Sport for the Family General Aviation Airports and Safety Frank L. W rman hi Cain Mo'rcv 64 Aircraft Manufacturers Look at Safety General Aviation Safety Luncheon Address Jattph T Gutflg, it, 66 Naittb Malaby 21 Marine Electronics and Vou Field-Testing a Drowning Accident Report Form William S, Danfarth 76 Rutitll K. Townsend 79 Members of the Publie Safety Committee 1962-63 32 Other Volumes m 1962 National Safety Congress Transactions 8ask Cover PUBLIC SAFETY IN THE FOREST Hy FRED j HEINRtCH s*ty Director Branch of Safety 4 Employee Relations, Div ot Personal Management, Forest Service, (J S. Department o* Agriculture. Washington, D C T.-Sa. ,n u. dating. fast nu.ioiu -pace u<, -i 'uglier perrmuge of people than >tt before are miting the vat* md na- '< '[ narks and the national forests The of these nu ire pl.w vporiv and 'rtjxifmn `i ->labl tor these recreational ure 250 million acres of public *1es- `,-uneil 'amis winch mu*l K managed with *l>e uiny ot our omens in mind. In prerrtnng the vuhjeci of public saictv in ihe >rat*. I will coniine ms fcmjrks to mndi- tions and f.,riUtics relating to ihe IP6.OO0OCO acres or National Forests *r>d -National i-ritj*mL managed l* 'he K-*resi .'eruce f ihe L` 3 Department `grxuuure Mam of the oien situations menitonesi as *> present action and future need* <*ill Ire -umJar to those n pubbe forest bjvi* man* icrst ls siate anil other federal agencies. The S at tonal Forests belong to alt \mrn- an citizens. With thu thoughi in muvd, it is l-nresj Service policy to manage alt the re newable surface resources - - wnnei. wildlife: 'cvraasion, torage and water -- of these fore*t* harmoruously for the leneht nt t|i greatest number of people; it is known aa multiple use.'* The objective in recreation is tu develop adequate facilities to supply the need is an integral part of a multiple-use ; r- gr^tn, managed to best serve the ever in*rrasmg minder of people who use the Na. M.njl hi.rests for -|*.rt sl relaxation. These larnities ranev frum family pscnie spots * evlrnstir wilderness tracts Lw >ear, Ihftl. mrr 101,912.000 visits ,icfs nude to Naiiurul Forest lands. The purpose of ihese vi*it* were- Primary Purpose No, of Visits i^eserwi torment of torest ravirvnmrni .. 34.am.in thciuciun* . v>,fTta.m Ftaniag , ii.am.no HUflUBf . BiU.TTO Caoiotaf Winter Sport* . IS03 nine mm Pematago of TOUT t The F /\i x-r-ice !i,i$ lung realized 'hai racrcaitoual u>e ot the Nation d l-orests re quires samuirv facilities, safe water and lire prevention improvement* lor the proierttms of visitors "eallh and safety as well v* the protection and preservation of all inrest rer>urc*t \lihougfi wane tvpe* of facilities see mil inadequate *o meet the a. relec itnl use. progress . being made To accommodate National Forest visitors 5,900 iimilv camp and picnic sue* have hern developed which wilt accommodate over j0U_dUO persons at a ume These areas are se lected and maintained wiih the safetv anti 'imi*.n ot the uccupam >n mind. Water lupphes have been deveicped, sanitary toilets stalled. dangerous trees and other known naaards eliimnaied. A local of 195 swimming t that will accommolaie JO,000 persons have been developed Swimming is tv.i en couraged at undeveloped areas where there are no lifeguards. Under the best cooditinns, risers and stroma m the forests muvt be considered hazardous for swimming and div ing purposes. The 1SJ winter (pons installations are pri marily for skiing aod will comfortably ac commodate 187,000people atone time These are built and operated by private operators under special-use permits. Safety clauses lire written into ait of these permits. The i'nrevt Service, as custodian of tltese National for est lands, has the responsibility for smmt that each winter sports operation meets m<ctfic safety requirements, inspections :fi made to ajsure compliance. The Forest Serv ice has avalanche experts stationed m major wuuer sports areas for forecasting hazard ous snow conditions and assisting in stabiliz ing ski slopes. Thes-c specialists cooperate with other agencies, such as the state high way deyafUranu. ta studying snow condi tions- Employee* also work closely with the National Ski Patrol System in tie safety and winter sports first aid. Of sigzuAewts importance is the safety of the hunter and fisherman. In 1961 almost ljo fourth of the IOt.9t2.0OO recreation vis as to *h* National Forests and Crasslands nrra for ihe nnmjfv purpose -if hunting iod fishing Last -ear more than a half milN.uv big game animals and larger quantities it smaller nmz and nb were taken bv these sportsmen. Since 1940 hunter and fisherman visits have increased eight times easier tnan the naticevai 'ale ot hunting and h*hinp license* Bv 1972 tt i* expected that the wits K-r thu purvt-e will increase to dmut m)QOO.OCO annualh It is >he long"inge obiective oi habitat management to make it luilv productive *o a to support ftfh nd game population to roninlnitf to the ieed for public uve and emovtnem K-iad* and trails, which make up th* foeest iransportaiion sv>lem. hgure prominently m `he public <atetv program. The transpocntion wvtem which services the National i ru i. a rv.mt-iev bi highwsvs. access -"-lads and trail* In the torest highway sysifin 'here are now 24 400 milen ot public The*e are meiU highways and carry iraiiic jjoing irmn -,.ne destination to another. I< *v <v(imat1 that about '0,000 miles of forest higlmavs will eveniuailv be needed to mmu vrr> ire die Vmon-il Forests. In the {ore<( 'levelortncnt and mad trail svtton. (here are i*w Ih2 400 miles of roads and 106 500 nulev m supplemental (no* snd horse train Sce>rding to estimates, about 342^250 v<ir* <ji i oreat development roads and 80,000 mitei ot trails constitute the svstem cventu-Hv leered to handle all resources. These rr-.Mi* and trail* are and wilt W ronsmieied v -th the uiietv or the forest user in mind *i lorecavier knows that, in spue of his .neiv gffnrt. there remain posublc hidden 'az.irds which are sometimes overlooked by lurevr user* These hazards include dead -binding tree*, which will vomedav fall, pre^'Pitnu* cliffs, poisonous punts, reptiles, in vert,, wild Ares and also the possibility of getting int However, he will continue to make everv reasonable effort to alert the uMCor to these hazards. There itas been a c-9mmendihle cooperative effort on forest vaiery ijv vnuih groups, sportsmen's organirattoiis, rescue units, land managers and oth er*. Through this group effort, many young* *fer< a.T<i adults receive their first tratm&g <n nnodsmanship evn though they are con* viderabie dirances from forest areas, in tan. most people get their safety training in torest recreational and related actmties tmm ib^vr croup* \n example si emcient r-*iperative -it'-.r rtccurrc1 *he >Ute -?t Montana i ir stars -.Vn Vigust 17 Pjo u iboui H -30 p m i severe earthquake occurred m aestem Montana Ihe greatest local forre ,,entered m me Hchgen Lake Seiervoir Mad- van River irea wtilun the I'altaun and Beaverhead .National Forest*, .`.me orct isitors were killed nnd another nineteen presumed buried henraih ihe huge vbde K leries m ndal wave* generated bv the earth- quaxe in the Hebtten Lake Rewrvoir raus-d die dam to he %*r rapped *ever\l time* rausmg ffoodmg helow *,n immeny earth dide at the mouth of i`>e ennon prevented people troni evanntinc me area and blocked re*cue effnn* It was known that mam tore<t mitors were camped ns the canvon below the 'lam This stretch nt the Madison River is one of the most popular ffhmg areas >n Montana. ^Vlth th* darkness and the tack ot com munication and access to the arm. it was no* immediateIv possible to appraise the sit uation. The tnuiaf rescue efforts were lim ned to (tie crimpers Kelping ewh other It was under these conditions that the Forest Service, state, county and other Fed eral agencies brat enterad into 'he picture to determine the actual conditions and to render assistance. The rescue ot the forest visitors who were trapped or injured as i result of this tragic incident was earned out effectively wSth tom agencies and or ganisations cooperating. These included fed eral and state agencies, national sen ice or ganizations and private companies. To mt knowledge, there were no r*-u* partici pants injured even though the work pressure was great and the hazardous conditions rated Inch. knother fine example of torest user safetv practices occurred in Oregon during August i960 and also 1961. Foresters of the Des chutes National Forest assisted in giving spe cial training to 115 Girl Scouts, preparator) to their five-dav, six-night track into the Thrae Sisters Wilderness Area. These Sen ior Scouts were taught tool skills, how ami where to build a hre. map reading, comvass use, etc Each girl had to demonstrate her competence after instruction. The girls made the trip and returned to base camp in good iiealth, filled with excitement and the won ders of their successful trip m the wilder ness without adult {fc.derhip--safety. available There ilw letcpJ'Onr ;r -adio "mn<Mrt<ntino for emer-cenev -ju* lnfnrm.1- 11- o u ,>x-uial>ie a* m im-iyon '> terreancn .ff>* r-,me* trait* 'T'rrr ne The \ic p-.r tM find that Ml roads and regular forest ,p'*di ite marhc-l with direeti-xvii and in* n./'ni.itinn^J Mfn* The millions ut National f(iiitnn i*n <-n-h 'eel awurrd that the f\re*i Ranger and outer f-nreM officer* are .mere.iH tr n or her tatety The Forest "tVrr i* n expert >ti ihr neld safe forest i.ncmc^-ibt i* 4 ("art ot the iuuei of hi* pKiresston fn id-III ion tn In* skill* n tv s|m,*fuhip, he i* competent tn hr*! -*kJ ii*l rr*cue (iteration* i landmaruging ageno of 'he Federal *.*-.emment, me Service ha* certain respon* -il*iliiic* m eoniunctwn with the emergency nmtcvtion nj me and property wrthm the \ titon.il Forest* The prvmarv repansiiMl* <**r emergeno ivnutve within the ter- KiriHiictton am state it vested itti -late -wd local authorities However * * r jin.vntMn.vn mev-ur* fieri ire person* -e* -n| rrjyi|*nent will t,,. .j,<-d io protect tte i"*t pri.|<rt* and :o relieve disirra* vnd 'ittertfisr resulting irom causes such as '*-! *.-irdi`|tuke* 'ire* \nd mow -iorm*, wheitur uiei <xcur m-nle or outside oi the Niiit-nai ForcM*. The Forest Service also twuie authorin' to Rive emergency as* .--.nee to persons !n*t veri'iisH ill or in. mred wiien the incident >* within the Na* f|,.i*al f'nre't bnundartc* 1 I'c natumat recreation land vi*u*r <-r -iter v definite re*pontil<ilMv fur hi* own -arctv and that of other* To rupee* the 11n*I manager* t>* eliminate -11 hazardous ndition* *n recreation area* would t<c un* rva nahle v person ran l*e sue in most *ri-\* u he use* goad lodgment and follow* die advice ot safety indoctrinated neofes* -tonil people. A good example m this t* r Lmir*l States Jnret Service vtneke* iiinjvr unit These *nv,kejumper units are made up or well-trained group* of iming nun who liave been taugnt how in rare for !itcni*ci*r under the most extreme coodi* ini-, uv the forest. Over a period of twenn- in* venr* tins group has csubhsltcd a com* rii.lvhle safety record, These voting men ' , e *mr-' 'hr right to S? rbwetj as cro* ... uaU \u recrermon area u-er> * nether *'<* e 'mnicf tamper*. hiker*, nr skiers, can ` ,-n .daril to follow tlie 4itv practices of |>e*e * -uing men y smnkciumper s Jflviee w.iuld be 1 Slav w'lhm the limit* of abtlitv and w (CfV I \Vrr proper eWl-'r? -nd `amfart. ature valets- J Carrv a first ltd . -no first aid. i Never plan on traveling alone in the fore,t--practice tne buddy system 5 Tell a reliable person where * vii ate going and when v*ju wdl return 6 Make certain *i haw *onrt ,:er and -Jrv matche* fnr emergence* * $<udy map of an irea eforr ,'"'g mo it--carry a map and rompn** 1 Check on possible baturds such a* pot* son plants, snakes, avalanche* snd heed etIvert advice. 0 Remember wild animal* ;re not - t<* molested or trusted. 10. Leave a clean ramp and v dead are Public safety in the corest* must meet to* morrow1* needs. The growth and devch*r* mens of this countrv has had a terrific *m* pact on the National Foretts in the tnerei`d us* of the reercatum rrKKiree*. This in* rrrase i* primarily because people have mo'e irmire time, area* are more readily arce**hle and t'onrst vacation* are relativefv m* evpensiv-c, (t i* e*timated that this use will n*e imre 101913.000 in 1961 us 195 million isits b> 19/J, wttn a continued accelerated .mnual mcr*ae to about bJ3 rmilton mmi* bv itie tear 3000, This expected increase by !9?2 i* .vlfncHt twice tiiat ot the present ust Bv the 2000 tlie estimated increase will be over *ix time* ibe present day u*e This far exceed* the expected rate of popu* Ufinn mrrea*e It i* interesting to note that on May 16, 1962. the estimated population of the United vrates was 146.160JII. which was equal io the National Forex aad National Crastland acreage. At that tame there was one acre (or each citixen. Now, on October 29, lr>63 the population has increased by appro*!* ireitclr 1^66.000 white the acreage remains the umt. There will probably never strum he in acre of National Forest land fnr eneti ;iiiten. Tie 'onR'fafige objective at the Fare** r>erice * 'hat National Pomt recreation ,e*ours be managed and developed io meet 'Me 'rcmcarfoutly mcm*ed temand ihat i* expected. SVnh this oOiective in mind. *he tallowing recreational resource management program jor the 'ext im year* hat h*en proposed ! Provide adnquaie saniMtton iruiup. aie water, hrr prevcnciin m| jwiblic vaielv <t all developed itul recrraiinn tte* and in lienvily uved tintmprnvrd am* 1. Prepare compie'e /txmuoii manage- mem plans tor alt vlmini*tram* units, and Kiereatter keep them r*irrmt, ) Complete >he rerot-vtntctton ,vkI re* hadiltfation of 2.160 cimpground, ptcmc. and other recreation n r^fujining 16 400 fam- .u iimp and pimir 'cmmmng imm 'JtH!ration Outdoors. Pin 1 " This was a fne-vear program, itarted in 195? to mod ernise the then existing recreation iariMic* fnmrmrr new me* .md artenuateK* maintain nn <*-r*ice ill taalthe* tn meet the current -tl predicted recreation demand 4 I'retnr* and execute deveiu|Miicm plan, i *' 11 M 000 new campground* and picnic <.(* -ixttaming 283.000 family units, and jM i 000 uther recreation tuts, including .wimmira, loanng. winter *|e.n, wtideme** ivt public -ervic# e* ; Kep'ur .nd recon*trjvi rccromm dams vnd vpiitwsv* v* merman fn orier to put 'ncm n iate comution lor recreation use 6 Provide mtormation tvei.iiiev rfna *erv* ice* at i#0 mator recreation center* >n addi* -tpn uj Icveiopment of Irmonstnuon arcus muccutns exhibits 'vuure tnii* out* !ocr ampntineater* and scenic ustas to meet public educational need* 7 P fotret and manage w>ldme*i*rvp. roadside and other ipecial area* 3, Review at iea*t 50 ot ibe remaining J9 primitive area* a* to their wtideenc** .laraetensticv and reelaamv incm accoroitigly Prepare management {Uan* for U-c cTutin* wildcmc-s-nji* areav to orotect and preserve them to meet growing public nxf 9 Pcepnre plan* ind devc'op facilities tor It.ndlinf urge concentrations of v>itor* at recreattonal area* ot special vtgrufivance. This will involve provision cor imtalUuce and concessionaire operation ot the toll com plement of the public faciliues, including re* von* and other - mmercwl services To devek , maintain our tores; ireai u -i* to ^ticly handle (he millions oi onion is a difficult and challenging problem t< will rt,-cjuife tne lull support and cooperation ci --n,maferi and forest users ot all public land* i we are to meet today's and future nc*d*. Public l.md* belong to all the people These lands mutt oe kept a reasonably <ate place icr pla>, sport* and relaxation. SAFETY IN COMMUNITY RECREATION By JOSEPH PRENDEROAST Executive Director. National Recreation Association. New York, N. Y, On -wir pr-igram t'xiav, Satetv* tn Com munity Recreation1* come* appropnately be tween ' Public Sarny in the Fort" ind `Hunting ?.vfery-- The Kducauonal Ap. proach '* f w "apprcninateiv" because tatety m cimmunity recreation prepares the way for a*ely practices in the out-of-doors and tor hunting *afety. There i* an even better reaon, however, why (his program arrange ment u mot appropriate. The ven* words "rest' rod "hunting'' call up visions of rtteped expenence and challenge. Cnrmnu* my 'ecrtfition belong* r;gi:t m Hie middle ot tuch idea* beenuse it, too. tnurt otter cogged expenence' and "challenge'* if it is to meet one ot mankind1* deepest need* --he need for adventure, Vet, w nen we use *uch word* a* *rugged." "challen-e,'* and "adventure, arr al-> talking about safety * And is such Qlk m line with the National Recreation Associa tion i 36-year-old aim "that every child shall have a place to piav tn safety1'? Where do these two jets of ideas, "adventure" and . iifv wiret ifl CiW^unm mcrenrion ' 7K? 'einfmnxhip Xrtween mietv *nd w.^nirr n rprrranon i>x* iwi 'r<*ted on man' >; . (Mi,im md in man' publication* but neve* lie*> i more iwnpaihetic undeMfandms (Pin at exit Vviiucval Re^-ranem c'ongrevi ,n l^ZJ b\ vlben W `*h*fnev, then Chairman of H>e Eriucitional Section of \aC In Itis speech entitled "Whs $atet> and Recreation Belong Together,' Mr Whitnev Mated "'"aietv * nnr Mve prim* ohiec' in hie Exactly the eontrir; it true. The mot important ifiing >n ifu world i* adventure. ,nd hi idventurr f mean a iresh. first-hand ^%]>rience al tile" He lumber pointed out that mfetv Mil* us af the had adventure and .pen* the v to the good adventure, hut hat *i M-matn* tor 'rcrestusn imialK ' prnv <!*. thi Sir W'httnev a*l "The sarct* m<** emrnt rwrd the recreation movement ii nrHer to uippiv the better adventure The .'creation movement needt the safetv move ment m order 'o tree fife toe the better nUrmurr fhev *re both hound rogether iir*fi;*rhle pan* of the movement foe < richer better, more `pinmai. more fnilv . Uenturouv life ' ft we accept Mr Whitnev* 'hexit, and f in u ix onlv natural that a consideration fM Mietv *n cotnmumtv recreation should i.,it t place .n wxtr program. To provide v.are adventure offer* a chalienge to the net' expert, (he private diitm and the fC**mion and pork executive The as (mirid- mi expansion, since m tne number, ,,'fMirmt and scope or community recreation i.fogra/tis *iJ die mounting participation bv persons ot all age* accentuate 'he significance ot the rule of xafetv m commumtv recre ation The IW edition ot the Recreation and I'arlj Yearbook, prepared bv the National txCi rratmn .Association, record* more than Ji.000 municipal parks and t/,000 buildings *nd indoor centers. Average vuinmer daily attendance at more than 18.000 playgrounds exceeded 5 million persons. Annuel attend* ince at buildings and indoor centers totaled liO million, and at swimming centers more than ZOO million This u a lot of land and water dedicated to te adventure close to home, and there were a lot of people us ing n throughout the v**r- The number and variety of .-ecreatioo ireax are increasing-- but even that increase "-r.i .coping jp nub our population cxUomoo nrvl *he growth of our urban and -("ipopoiinn areas. This means 'hat more *r,n.e ire nun* limited space and we til >.now me -Men* harards xuch i situation rcmcx A'ne answer of course, it *o in crease the number of recreation area* tno rrmarlwble progress is being marie 'tang those lines bv the federal government, through <* new Bureau of Outdoor Recre* >iion, xnri hy uch xt.ltex a* ,S'w York, "few jersev. Penns* Ivazua and Wisconsin, W'e also know ihat another answer i* make the Nr? ami safest u'e of the Acrra. >ion n*eas now a-mlabie The old wimmine hole war once the nest we had and nanv ot u r*Mik hack on ii fontllv flitt t lot ni voungsters drowned in it too; the' went here lo be nostalgic about a south the* didn't survive. On the other hand a supervised swimming poof tn an eaMcni ntv lad more dvan 1.600.000 atteidancer *n a xtngie recent summer with not a ungfe sen<>uj accident. ,A group of western cities 'fat recemlv studied their playground and play* held accidenu fur a rt*-vtr period tountf that the ratio of acesdotts to attetsdince ** iflli l Id tn each 100,000 visits. t'nmpare this to the fact that more chit* Iren are killed tn America plavnng 'ti if.c triwt* of ns tomimmmf' than <he ",.* alt childhood diseases combined. In net, in 5fi there were more ihan four iun<* *!* number ot deaths from playing in ihe -trevtthan there were from all the leadum h** taie- of diildhocd. \ es, communitv recreation1* *atetv record ,i prettv good, but it can and `heuid be even better. The job of making it <tter, as f have already indicated, is going " /tt harder, not easier, because more people *rt* gnsng to be using oar limited comn'umr, rrercanon areas. To provide safe a*lvn* ture through recreation, safety c*;*rt>, fee. '-eation leaders, and the otiaens ot our com munities must work together right frm the very beginning--starting with the selection of the locations for cceamvamy recreation areas. For example, neighborhood playgrounds .vhauW be tooted near (he center at each residential neighborhood usd they should be Accessible to ail. withosn crossing a major traffic tnoroughfare. Tlwe are still ton iri.my communities which locate thdr recrea tion ireax ''ear 5 busv imerxert'ijn or on '>< c*lgc >! a neighborhood jnen bordermg * railroad, stream 5? other sarner ar Mngcrous attraction. The proper design <*onx!rue<on of a rfrreanoo area alto helpt to mure it* wire, effective- and entoyable use The expen* cnced planner designates xpecihc areai for definite uses. provtd tor ***v .irculanon without crossing areas in active use, includes onlv facilities and equipment that are suit able >or the space available and the age croups that will use them, and provides sur* i .ices appropriate *o 'he areas allotted to nernc activities He pavs special attention to the provision oc border and interior fences .od paths and to the location ot tenures itch i* the shelter house, wading pool. lr'nis`o fountains, and bicycle racks. T>' ieteerton ot plavground apparatus and he location allocation ot space, and often* *At*nn ot twdiB* and Mules, bail 'liamends ,,>nj 'Ci.no! i*>|inpmmt, and other sports ta* .'lutes arc n pnmarv importance from ihe *>,nnrlpoint it satetv >ue development is iln of major significance around swimming pools and at centers intended inr (he ue -i prechon( children or older adults, wnere *''Cilme* mu* be adapteii m the nlivncaJ limitation* ni such age groups Once vo*4 have recreation areas and fa-itities i1 <ev require maintenance. AA*lt matn'ini area* and lACtim*? took goo*L They il-u .ire aood for people. Few accidents '.nr o the apparatus beneath which a -mnfile ujrtace is maintained, or on the ^all field which is kept tree of stones, guliie- uni wher hindrances to effective play, ' `n ihe other hand, the bathing beach that * not rrmtlarls policed and kept tree trom -m.t.idi .-it,if foreign materials, the damaged t'lenic luble or plavground apparatus that i. n*.t onmediately withdrawn from use. and '>* -wimming pool m which the water ts nfrt tested at frequent interval*, nos only ,ire irouble, thev incite more trouble They ran cause accidents and tfwv can also en courage the vandalism and lack ot care that create more hazards and more accidents. Again, we need the three-way vigilance of he safety expert, the citizen, and the recremixi tender. The citizen who reports a h izardous condition in a recreation area is perturming a public service The safety en..mrvr vtin t.m design more cfnld-prooi riav upparatus *>u w.n me gramufe oi * all *,nd 'he fnwl 'rve^'f-n *-r-"`.*e w'l imtimie to make periodic ispecnons -ike Umaged fouipmem out f>> *"e m.t >lemxn*l udequate cleanup and poncing f `'I'e said * xort\ deal about inanimate areas and thing* in*f 'heir relation ty safety. And our totni respomibiliti for their setKnon, planning and maimmanec Our r ill know that oeople are the real business ot rtcrmion. iuii as the well being of people i* me real obiective ot am safm program, 'T'eopie ' m tomnunm rrercanon vateiv be gins with the recreation 'radrr* conches, supervisors, execunvej. mamicnance men The I'laignsunrl or recreation area with triinni lu.vlified leaflerslitp t- a pince wnere people are rnygfd m v aom of absorb ing vcnvmes *nd where accidenti are i,k*fy to h* 'w r*n he other hand, where tn'`nmpetem or indifferent leaders are used. .`htMren tend *o seek adventure tn hazardous activities such as improper u'c w* apparatus, dimuinj oi i cnees or throw me dangerous ieet Tti* aien leader, volunteer *>f proiesuomi. iironiore* actn'iie* "iat teach cnildren to be quick of e*e and toot and to develop skill* mat enable them to engage in ail activities "i<l'iding forest recreation and hunting, m lately tn the intere*t ot both iwrcanon vrtd uifcti. the proper use or tool* itv frsti aemuie*. the 'echmques of nettling, batting and base Midirtf in ball 4.imes, and approved methods of ptaving on apparatus--be it a olavground slide or a trampoime-- are taught and enforced. Acmine!, like archerv and horseshoe* are con fined to *peofic areas; spectator* hall games are kept out of areas of -lanser: ,*nd use ot section*, such a* the prc*Kltoo! rtnd older adult area*, are restricted tn tljorc age groups. Leadership makes *ure that play materi.il* tools, and other items are tn their proper place and not Ring around where the* are likely to cause accidents. Final!), the well conducted recreation area permit* only ac* mute* that are appropriate for the nee. skills and phvdca! development ot the parnetpantj For example, young children are not permitted to play games without suit able equipment or on courts or play-ncid* too hig tor them to use safely anti aut.iciuriiv. '. ... it .non I'rosnnn --n in Ju- iuainl medium Uiroutfh *mr|i i.ytet* tan * *-tucht. and **e hop* more '.nei\ special<sts and civic leader* will work with local r'cercition -irparunem* to encourage dus. ''*uu e-niv* <Jnm-ine stums jnri tem-mes `A* -Sc making ut safety p*!*'* n<*lo 'cn rrcogmee the imnorf.vnce ot proper MCtv conduct Swimming. otving and !<- unc mstrucuons. primes ami contest help t>*onIe gam confidence ,n the wafer and make 't'e swimming pool a tenicr of popu lar wholesome activate* rather <han a place in which to play around atmlessk and dan* crwiidv Camp programs involving as the*1 in liik-inm. nature -study, emfi* and aeuaoc*, unmc other*, are the mean* of teaching . aiuaMe taferv (hat vr* long re membered. The National Recreation Association intmde'i m i'*6 it the onlv nationwide, non* profit. nonpoiificai and noeueeretariaa avic --`r^uiiration *er.irg the entire field of rrrutmi It hat hotli a field and headquarter* Mill and maintain* unique rile* on eommunttv recreation activities catalogued mder minv heading*, and all drawn from actual .,nd continuing community recreation orojram* Our correspondence and consultaunn department and our Acid representative* t*n# advice and help, on request, on alt the element* nt safety about which IVe beet talking. The Avotiation J*o tncs to get and keep hand report* of studies--such U a recent iotiy made by Lot Angelo of carious types or surfacing for play areas, ft is our tob. among other thing*, to be a clearing house. Well gladly tell vou of studies we know and we hope youU tell us of snathes you nuikc- Better still, send us copies so that we may multiply the results of >our cf* iom uv `-haring your findings with other*. One of nyr annual publications, a listing of rmcarrn m rr- rranon in me pas' ' ca* hould have many more tairtv cut rim !.r> v fcn..w -*f mir rr-rarch so w r or me *erv im*f. lm it and tell others where to get L f">t course * drew regular!' open the ,istorm*ti<jf in h* Public SUfetv newslef* ler edited by Ralph Kuhti. It contain* a land of mtormaaon bearing on all land* ot recreation, from nfiery to winter sports, icom football and boating to skin diving and oahsfhenncs. We dip use bulletins of *tate countv and local *aicty ccuDciis 'oc nl the manuals some ol them have prepared tor piavground leader*. There -hou'd be more 01 the**, Ste'e mghwav nwtu- -nl local police and nre department* base ai*. ttelpnl with *!**' educ^uen. The* Ka*-- mem personnel *o reerauon couer* o 'each and demonstrate safety procedure, and help tram tafety patrol* More ceenmunmes cc.ul-1 Jo this; and seer* glad to rake suggc'tion* based on what has worked ior others Just a* community recreation > for ever'* v. so safety u* cwnmuoifr recreation t* c*er>body s business. But it is especially cur business and through u, ot' our e*tv. stale and national safety groups and aommiftra* live bodies foe recreation. Saiett le*on. tMtlong on the pUvgtound as wU a* in (He school, and there is an uaroedUte op|rru- roty for the best learning process ot all-- practice of what we prods. 1 would like to sea the National <aici* Cootnl and the National Recrauon fis**aauori ut down together and plan a mu* tuaJly supported program for safet* " xunmuniry reervauon. There * x* mudi that needs to be done and so much of it should be done together. Salcty us recre ation means safe adventure. Wc both want safe adventure for everyone, but especially for our children. Working together, we ran see that they get it. 10 HUNTING SAFETY--THE EDUCATIONAL APPROACH By EDWARD L. KOZICKY Director of Conservation. Olin Mathieson Chemfit Corp Ea*t Alton 111 Chairman. Committee on tn Prevention ot Accidents with firearm* SjsorUng Arm* St Ammunition Manufacturers Institute 1" r. . t ,* 1 > i)i hunt *. Il3 tii*l ! 'I|r- r i`- - M\ irul -ft ,'|* *ti'- f Vitioini >.ucr- iAirt `r-- - -if-*(* -mo the *ub- wi liuntiny -ar-`* ,nd 'hr educational that :. rvf.fv'cij io mike ihe e\fn *A.rf ,rt . fiamme tit* record, "i* Uniform Hunter C*iialt* Repon by the Thu ret* rt include* .ccvJenu which oc* vurred during :hf cairnriar *** 10H, as reported i/v U Mate* ;nd two Canadian Province* In iW, according to th* N'a* nnnal Surve* of Fishing and Hunting, dote to 12 million persons m ihe United States i inted on at least on* dsv, and a total of ver 169 million man-dai * were spent hunt* >ng *-pplnng these Mau<ti<s to I4J6, the eatualdei amounted to about one reported -'uaairy per '.POO hunters, or per 1U thousand man*das .f hunting. Consequent* fy. hunting accidents art not very numerous, whether one jook* at the actual numbers or at die canuitv rate. Cnttiidcnng the many provision* under which various person* m* tegalty hunt without a license, hunting continues to bo-- stauttically tpcakmg --a remarkably safe sport. The tragedy of a hunting accident, however, cannot be measured in terms of relative natuticil importance. An anaivsis ot these 'accidents reveals that thev are caused by ignorance or caretesmcss. or both, ^nd even one such accident is too many! The Uniform Hunter Casualty* Report ac* cumulates valid information on mow such c-isuaities and the hunter invoked. It pro* vide* a hast* for testing opinion* and 'hunches'* against a substantial accumulation of tabulated tacts--a *otmd basis on which to build an educationai program on hunter ifetv. The XRA * to he congratulated for it* effort* m developing this report. The N'aiional Rifle Assoaation of Amer ica has been vitally interested in the field -if firearms' <afetv education since the *' '( * 'Ci-t*MMi hi Ihfl ric ilirre prmurv .,,rtv "Ili.w-.l U It.* vR 1 t - 4- -Itrrt*. I Triiit *>crv ^uii ji if n s*i-rr Msded ' Mvv ... r<,int lie r*iiAAif i,i , tj(c. ! IS* *ufe oi ngr larcct tti* prev rot ion ot tnulrmi *ii' firearm* i* v'-nrtmoned r*Het' >hv ran only he ACliicveil ihrcHigrt ih* proec**** at education --Or* dicipJinmg of the mind or chancier hroogh tudv or in*truciioo --and eepert* enc*. fhe *pecihc application uf vate'v munir. I'Oti to hunters nad it* beginning m \ew 'fork State in I9W To reduce accidents m ihe hunting fidd, a w wi* enacted requir* mg that humeri under the age 3t sixteen - ear* who had not previouitv >A*en issued i hunting license rvceiv* instructions in tn vale handling ot firearms Tit* instruction and testing of <ufh applicants w.is to he conducted by- the vtatc game protector*. During the firvi ve*r under th* new law. it imjnfl that th# rnirden imposed an game protectors was one which they could mot ibsorb and mil have adequate time <o devote to conservation matter*. In !d>Q. bv Vew York state law. the National Rifle Association was doignated to fftvc insmic* u*m* and i**ue certificate* ot proficiencv. The inftnKtmn anti testing was done on a wlumsrv bai bv NRA members who had lrm certified as qualified N'RA Hunter .^atetv Instructors. At a matter of interest, from I9ul to W9 fthe period before the htiwcr *-vfety program/, there were I./44 hunting accident* with 439 fatalities in the tiat* of New York. From 1930 to 1961, while the sale of hunting license* more than doubled, hunting accidents were reduced to 1.3/2 with only 133 fatalities. i-tnrc I95Q. the National Rifle Association, in consultation with units ot the National education Association, ha* revised its Hunt* 11 ,'W Srt/c/y ", <<' -ateu Cocfw tar icrer1 11 r n ' -i-mnn.ilf Mm* The course m de-'ifned i^r >i*c >n ,mv communuy wtierr pubhc-'ptnied cmru* desire in lpfds `o ilt* pronl^m ni tom m,* cndri'i* *he `.'e principle* ot vatei* flue.ifit.ri wmch Aft nw applied :o ,iuio- mobile timer education courses It t* dc tjnftJ iu benefit ineviwnencrd tmnifri, re- of see, snd if* -neve*-* depend* entire!* upon ihe itneere effort* ot mMruetors .ml ,pnn*or *b 're *dt* to volunteer Uir nim m onVtr w rrd\Kt hunting accident* The two hasur type* of legislation used m *ettmg up the hunter *.weu 'riming pro* ,rim bv ihe N`RA ire mandatory and perisi*ise. Tlte mandators type requires the acHtcints lu *how ili.n d*v have had a urrvmuv burning lirmv or that thev have l rourc <n vaie mm Handling before ti-ev ire eligible io obtain a license, The iwnnt**ive dp* ot tegidation allows in* -ruction <n *fe m<n handling in hr taught >n ilie public school >"im \cw Hampshire, in I93J, became the Aral i.itc <o enact a permiMive t'pe Uw, which provides that a vetoed disinet rrmv include m us rurnculum tn*iruci>on in ihe safe and (in.per u*e of firearm*, as well a* mstrucmet in fame law* and food burning practire*. and mat rtie and appropriate mower >nr -uch purposes. Mandatory legislation will v mto effect January I. 196J In 1955, three <?;ifc began Voluntary Program* w which (he in*rructnri are volunteer* and die stu-lent* narrieipnt# votumanlv. Although tuch i program doe* not involve legislation of .nv land, tt still depends upon official action >* die *taie fames and filt department or 1- equivalent There now U a corps of approximately if* leaf) lumier safety inructor* that tram Hime >00.000 student! annually. \l die end of idol, shout IJ50 *tudents had received hunting vafciv m*iruction*--a sueahte grad* .anne ela* Thirteen Mate* have mandatory mmer uurtr leai'latwm. four have per* imv*ne legislation; 17 have volunteer pro* mm*; vrd n Mate in the rutinn i without in active hunter *afctr >ntructnr. *. cooperative plan, in conjunction with ilie NRA, yrew out of die combined expert* cncc* of mam states. Its objective i to (mate flic tram'ngof the menrajing niim* >*' mi desiring hunter safety instruc mm 'A lde >* ,UiMiJe* ^">:h 'Cf<ctl **vrS. ne'em >tie >n>..i ..lu^i .. t .it'd the '.R\ t icar* -he hi>ic the Mate `<nt-c me viate ictuailv ao- tomts die instructor*, melt applicant fan *' thoroughly xrecned The *i*te `Slues >t imry pacKci uiirmhcd hv the MkA >> persons requesting information about die hunter much i.rugram The pacWct crnrain* * <w*scriptioii oi die training cuur>e. the rr- Ouirrinents a prospective inuruaor "m*t meet, an applicant** blank and the examin ation. \Mien die rijnipieted exaurunation > -r* turned to the Mate agency, n <s graded md the successful applicant then receives a ue* instructor s fockn--m most ca**r* ato >.irntshed bv die '*RA, E^sicallv. mtv ticket 'ontains the tntrucior* identihcmt.on oj.r-f md report forms, but idditwnai item* i-rtaming to die individual *taie* mav he vdded at the discretion of the state personnel con cerned. The applications of newly apfa-utted instructors are forwarded io the R1 wfiere they' are kept on Ale. upon C'.mfie* ton of a training course, the nstni.v-' sends a report to die state agenev, lncli records any information u needs imm 11>* report card and then forward* it m the N'RA. This information i* u*ed to rm'|*dr a monthly report The cooperative plan <* being u-rd m >d of the states. It offers the most etteem-e and economtat) metimd* available, utthrirvj as d does the experience aireadi ganird b> die KRA and t * ^auction of tlMirnuehi* tested teaching am* in large ipumnin Kdocatton in Areirms and it* u*e lit lumt- ing on a broad scale a* a meant r.l making hunting safer it reiaiiveiy new, and it* rv ceptton bv educators, conservation Uvh-r* xnd state fish and game lield personnel i* indicative of % constructive puhltc vtiitivU towards hrearm* training. The emhui.t*tu for the N'RA Hunter Safety Training l mgram shown hv hunters and rod anti teim dob and shooting orgamcatKin member* wto voluntarily give instruction* t* evidence of an awareness of us contribution, not mtv m making hunting safer hut aJwv tn im proving the conduct of hunters ahefd Tlte N'RA Hunter Safety Course may !* conducted by any gsahhed mstrurmr <ie*ig* nated by the National Rifle AsMctatim of kmencx on the ham of ex [encore arvl a ts '*i"rn exa-n.nsMon T.p -Mirve mtiM `-r *et up under a tmeerr imt -jualthrd .n*truc`nr w!to will utilire die 'caching plait out* med *v die SR A to insure * jood too i,*i,(f mi viailabte limns ot time- e-tutp* ruent and experience The *tudcnt$ muvt receive die instructions that tney are IH n Ixtivie the* will tti- i.t I95fl die WdwnaJ Rifle i ioci*tion oMituted -in annual iward in use *iaic inducting the p*m tiunier sate" ^mpatgn. More than tiali of dte Mate* par*mrwic in Me annual tor ihi* ooniaitdinv i*ar.t- Vcw i nrv California, south Da kota. \SajUtmgton and Utah have been 'he rccipienis to date Within the past >ear die ,v<ional Kirie A>*octation has expanded nfinioffl in include a pilot protect in Oollat, fexas on nome (irearmt safety. This >s a - operative venture with the Accident Prt- ftiiMei Bureau of he t.` S Public Health ervtff, tie Daltav Cn\-County Health De* (iinment ami de Texas Health Department, tin! the *ucce<* i.t the project has not yet l<rf> ifctermined In die it decade, state game or con* crvation (iepartments liave initiated tnten* n*e hunter saiety programs. An analysis qf the materials submitted to the l<i&2 Com mittee on Hunter Safctv Awards of the Inierrvauofiai Association of Came. Pish and Observation Commiasmnera reveals this grcwtng effort The Utah State Department of Fish ami '"mr won di* award. Let's examine a ,.n*.fm* of ihetr program, h ireamy* acadent* m Utah have been tnveMigated and reported since 1955. using the N'RA Uniform Hunter Casualty Report tarm. Th resulting statistical studv er* c.mrageU the state to inaugurate a Hunter Hducation and Accident Prevention Program m 1957. and a man professionally skilled and experienced in the use and handling of fire arm* was chosen to head the program fur he deportment. \ volunteer program was initiated to test the feasibility of instructor and student training This proved tlte value of such education and paved the way for the adop tion of a mandatory Hunter Safety Pro cram by the 1959 State Legislature- Utah's Hunter Safctv Law became effective on \prtl I, I960 'bus granting a grace period tor the rntnpletton of instructor training 'fOi-ieni to randic -he reo'-ii.jfxi* iou 7*. `tutor problem* were mr-w.iteiv found laaiitv instructors were lew *nd acadent* n tie held wert unniur .sn.i --snrd Jue io U'ah's nxtgh irvumum country To assure the `nghr-t luAiuy oj mytruc Moei and training <n I'umer i^feli an exten sile instructor training program i> eual. lished, whereby a JH-ltour rotifer siudv `-orirtucted Hv the y;uli 'vine Dcpsnment ot rtvit and '.ami, *a rrriuireil lor m*iruc< *.f rertiflcahnn Tht* c-xir** include* the hunter `aretv and hrnon* tratnmp |ireer.N?il li Mi* '.aunnai Kiflr 4 "ocia* tneiiigaiirt mj icrnje-u* in Hi* held, other than those reported on 'fi< I, nuform Hunter Casualty Report to '>* VRA indi cated an even grrsier injj ,*i per^ns lost suffering Irom exposure. Hunger thir**, shock and suofreexing w-*'H*r The pre ventton of accidents and death earn vent *"*# felt to he equalls <- mportam i* firearms training m the hunter safen eduea ton. Theretore, lutojert* tnch * nmp -atet>. water salav, arenerv safetv emerzency shelters, fire building, survival rook ing. snaring edible animals, edible plants ot Utah, what to do it tost, survival kite, basic ballistics, and ammunition hand-tcodng. and related safctv practices were added to the instructors' training program. Counts were established in all of Utah's colleges and universities and credit hours were offered tor completion. Pbnical edu cation teachers enrolled and were certified to teach hunter sated and surma! training m schools across the >taie Other instructor training programs were co-sponsored bv civic and military organizations. Certtfied quake* instructor* were graduated m great numbers, and by .April ot |9fl0. student training tn hunter safety and turmai train ing had met the demand without the antici pated evenoul last-minute rush- The highquality training given these instructors paid iff with an immediate decline in field acci dents and casualties. The Utah State Department ot Fish and Came investigated thoroughly the possibili ties of mass training using mail registration* -\nd examinations and professional instruc tors on live television broadcasts to teach the classes. After a test program over t closed-circuit teicvition broadcast tn one of U .'vb/ A 3tt,yn&t Czmgrstt l -ah s argeit high school* it w is decided bit such mist training and certification irked (he personal instruction nd attention needed to tram >oung hunters property. As w>*h driving. even though vou rad 4 manual m.Jtor watch a matte an driver training, \ >u -inn'i rrally trn tn drive ynhl uni yet lichind cite wheel "etually. Itandlinf ilte firearm* and re* nesting (raining under competent instructors wisere questions are answered and demon"rated live nat no substitute- IT'.ah has a total population ot onis 490,000 and the Ltah State Board oi Education estimates ha. earh sear ?,44j girts rsnd 7 "SO bovs reach ne *ge ot j4 , she 'artiest ige at which licensed fame can be hunted Ot thee. an estimated 10.000 require teaming before purchasing hunting licenses. To date, over 4,7(55 instructors have been trained, thev m turn have trained tome 11,200 stu dents this tear, bringing the grand total or students trained since l9$7 to b0,90Q. In heavily populated areas. large classes *i_ivc been held using the tac?lme< offered n cits parks, national guard armonet rruliarv training sues, summer ramps, etc In cacli case, qualified msn-uciar* worked m such numbers as to provide personal alienion ro the students: this ivpe of training has provided qualm ,* well .$ quantity The effectiveness of 'he hunting safety program in L'tah is best demonstrated bv is examination of the record. While humng pressure in LTah increased overall by 172 per cent from 1*357 through 1961, luvcmle hunting prwure stimulated a a result of the hunter safety training, uicreased 145.9 per cent. During tins same h<e-yar period, all accidents decreased 7JJ per cent, which indicates Hie trained Mudents are taking heme Hie information they Ivave gained, and through iamtK discussion this is being put into practice bv adult* a* well as students. Accidents <3used bv ttiverules decreased 9J 5 per cent and deaths decreased 772 per cent. Highlights of other stale reports are as follows: in Washington, the Department >.t Conservation incorporates firearms' safety framing as a direct pan of their overall c-vnservation education program. During I960, department personnel presented 75 vie.hour .mtrucnonal courses at lunior and emi>r high schools with approximately 19- *X) youngsters -n ancndance S.r tne tour j-atdoor convrnauort workshops tor teachers, firearm* training was presented to the school teachers themselves and dies were encour aged ua see tnat this training s earned on within their respective school districts Fire arm* training inttruction was included a* part of the conservation educauon program -it 4-H Club camps, 8ov Scouts. v.-ampfire 'oris, church summer camps .tnd sporisnm s summer camps. In Oklahoma, statistics show that site total number of accidents of alt kinds continues 0 decrease each var, which is mnouted to hunter satetv training. The safety division ji me euvwnie Parent-Teachers Association inducts hunter uiety training classes roe Oklahoma Cuv school children, and interest n ihe< dimes continues to grow cacti vear The disscs are held on iiturdav morning old nen student is asked to onng at teas* -me parent along. In Ohm. 'aped radio programs were dt*|'-billed to j<? radio Italians ihroughout the -<aie, and a *eri ot five filmed TV spot .itinouncemen's were produced and disinbuteu " ten television stations, i.'sc ot >le taped radio programs and TV spot announcements has been wideU accepted wtm gratifying results, tn addition, a new 15-mmuie sound and color training film, '^hooting Safety in Ohio,' was produced tu serve a threefold purpose- tn teach hunter safety instructor*, to aid in the (raining of new students and to educate (he public lit hunter safety A certificate ot merit was designed tor presentation to -pommen and gun dubs and to civic And -ervice organizations sponsoring hunter safety programs which qualify one hundred wr more youngsters during the year. A hunter safety J5-mm color slide sene*, suit able lor lectures and inining el.a**es, was also prepared and distributed. in SfimeMta, a few of the bovs and Kiris who received such (mining were re ported among the hunting eatmltie*. Each if these reports was double-checked by field personnel to determine the cause, and in almost every instance the following had jeeurred VAlien Johnny and Jane complete die course and came home with the certifi cate, their parents "reward" them with a new gun. a liberal amount of ammunition and permission to go afield without super- U ,,.,,,iv Tie r s assume 'hat metr off spring nave . mged iron* inexperienced, v.umoiing tvrov >nto Accomplished taietv- ,vrifitcing experts a<urailv *in* nt>* ijUrn place \ filer 'o ihc parents wav thm developed md i* now given to encii student tor de livers parents Have reacted verv favorably in wu Addition i.- the program h' parent* tcrepl the invitation to join ihe -afeiy team, nrearms acndc**i* <-an be almost eliminated unong vaunguers receiving mis training. :'tety instructor ctirvies were held i-irriughout Minnesota. Firearm* saieiv '.ootm and divplavs were set up and manned it the *>ate i nr and a number of eoum* i air* Hprosimatelv 10 >apes were cu:. explaining the program to the public, and "nr*e were uved by a majority oi the commetnai radio `unons operating m Mims*. 'o' A<4 was given to the Bov Scouts, \ K U and legion post, laycees and other civic group* in vetting up training classes and promoting firearms vaietv Cm fanuary 1. 1961, the annual study oi n rearm.* accident statistics revealed that -h-x.ung accidents among (he vounger age groups were suit dropping In 1956, it per (`cm ot hunting acodcut- were attributable >o v-nith 16 sears of age or younger. In )0>7 ihi* v&ungcr group accounted for a <2 per cent ot Hunting accidents: in 19Sd, JJ per cent; and m 1959. 23 per cent, while -a I9M>, this figure dropped to 21 per cent. In tne interim, the overall number ot fire(fm accidents for all age groups was incrensing The reduetiwi of accidents among vuungsters is a poftiuvc indication that hunter safety training i paying off m Minnesota. In i'CTuisytvania, the Game Comnusstoo produced a motion picture film m I960, naiunne common errors that contribute to hunting accidents and how mev may i>e .naided. Because hunter safety training is ntu required bv taw, but operated on an entirely voluntary basis in Pennsylvania, the program i* advertised and promoted. Several one-minute spots have been used on radio and television stations ihroughout the state, and the Commission has contracted tor a iJFi minute motion picture explaining the hunter safety program and how* the (raining nuty be acquired for use bv televimoo MatMins in the commonwealth. Exce'ient .'oor-erjtion m* :e-n tram the Departfrent ai r'-ibue in>:rueno". wmch iponiored a pilot protect, ^-rearms Education and Hunung t-aiei* T'vrough Srt.1 in veleried vr'iaoi* Tie objective* la iqeniiiv "ie profnrtn *re*i for the pre-hunter --age* h `i-rough li--and the beginning hunter---ice* 12 through lb-- which involve nrrorm- nUieaivof* and vale hunting practice* and to determine (he moir effective methods 01 using ihe (eaching aid> o 'hat future programs >n other parrs of 'He state might be proiecred The sale'* areas are lemomiraieO "n colored slide*, .and these are used at motiv-monal Aids >or He teachers m discussion >ntc* with pupd* Keacnont nf pupils 19 `(>e > vuul aids will *+ demonstrated bv :.tieiv Through \n lluiirsnoos and these wdl he collected to (unher identify the problem areas peculiar "j various age level*. A selection of the illustrations will be included m a orochure. hirrarms Education and Hunting baietv, which will be used as i guide tor tuturr educational programs The berremage m iceidents caused Bv t2 'o 16 year md hun'ef* luring i960 was let* ih-xn ihe perermaer oi ltn*es v**vwtd to <His xge group In \ew Hampshire, three original p und and color films on hunter saiets were - Jueed far general distribution, a *;>' , at firearms education was pioneered tn me public schools; five statewide vateiv training dimes were held (or conservation oi.icerand las instructors; shoeing rduranon was included in statewide and regional <>unioor education workshops; snre e'emrnt- were integrated. into a statewide network "t training centers lor soutli rertification reifuircmcnts- Irt Missouri, aver 4 500 voutiti were given Hunter safety training at summer camps dur ing fune. July and August of I960. The Cismmisston and stale 4-H camp* recessed hunter safety training this summer--also tw tins Scout and several other south camp*. To mpplement the Hunter Safely Program. IK sets of fifty slides, showing ihe "doY* ,nni `don'ts" ot proper gun handling, were produced and have been distributed to tlse fesen supervisor) districts and the KanuC it v and St. Louis offices. To date no gun accident involving one of the -uioents has Heen reported, and 90 per cent of the icauseehunt, M'ir i..mqrttt ,ii \irjntvu, me ssietv program it ^iini4f<J on a count* ba*tt, with volunteer instructors m each countv working under the lupcrvutofl a entef instructor, ,A 'wmitir newsletter * mrled to || of the nirtJcior* ami chid instructors, as well a* t- ill district prr<*flnrl. kerrmg them in > r-tvo'I of ~i-*njrc m die program, new m ueri.vt* .ixailahte, etc The newsletter also ervr* i a r>eanr* Im*u*< lor ideas and teehnwiiie* Man> individual tn* tfurii.fi hate -let etuped excellent visual imi- axmtinn ItnMine devices xrvi teaching prmtediircs cu tneir own; by encouraging hem to `liter the*-r its the newsletter, the vt-uir firvgr.vm Its* nenefited, Plans have i>ni approved >o ivvtie `leritnf silver pin* >< ail activr instructors, 'Hie wnoJd be remiss to overlook the un* me rtfortv ot individual members of the N*t*v$ (task Walton League of Amervca <rxi the National Wildlife Federation. These -rstmmen. along with members of the W A, Innate rrun> Hours of their perw^flal 'me without 'enumeration and thetr cluh ^t'.iunds usually provide a convenient are* * tvdmmt a m sate gun handling, 'mee its founding in l*&26, the Sporting \rms and Ammunition Manufacturers' In* 'lute i,5 A AMI), has played an acme role n dir promotion of hunting safely, and proper gun liandUng has been an inherent p.irt m every promotional endeavor under* taken l.v the Institute Starting in I WO, the institute has been distributing a free leaflet emitted. "The Ten Commandments of Shoot,nc b.itetv " Total circulation of this leaflet exceeds 30 million copies, with the great talk bring distributed m cooperation with Mate game departments m the annual sale of hunting licmes. Additional leaflets have le-en packed with sporting firearms leaving product tern lines ot Amman manufacturers, in addition, there has been continuous ciruiJMMn at the leaflet to thousands of -<hO'K .,**ith groups, sportsmen'* dubs, .m<* md service organisations and gun h each 'ear, through the direct mad programs of (he Sportsmen's Service Bn* reau. Million* or mm owners are familiar with vAAbH's gun safety posters In he tac iO's. a senes ol cartoon placards were pro duced by the Institute and made available at naif-cost to state game departments and others interested in ihetr use, and over a million posters were distributed during the ten years between 1949 and 1939 Nearlv 100 prints or the him, "Shooting Safetv. which was released in and re-eUMcd tn !V^6, liave been furnished withoui rn-i or stale game department circulation. The National Satetv Council has broad* ened ns activities m recent years to metudr committee on rerreaticrai snooting saien that meets annually to cnnsioer me ->*tematte promotion of late recreational -.hooting The lemaitve statement of pur pose of this committee it at follows a. Statistic*--the extern of M-cmr.ooi* vhooong and the accidents which happen i public places; b .Suggestion* for bafetv--what m <b. ,shout the accident; < W l*o'* VS"ho--persons and organiMttun* at the national and state levels techntcallv *ni specifically concerned, and Program Material!--fllm*. pamphlet1, s*.wt, posters, etc. As the Recrcauonai Shooting Safety Com mittee develop* recommendation*, the Na tional Safety Council will implement them through forums on recreational shooting at safety conventions, as a publisher and new* center for information on safe recreational shooting, and a* a compiler and custodian of accident fact*. In retrospect, there is a tremendous amount of effort bring exerted by the N'ftA, state game department*, sportsmen s organtrationAA.AMf. and the National Safetv Council Most of this effort has been energised since the mid-fifties and the results in the reduc tion of firearms accidents have substantiated the hopes of the N`RA officer? and arimtni** trators who were responsible for the imita tion of the program. Every program * worthy of a foil; the goal of a hunting safety program ts an accident-free vear tV our nation. u. SAFETY IN OUTDOOR RECREATION By ROB W. TULLY Associate Professor, School of hsa.th, Physical Education dr Recreation. Resident Director, Bradford Woods Outdoor Recreation Center, Indiana University Bloomington, Ind.. representing the Athletic Institute. Inc. 'tv Kjb > directly M-taed to an ixitdoif titration program ipomored by Indiana i.nnervitv, m which we ire trying tn min persons to trve and lunetton in the field ot utdoor Hucanon and outdoor "-creation 'A e t-ave (orated on me 1JO0 acre ares, live xrrumem -imp Jicthttet available for the j`c or tne children ot :he "te ot Indiana. * well 4^ x workmen center (or the train 'll: ! adult* m nuirinor education and rereilinn Mr mam ot ns outdoor recreation was a i-in -t our cmiremment \\t lived r,o<t to *>'e otjt oi doors and learned "naturally " A <ou(dnt (ravel far, so it we didn t have -now within a tew- hlochs, wc didn't tM oo -.or Home created barrel slays h we ouldn i walk to the iwimming hole and go n tn the raw," we :n t swim. In this npe ^>i past, our recreau.n w*j closelv identified with our datling living experience and even Mire ctosety f<-(atetj to m outdoor*. In a tew generations we have changed and (he tumre holds more change. We have changed to rrcreatiorts that center muniv around wceumds ami vacatirm period*, reereatton* -'vouvaied by enthUMa*ms built up hv Wig tetav* tn getting to >ullflH our dreams or eir deires and also fired up t>v mats com- mumcatiom of professional and commercial promoters. ft that the past mav be prologue, tat the present it imperative, f am imnr*ed with the report, from Sporticop< of the Athletic institute and recorded in P. 5. or October, indicating the number of pant, ctpanf* in wane of our outdoor recreation*: 6 million boating. JJVi million fishing. 13 million (boxing Otfle. shotgun, handgun*, ixrgcti, hunting) 0 million tvmer lining. 6 million golfing. 3^ million camping fl only xoh we knew really the numbers in (hi* category, probablv 4 million of those ere just children in summer ramps), 5H million in archery, 5 million in skin and scuba div ing. 3.450,000 skiing (we are not going to Utllt much about great outdoor spom such football, baseball, where wc could add mother I' o* ,*0 miMton). *m -,vhen we t-ilk m number* we are im- t-re-if'l but deep l>'wn we recognin. >he *ct tint no nwtitf mow mnv the si participants, it's the --'-te nr two-- -es. I am *orrv to *av---the thouvaods that are m. ufed or xihed in 'hi* proce of outdoor eerrattort that become .our rsitctm. No waiter how the percent,'ge `lowlv fecreasrs if ,ivrr*e*-- xnd 'he*e Trt 'even mornhs have veen an ncrease in all area* as long *s there is a ffitnfahtv ot acodent 'he nrce* o- vatetv .vnd satety nlueatinn will Mill have a 10b to do. The future stands before u* m tntng to balance the figures ot tarticpauon and safety ( have decKied o *et up again, perhaps m a tavman s language, tour major (roots, tour programs >t tducvtion and legislation. Here is the fir*t point VA e must keep hetore us a constant program m equipment development--*afe emupmetit to be used m ^jtdoor recreation. Here I would like <o pav my -espects to hundred* nf manuiacturers or athletic and outuoor equipment who are constantly expenmentmg and striving -o make their products sate to use and are put ting the proven jatctv eoncepts into (heir vtjuipment; thev are trying to make it pos- *ibt for u* to have satisfactory, sate, functional equipment for our outdoor rec reation. May ! mention a few- of the important snd rather startling change*. Foe example, we have increased the requirements relative in the protective features of football equip ment: helmets, face masks (with extra pad ding), inspection of (aping, functional use of (he mouthpiece*. In baseball, the use of the helmet is a protective device for the hatter. In -yir own .ires. Bradford Woods, we are aumwinf the use o( the double deck ld for camping purpose* Several studies have indicated that horseplav in resident camps where double deck beds are located mcreaes the intunes (o children. Perhaps we need an opportunity to get uuf heads together anil rally do tome brainstorming wuh the manufacturer? on *nme of the safetv de.ice* (ha. mig.-it be v/rty u itru i as ,nt u equipment v ould 1 brainstorm to ,vt east two or ihrft idea* ' Couldn't gun* "rrho m-inutienired o to* safety IoeW .-mid not fnmf loose until ihe gun was zcnullv m pn-ition to nr*' Or better still, i.ih me mi|fm equipment o|[ the IBM .twfiine and thinking machines, couldn C *e -nd into a miniature machine attached o * ch cun, its program of firing* If we ,.rc "lit on a bear hunting trip, that sun would 'mi unlock untd a bear w* actually in the -cht- `A* might evm attach a miniature ci\ttnfl camera that would spell out across me bottom "hunter snow now.' 'n the held ot bathing and boating. iLiv'itfl'i it be possible somehow to build a Mihme uit, men a bikini. *o that om* >p* nt uim drvirr might inflate ami dtp ut * hen th* emotion* at fear ot drowning jam* o' et the swimmer It misht automxti- hitiv respond and save hit iif--at lewat permit mm to float until he could be re* -tnered. IV* been dreaming a little about i fishing lure that could be flipped around 'hrough the air and the barb* would alt b* enclosed until they would hit the water; then he\ wcnaid automatically open. n at he 'ure came back into the air. the hwrbt aould go back into the lure. At irat iou get the point. Equipment heed? to be constructed as atdv a* we PO*iib]v can make it; we need to try all new -meovenes. Orgamntiotw and group* need ,.-i t niggle for the support of the safest quipment that i* manufactured and support be manufacturer of the safest equipment And finally, we mut force ourselves, in colemuun with mxmiiacTurers, to imagine, to irmm, to project into equipment the safety Jevices that we rratk can envision. Let me turn to the etond point. We must 'sntinue to extend into the future a very intense safety eduatton and license control program of promoter? and operator* of out* icror recreation equipment and fadUlie* ! like to make it clear that t am not Hiking about the necessity of a cnckdewB m thtiifl area*: nor am I interested si licensing m*t to get bkb9p> iot certaaa pro* tens homerhmg usj.ii to be far more fao.UmmtiJ here I think it t larpetaarr tha* for mey of the c*jtdoor it*fiiint-fq*--`hMkMLf||e|flk fhnpmh^. ..i-uba liiint etc -- winery ifcould tom trui* .file -Sr hvt* *ff show who --mmfiiioii. sell, and own equipment and thou* who ire 'sponsible tor :h;t equipment and the tactuuet wrier* u n used iecond. .ensmg gt*e? seme opportunity for guided safety education at the Mm* ot purchase, md ai each reiiemsing period Third thi* Joes per mit the '-pportunitv for the purchaser or promoter m H*mon*iraif ht saietv ha? been learned and ihat i)u*s are capable ot certain intellectual responds, een tliougli under -ilher cirmmst.inee* the* mas niter ut nil Hetor, i turn lo -wn* specific area? that need licene control, perhaps we ean turn a* in example, to the problem ot guns and hunting license* bv referring to the article m the October Utb- Sufimrfuy Etminij Past, entitled "Boob* tn the Wood.* * It was writ* ten by Donald . Foltz the Director of the Indiana Department of Conservation Hi* three simple request* are (ll Anwant granted hurtong liem*e {the first time. *1 leasll Should have to prove that K* is capable >f hunting safelv--that he tmowi the ufets rules for hunting tnd that he ran demon* non h< abdttv to handle a gun (2) Before receiving a ltcen*e every hunter .Hould pass an evesight test (i) No use under 16 should be permuted to hunt I'm nut sure what sour reactions are to turh proposal*, but t would urge you to read or re-read the article for rive facts and figures to support his basic conclusions. These are not unreasonable Let us turn to die purchase ot boats. We know that there are many individuals who now have the enthusiasm for a weekend on the lake or river and the economic where withal! to rent or even bus- a best, and yet do not have the training opportunities tor the actuai use of those beats. Certainly we have teamed the importance of dnver edu* 'tation in the ase of the automobile Cer- weuiniv must devise some method by which there is license control, net only of the purchase and owning of a boat, but also the manipulation and handling of a boat. Ferhape we can discuss some other areas. Fishing license* are required m many stare*, but too often the emphasis is upon the in come to be used for good fishing, rather than safe fishing. What cvsdswe do we have that a fireman Icdow'? evn the common cour tesies of fishing? There ts seldom any reqmrteact resatsvt to the purchase of arch ery equipment. It fleas arausd at oar world Fidific fj?rtT iettvis ,thr?ut any t>uper\i*o<y device, A new outx>r rtrrntion acmiiy coming into proent-etic* ihat nerds good license control in ns 'neiopment i icuba dmng t m sure we it recogrttte the importance of control of i> * amity iwimmtng pool, f realtae me inger it rnrrmchtng upon individual pni<, u the <Mt(* time, these "attractive niivances are available m ct>mmuniues and -rmlie* must <->mehcw be mpre**ed with -heir mpemibiiiuei -- manv mf them are Mjal re'pcnvibihties Hnaltv I would tike to <a? a word about imp* *nd camping and the tremendous re-ron.ioihtv if have when we establish -mying tacihiics lor children ot tamiiie* *. c'tainu there `hall he uifetv cenirols 1built m'o unn* kind of licensing program. im happv -ft *ay iluir tnr re*ident. tanuli. n.n ami travel camps eipectailv, the Ameri can tampme Association has established wet! `hcwight out standard* not oniv fnr tacilme* and equipment, hut for program ming, Camp participant.* arc not only sate m their fnndiirt out are being enriched bv die rvpe n program atailable- The third jmint f would like to call alien* non to i* die deeviopment m' skills in ou. t'Wf 'rrreanoo- Tliis may be ihe mow tm* (oriant. I am convinced that high skill ami mrfe m that 'kill tend* to be a afety de* nee in themself, because in the process of teaching the skills, m knowing the abilities .fwj Mrmgth. c are constantly teaching aien- concepts. So good football coach teaches football without teaching ihe ability fall, o roll, to maneuver. The `.ime thing true irv bweball. the well-{mined pencil who knows how to slide into second base eldom enxinter dtlRculues. It is only at `xtreme moments when ilw *kill doe* not have a rhance to opemte. that we find in tunes occurring. ! would like to emphasize again that ws have developed in our country' *tieh enthusi asm for outdoor recreation that it ts being aught by many individuals; but skills tn these outdoor recreation pursuits still have to be taught. The real problem, then, is to icaeh the skills without endangering or mtntfTuiang ihe enthusiasm. Often we take iniividaais into the time-consuming process " tornmc jidlli, we let them lose theif mthtMOfm fnr the activity. However, it 13 me that when our skills are well de- irloped, then iur mihui*.-Ti *nij ,ov ' outdoor rr?aticis becom* wnt mcwnirig fwl; theret'ore f are rhaltengrd to mam* lain enthusiasm until skill* *re Irsmed nd established. it is always interesting 10 welch children come 10 our outdoor ciucaiiun center and sense their entnu.vm ** thev first encoun ter the woods--timid at time* fiut tvapps ip be mere It ts good to teach them how to handle an *e. to sharpen a kmte *ic. and to -"heek and watch their growth m their 4biht> to live >n the out-oi-door* But the real thrill to the teacher is o watch the children on iheir own as the* move <n to prepare a fire--ringing . not because tbrv have h*tn told to, but because this ha* now become a natural saietv act: or to trt a group of bos? gwir to the beach and a* thv nan m. to find thai ihev dent Hive etf the pier blindly. The** children arr now trained and disciplined by xaletv rscep{` It is a thrill to know thev are totiowing the correct procedures, not tust because an -dull is supervising and saving ".<>! must." but because there is a comprehension that this is right, that these skill* make outdoor recreation valuable and reailv tun. Wafers rules and regulations xr* good, but some i*m. it seem*, need 10 be emotionalized To know the mles oi saietv somehow is not tiuue enough; to have the emotional desire tw observe wfe conduct ts the ultimate gosi ut at'ttv education. ^ w* stop irom ume ti time lo realis emotionalize the expenence This 1* what happen*, I'm tore, in the srr* ot driver education. Not only are the 'kill* at handling the ear taught, but the child is emotionalized to the danger and to the repsnvtbtlitie* ol driving. He develop? the emotional responsiveness and coordina tion of skills that make it pottb!e to be a 4ood dnter. We have had some mtemtmg experi ments tn outdoor education which have us pretiv much convinced that we need to have fifth graders, for example, we and tense the fire power m a giss--even though ihev never are actually permitted lo ihoot. W* have the children not oniy participate in tire drills, but fight a prepared fire in the forest Thev see the way the fire actually bam? and have the opportunity to fed the heat, handle the equipment, mi sense the danger m torest fire?. We also give them the I" . v-Js.* \3tisn4t ,,W`rlv k, .it'.i'.vr -motional experience or seeing and learing trirougn nim <nunct` or a tore*t tire, *nt in a safe ,ir.ifte ifiti monar building. but xit in rne forest In other words, we gt*e thrm ft emotional safrt* education in out door rfcmi'ipn; I turn now u> ihe nrul point Somehow, nur total program can be summed up at irving to establish a rprrtf f 'farttmotttiup ui the uvi-vf-drors, i would perhaps call ", saving outdoor good manner? This tt a matter then ct moral and etmcal conduct n me out-o-doors. and it it related to our i-ual moral and etmcal approach to hfe How rnanv ot it -esll*' consider what litter dnes, oifier than just beipeckle ihe r*ndscapc; It <x a vign of moral and ethical degeneracy. 'tyg ,ee m nutnv respects, Inter s trtijaliv a stetv naaard Isn't ir interest. "8 -hat m the held ot traffic safetv we hate <umeij to what we call defensive driving This i going j/ie second mile and not claim>j all ot tour tvcnlled rights. I am ture that even m our enthusiasms ror boating were going to have o develop the port*. man-nip or defensive beating To conclude, let u consider seme method. -\e nn use in ,i*veiop this spirit ot sports, manship in >n* out -or -doors Firjt, e need '0 worn, chirk and plan m terms of a pro* wram or appreciation of 'he out-or-doom Tin* untverse is ,1 tremendous gilt to man* kind \\ e need to develop an appreciation of n. of its beauts, ns orderliness, its real leptn and meaning to the function of life. This appreciation evolves eventual!*' into a love ot the out-of-doors, not mst a love of m* personal, selfish e*pcnrn<-? m the am. o! -doors. Certainly. as we begin io .htnk m hf ferrms of appreciation *e are immediately -fjneemed with the second need, con*er*a"on of the out-of-doors, holding tail tn 'hat which has been left--not onh m terms ot nur own needs, but in term* of tne enrich ment of hf for the future Conservation nas become a necessity for ihe economy oi our nation, not only for the recreation r* our children. In lari, we need to be con scious of the tact that conservation is proh ibit neerssan far the 'otai biological value* to human personality The last nerd in this development ot out door good manners is the tact that tne cutm-doors is not 'ft completed vI ankind has me tnielt'gene* and the ability to even enrich tne experiences of the out-cu-doors--not rut lu control and cnmrrs e it i.yt to actual}* re-construct and construct. */ *hat we can protect ourselves into a program ot having a greater outdoor experience n ihe tuture are cooperators with nature, not ium her consumers or conservers \W are part ot the constructive process that builds into the out-of-doors that which makes it -o memoTiai, so meaningful in mankind. Perhaps the solution of the first three points of this paper can best be realized bv developing the spirit of sportsmanship in the out-of-doors, and 6v evolving a program ot appreciation of the out-of-doors, a program of conservation of the out-of-doors and a program of enrrehmen* for all mankind through 'he out-of-doors. SAFETY IN PUBLIC ASSEMBLIES By ALLEN L. COB1 Director, Industrial Safety. Kodak Park Works, Eastman Kodak Co,, Rochester. N. Y. i have been .ukv*l to t-iik on satetv ui places of public assembly. This room is ,t place of public assembly We arc gathered here on a Safety Congress, We are alt con- remed ih 'he subject of safety--hut how many of us here loday have given thought o me utietv iactors that might be intoned m attending i/us inerting11 We can be reasonably sure that the building will not collapse It lias been here a long time and has neld bigger and noisier crowd* than thu It was designed by competent engineers within the framework of good building codes and vet, even quite good building- .Tl Fwfli"C `1'rtv rnnrnl i*e `oUapMd iunne earthquakes--people ive 4ted <n places ot public iwcmbtv imm 'Ult such cause! \nd hftw shout fire3 Ttv*s -s a -vcf'-sisnv* bunding, vr (here has r*ro grett ,'"s ot me m fire.resistive V'jndmgs flue >o fire for esampie. there was the LaSntle H'uei fire right here >" Chicago Of cou*e there are esus, m accordance witn the huildivg code n elicct >f the time (he building vai built Of course, sou II av that in a creat hotef urh ** this 'he exists are open, equipped with came bars and swinging out ward In mailer oi >a- thes are open and are froPer,v laid ngi jj 1 know hv an m- ixrction '- brio re 'his meeting. But i mav aiua iell vnu ihat when the innnal fire frotection fivsociation held I* meeting m Philadelphia m Mas. ihi* af, Bob Moulton jieeretarv if the '.ommittee on Safttv to Life, found exit douri padlocked Funhen* tt when at hi* tmisinxe `he "imager w e ig unlock the kwrs. he coutdn i find the kev KinalU, he used a holt cutter on the padlock chains-- ind broke the holt cutler' If this could Happen <n a modern large hotel, part of a ts'g nalionnl chain in a vitv- which is out"anding in u* fir* prevenuon armities. then what cau*< have we tor complacency >"ppo* we look briedv at a few cl.v*.e mries of incident* in place* ot public asemoly Mavhc M * going back tc*> far to mention the Iroquois Theater disaster nght here m Chicago in I9M, although that on* it tnt classic instance when it come* "J theater ie*icn. instead well move n Boston. \cvcmbec IWi and vim the Coconut jfove. The Coconut Grove was a nightclub. i big, popular and famous one ft is esti mated Hut there mav have been almost 1,000 people in the "Grove" that Saturday evening, 4t9 ot whom were to die in the fire This, ot cour'e. a wU documented story < we'll skip most ot the details except that it was m a generallv fire-resistive building. The building nseff was not structurally 'tamaged >n the fire There were, however, combustible decorations, especially fake palm trees Hut had budding columns fnr trunks. There wag also some artificial leather wall covering that had a mtnte lacquer coating, t mention this oniv because { demt want anvone to tump to conclusions and sv ihat fumes irnm mis nifrs'c -jv-'cU material were th cjlprit The ryipnt *.iv nre, fire m .vcbiasrs combosnnles--paper -loth and wood. The artiiir.ji leather lid ^et bumea up in ih< Hf '"d we all know `Hat nitrous tumes are not ^ood (n nreathc The fact I want to mpna*i*e is that the heavy loss of life muld occur without amthmg special--wood `moke i* x deadly killer The other important factor was the lack of exits Hctualiv there were more exit* than People knew about, th* were oenind drape* snd false will* In a panic however people -emember oniv ihe wav tne' came m. the* certainly aren't gr.mg -o nunf hehmd drape ries and prowl around behind ill** wills \*, thev U head for the front door, m thi* ca*e. a revolving denr Howevrr hv am standard of me,v*yr*meni, ft* Coconut Grove was exceedingtv defirient m re*pect to exits *t sou can pl.-tmlv -e term ih ntans Out iht, vnu my was a nightclub, a place where people hid too muvh to drink, per haps it wis a vpexvai ra** L*t'j go some where else. How about bowling3 Bowling halls generallv irent crowded. Mter all. look at alt the open -pace afforded by 'he alley a Suppose we 'rok at a picture of a howling hail. This o: e took* rather good wide open spaces, truss roof with no columns, Certatnlv it s hard to imagine this as a place of trutv mgh hazard. As a matter .l fact, this particular halt wisnt involved in a lots oi hie non--it wasn't in use when h fire happened. Tlie next picture was uken by a fellow who was in ihe building when the fire started. He ran--and fait--but he had his earner* ami turned and snapped ibis picture. 'Miat happened? *Aas the pl<* loaded with gasoline? No, they were simpiv sand ing drops of lacquer from pins that had been dipped two weeks before. What burned*--the lacquer dust from the pins, course, but more important was the lacquer on the alleys. All that fire from iu tne lacquer on the ailext and the pin refintshmg ---just imagine how tt would be if the hall had been fuff ot people' The point ot all this ts that you don't need an oil refinery, an expioitve plant, to have a bad fire: all you need is combustible finish or decora tions. Just one more on this ilwr-e This time let s be even safer and go to a chureh social- 21 iiic-na/ S': ~*.)rrtr ,* eil fn.v h (i% niii -'j' -4ei oi a enures '.<^1*1, -vis a* ! foavt, >n :aet, but ( wav .pflojoreu hv < -hurrh Tv big l''l lb# *<r* an NuiricNor hr*- i-iact m-\ hazard w,i-.nl evrti m 'he build* (hr There were, however, three weaknessestil T ne Kif open {fiimj i made ot ton- -j*tible reiimg nle the ame kind ot stuff >..u bu <*> put up ci tSf g*me room >n the Kt'ervrm ns your own house `-S The fire* |.l4rp >tnne was `uilt outdoor* run utMrttt me `-de m m miilduig -mil n t dneeme i J> Lack ot exit* The lack ot (vm ii nor as bad as the Coconut and ms >* pfonaDly me cau-rt for me `mailer io ni Sue The mam hall had three thr-e-tnot ev,j io outdoor*, one three-ioot exit to me mam entrane* and two six-foot evil* one out through the milk bar and the other through the cocktail 'ourtge. 4|l exit* were marked md had panic hardwire The non to emr4ta*it her* >* me con struction Many people teel ihat <n a one* uory ire* with u* exit* iireerl* outward. *>fmruetiort cannot create much life hazard. To miv people tntt building wouldn't look too had The walls were concrete block ah<ch was plainly visible mt.de <he budding; only minor quantities of pine panelling were used The had feature, ot course, was the root'--of wood decking on wood trusses and o.ered on the bottom by 4 * 8 loot sheets >t fiber m*uattng hoard There were *lv baits ot mineral wool insulation laid on 'he tiherboard. T hts ft re was .tarred tram a defective -himnev .ifiere the outside fireplace chimney .sent through rhe eaves of the building. Thu fire progressed lor some time in the eon* ,-eited space above the ceiling. Fire was first s*en near me eaves beside the fireplace. A garden hme was used at this point but the men outside didn t know that the fire had entered me *tne space When smoke wa* veto .ntide the manager had a man pul up a `(enladder and open a -ap door into the attic `sace. Bv thts time the afttc was well nvotved The manager attempted to dear the nail but a mn< explosion blew fir* tut 'hre-jgh the ceiling and resulted m im mediate panic. >ctu*i loss of Ufe was ten, at lens one eutg d woman who re-entered the building '0 save someone else. Considering the num ber ot persons n ot* room at the start ot if-e nre < about l 0001. this is amazingiv Ir.w "t can go on at length me record. ui he National Fire Pffltmion Assocuueei are 1 nil oi *u<-n viortes The purpose *'Jf meeting mdi', however, is not to go ',ef the record, no matter V.. iiictruttn* tl.it ma* be V> e can <n course, in muh ca.*e. pick out ih lessons, tun this also has been lone What I'd like to .Jo, is u> emphasize 'he positive things that can be done to sate- guard lives >n places of public usembh First, of eourve, is construction--but lei s not overlook the fact that lo*s of life in cidents have occurred even outdoors, and ome very senous ones m tents But pertvap. we should cmv*ider th average indoor situation. Construction should be fire-resume to a degree The New York State Building Code m effect sa>s that it people arent going to Ret out m 4a minutes. nev're tust not gome 'o get out at all 3u, it the building will protect its occupants far 4j minutes, that mould be enough. This ts perhaps a radical approach, ordinarily we think of three-hour fire resistance. There's nothing wrong with (he three-heur concept; it will keep mans buildings structurally intact even after a *vere hre. However, when we ihmk of the best wav to use our money m life safety. >he added value of real, long-time fire re sistance becomes questionable N'ext m importance is interior hnists vbove all. it s better not to have a hre at vli than to count on exits when a lire occurs. The SFP\ recoui is dear- interior finish is lie big offender m loss of life fire*. i. noerwntcr 'Laboratones at Northbrook, iust ouiside Chicago, have a "tunnel test" vhich ts generailv regarded as being the standard method of comparing the fire haz ards of interior finish material* Unfinished -ed oak boarding has been arbitrarily a*signed an index of 100 in (he tunnel test Other materials art *ubjected to test and then rated on this scale which runs from zero to one hundred--and far beyond Some untreated fiber insulating boards, tor example, have a flame spread index of over 400, It is important to realize that this type of testing can be done only on a fairly large scale. Holding a match to a piece of this fiber board won't show anything; the male* nai has to be preheated to a certain extent `Ttfl'ir - tr'v t ` `'Xi - 'ficr to 'leve-op !^e "v.sh nre mar- 41'ienmev Mint, materials air m.d.ed dus m- ^nor finnh problem, "-e old Hotel L^Saile vbbv. me e.ampie s .'fed wtii* #*inut attrition To.* m course, i av v walnut eneer on a peeking plwvond Under tieat -if plvw.-*vi -Jelamiootev ud `be flame ncrad i icrntie `.Mule not .v n<ace oi public -`cmblv. I'd tike :o mention me Hsmord `fospiul fire as an examine of the eMreme ''noftance ot --oivh Thu w vs a v-oeen, nre rf.t.ovr building, built tn l"H8 and mten<ied to be iust as safe as .i building *ould be, The corridors >n 'tus mmaculaielv main vined nuiiding wtre floored with linoleum and bad Imcleum 'n -ce walls p m the AumKot hetqm There was a ut*ended -esimg Combustible acouvtienl nle was ce mented to gvp<um hoard and ireuied on lie *urnce with hre-rerardam pamt Doors .a {"tte"** room* were *otid cur* wood rttih door* rated fire resistive. The mam ire was in a nahi*h chute and was very t,4>t However, ihe hre would not "*ve been nearlv u> bd bad not ihe tile fallen from 'he ceding, e*jxj*ing the untreate<f *urfaee ui the tile The linoleum homed of? the walls, and even cfl 'he floor. If yoii go mm the Hotel LaSalle lobby 'odav. voull find a very attractive room. From an architect s and interior deeorator's !*m( of view >t compares very favorably wuh the old lobfev, but it wont burn. The lesson we need to learn is that in places of public assemblv we must avoid combustible ntenor trim, WaJlpoper and paint may bum ot? a wall but tbey add little to bte hazard. Beyond (his, we should say no combustible trim or finish. It's surprising how welt you can da with fire-resisUve materials, when om make up your mind to it. ('>ne case m point is that of the churches now commoniv built of concrete block, with *i*e block showing on the inside. Properly handled, concrete block makes ,in entirely acceptable interior wall, Heavy laminated wood roof arches do not add to the fire hazard and possess a character that fits church architecture beautifully. N'ow i ad* mu that if you have more monev, ,-ou can use natural stone instead of concrete block, but mam v"v rrrgasions have found they ran do %rry nicely with plain block walls. New in :mortante are thc :or`*-*>s Hjcn has been done reeentlv n fleveip.ng `r-cresistive fabrics, ^11 dmpes *nd jli .ohotvrerv shpiild be fire-r^-nuve `'.bile carpet ing *S tubieet to '-.girette ou*n ,.tamage. >t .s slow enough, even if it does sum, so (here is no life hazard. 1 am. of course, 'peaking of tn* long used wool an.J modem polyester synthetics known l-v vurn trade names as ttvlon, dacron, verei aertlan, and Furniture, also, slould b -argelv nonrom&ustible Wood, u u*i. vf.ould be Draw, but mere is much svatublr .n iumtvufe for placet of assemblv which >s non combustible. Fmaliv we come to rvit* This u a subrvi oitm for angry debate LsualL some* vxjv .s alwjvs ready t./ tabei any hre iuaxer situation m 'madc'iute mu ' \gm l -vant to emphasize, cerainu we need vAiit. and good ones bm nr*i Sets not have i (ire that ll make them necessary Lifeboats are necessary at sea. out vou w;uidnt be ery nappy to team that vou were going on v sea vovage >n which the water < ght bulk>mds and other leawortmneu lactors had been scrimped--the only real afetv wa* .n "> lifeboats. Our modem building codes take rare of n* number, size and arrangement of exes prettv well, provided viur commuiutv has >uch a code, In this rase >oud better get into politics and help see that vou do have ti code The trouble with exits is mainten ance, Sr this l mean the whole matter of keeping them die way the architect, engineer *-ri builder intended. As me previously men tioned, on* of the big problems is locking. The hotel operator or the ichoot adznims* irator u confronted with die problem of security. He has to protect the property trom theft, vandalism and other ami-tonal lets. Therefore, we can all appreciate that (here vs a very rtai need to block exits m such a wav as to discourage illegal use In desper ation. after other methods have tailed, the responsible manager may end up by putting ?hain and padlock on the exit doors, hoping io remember to unlock the doors whenever the are* ts in us*. L is. of course, a faint hope; he almost never does remember to open the doors. He may even have lost 'he key. 2J i >'<**.' ` 4< ,j; "'llrfy ^."itQTftt rwff s r c>x><i nr ns* imvscr io 'hit `"pc T>'*re are w-mf ifung* >hat fin be .'one but ail have H< tads.images First ami simplest * 'in uirm bell ",n or near the |oor itseit dumber of -welt Hev'Ces are wAiiabte mot <?( ihern work The trouble * ihot tl.e exit Jcor is remote from super.iurti and no one nears the alarm some'met the <Jrsr opens into a public area The .enerai puhitc response 10 such an alarm if *n>, if to complain to someone to get the jarned thing hii off \n improtetnent is possible bv wiring the alarm in a central supervisory location nnrrr ujmeone aiwas $ present, This can also be me central nation or a district tele graph service In either rate, `omeone ha* to h* tent to the scene, miv "3 find that `the bird hu flown ` 'lot long ago one nt nur own plant people *<>gftd a modification (hat rather appeals to me This change consisted m rigging up -.nc ot vur 'landird safety mower* *o that <i wv/uld operve wnenevrr the floor opened intone who ha* teen one of the$e shower* -n operar.on know* that the culprits would *.e ver\ fovitvety marked We would hast trouble whatever identifying him m a -rowd. From the life safety standpoint it night e\en hue tome positive advantage*, so I Am hide orrt to report that we do -.nr hate *ne ot tnee in ue at present Ot course doors nn be locked to prevent entrance trnm out*iHe They ran even be huil? with no hardware on the outside tn - rrt.im incfanres The trouble is due to the m**Hrr who ijscs 'he door tor unautnetned egress nr who block* it open for "ate" or tor other reasons best known to himtclf. One possibility tor schools and similar areas mat are unoccupied a great deal of the ume would make ue of the interlocks often used bv industrial sateiv people on machine cuard* and electric ryrrent breakers to m* sure proper sequence ot operation. Such a kev interlock could be <et up to that the school ruModtan. m order to open me tront ioors, would fir*t have m open all of the either doors in sequence This is a relatively simple device. You un- `ock one door with a key; this release* a second key but retains the first one. Vou go from door to door, leaving ooe key retained positively in the lock and getting a new one for 'he .test door it s a somewhat laborious "etnnH nt opening up the b'g tront door, but * *>M wirk and wit) provide secures and also make sure *hat me exits are unlocked .lien needed ."..ih this svstem. "* **it !t*r s locked even irom the inside when "e budding . empty to no one can hide m ne budding and Uter sneik out and bloek a,f door open Aside fi'fli the< straightforward securtlv problems, there are < cr more common and casual method* of wrecking exit* It would tike mum too long o gtse a detailed list out a few that l'f encountered are a* follow* l Po'Crtf f*rj t nlet* 'he open space tround an exit opening on a parking area * kept free bt heavy post* o* railing*, cars till be parked vo that free evil it greatly impederf fn "ime race* e.vrx are parked directly agamst Hie exit door A Stonge In one Sunday school situa tion, the lower end of the emergency exit statrwav was a beautiful place to store school supplies 'A hen I came on this one. stored material occupied the whole area or the exit hall to a uepili of tour feet and extended some distance up the stairs. 3. Wtrlgtt and hookt In this case the problem i,n t keeping the door* open. n' keeping them dosed. In tome areas, such a* <h State of Xew York, ih* Labor Law disposes ot th`S nratlv hv traung that exit doors shall be sell-closing, prohibiting hold ing open by fusible link* or otherwise I'm iu*t a little bit atraid that the end result ot the law is to keep inspector*, latet* people and to on well supplied with kindling wood m wedge-shaped pieces. '(.me of ui by continued nagging, posi ng signs, and by enforcement have secured reasonable centred of the situation, but tit all too many places, the wedge under the exit door ti standard non of equipment The fusible link also no answer By the ifflt any fusible link operates, the smoke situation will be bad enough to make ant fxitway untenable. Faster devices such i first actuated. ratc-ot-riw devices are much letter. There is one gadget which will do the job This ts the Swiss developed smoke detector making use of radioactive materials. It t* remarkably sensitive to Tiot smoke" and will close doors long before a smoke situa< -n becomes serious. It has the advantage of not being sensitive to dust in the air Un- FuF/ic >4tftv ittnomj jriuAiirly it Has the disadvantages of beog expensive somewhat comphated and rejuiong regular maintenance check, (t Ha* "ot been generally- used for exit door confroi (nr these reasons, a* tar as f i.now U? could go on and discuss h anting, inptmg haaards potted palm* on stair landing* iiiii man* nther problem*, ->ut l think ton (ewgwte most nf 'hem To get back to 'he problem ot preventiM. *upjme we mo* u a icw causes oi *ruuhlr 1 lie . ..ndi(<>nitip fir conditioning and .muiating "i?mi onen taxe suction trom e ror ot the building or an altev x small 'uh}>th hre her* and the a*f conditioning . ,iem (*a hcauniuf fob ol distributing m.,Xe hrou^hout the auditorium The re m nut l< a fire scare and panic. The > n( it to locate -nailation intakes at wccre there * tittle likelihood ot firkin* up *moke. 2 Tnermg While not at the magnitude t im-nlem* intolvtng ihe exit *>*tem, in.urie* he e- tripping and tailing are com"v n m j iace- * t at-emblv There are two t'pes ot ortenders, one. nr-tt or let* controllable, i* *he matter of 'tnic* m carpeting, loose edges, worn stair trend*, etc The other virtually uncuntroll* ,ible raure >* the tones Hut women wear. *ptke heel* have a particular aifimty for crating* and some t'pes of rubber mats. Mo gratings will reject IH nwh or l inch 1 eei* Recertlv we have succeeded m obtain ing eratings which will reject a H inch reel It it however. >-<vpneucaf to use anv vpe of grating which will reject a H kwh 1 etl. the usual "spike" sire. Even without gnrnng* the girls will get their ankles twiu*d because of the spike heel and fall; possblv the* become a topping hard to others. Operatcr* oi place* of public assembly can: do much about the spike heel problem, hut can do something to take care of the mmred, and thu* reduce the sestntv. In mv uwn churen, for example, after considerable struggle we have provided a first aid room near the sanctuary where .t doctor on pro* vide first aid in comfort and prnucv. It is interesting to note that some of our itruggles with the architect <n providing tuck a room developed from the tact that we wanted this near the sanctuary for idults, nor near me Sunday senoot rooms for children tuungsters are resilient and can taJce a ^ood mans rough spdH without ?us$. but the .d*ier* *re rar more iragde For Uhi* 'riM*i, tueh bisidmg* as churche* which tn'ud* a good numMr ot clderlt person* .n neir meetings, require unusual care tn re-pect io hand railing* tor ntrj Uir on huth sides Stair* nee*l to be or correct ('itch min non-tkuJ tread* and with tomeHung to mark die edge oi the 'ri^ad lo get b. * brtefiv is dieirs, at sur prising how manv people knock mesr head* *xun them. (, nrartunateiv mans ivpe* of Soor* and panic nardw;re have nothing to tell (he user which t 'he latch vnd which the hinge side ot a <ionc \\h<n someone tries to go through he hinge -iJe of a icor in a hurrv the reu!t* are painful. There are doors designed to 'educe tm hauri On one such door the Uich i* much larger and mort consptcuou* than the hinge rnd support. The mien t anei u also dowe to the Latch side ot the door. Hus door, which meets underwriter s requirements tor a glass area not over 3b square inches, ha* a tali and narrow mion panel to uke care ut both (lie long and Ihe short of us. Another door has the panic bar extending inly two-thirds the width of the door This i* in accord with mo>t legal requirements and effectively directs people to me latch side of the door. Unfortunateiv, many hollow metal doors do not have support blocks wnhm the door to permit attaching ihe panic bar in this manner Before leaving doors we must pav some attention to the "all glass" door. So many people have walked into such door* that it has become quite a standard practice to pro vide some marking such as lettering or etch ing to plainly indicate a dosed door. Even worse accidents result from glass panels beside me doors which irequentiv are plain glass instead of the tempered vartetv. In this case, a person can crash nght through the door, often caumg the upper pan of the broken glass panel to slide downward in the frame Itke a guillotine. Many building codes now require all slid ing and many fixed panels la he of tempered or other safety glass. In anv event, the plain glass should be plainly identified so that people will not try io walk through them. This can be done neatly bv permanently in stalling a planter in front of the panel, or b. ixiiing down laoies. chairs, or .jtner umiture This has been a rambling dissertation and *sf barely scratched Mi? surface. 'Ac havent been out n 'he >*ir?ii* t*u or nto he gymnasium with it* touting grandsrandstands, e haven't been near me In- .(.anapoin race track with its vuper-coltapsihte bleacher* However, E think we've gone . ir enough `o miicaie that t*r* ire indeed problem* m ini* area and '.hat t-onsiderab'e vxtfl and care are required ot engineer* aid architect* n planning anv place* of puolic assembly Shove ui is the mormon* responv.tnliij ot the owner, operator manager, minister or wnoever ha* the <i*v-to-day re'Ponvihiluv for satetv of rhg penpie who u<e th* tacHine- under his ore PHYSICAL CONDITIONING FOR SPORTS Br DR. OWEN B. MURPHY Member, Committee on the Medical Aspects of Sports, American Medical Assn.. Lexington, Ky. Phxxtcal conditioning >x i mandatory pre requisite -or participation in a well organised ports program, if peak per,f,,TP*lnct and protection against miun are to he expected. *,* an orthopaedic surgeon l am inclined o discus* conditioning program mated primarily to the muiCulo-lleral svstem and Ks relationship 'a sport* Practically Vl mode-n *port* involve some lorm nt motor ac tivity and, therefore, vires* and strain. Par ticipation require* adequate cundinoning, ivimelv, the development ot strength, endura-vce. coordination vnd flexibility. 'skill of performance m a specified spon* activity is an understood requisite tor that sport The relationship ot muscle strength to the motivation and stabihu ut joints in mniact and nprt-romnr? port* muat be understood it prevention of iotnt injury is to W obtained Man*- rorm* or nrrngth-producing exercise* are in vugoe The most rermt *nd at the prevent most popular are tho-e involving isometric principle* *i properly scaled down cvn-iitioning pro gram i* a must for our prcseit "weekend Athlete* " Such individual* arc most prone to development of iniunc* to bone* and joint* because tnetr test icr aceomplishmen usually exceeds char physical ability. The ideai pro gram tor the human organism would be one begun ear Is us life with proj^rlv .timulated -jhwic^l rusdmeeung and conunued m a -egular and practical manner Tin* might >nurr xrcater dedtraiM-n n.wards nine** BRING 'EM BACK ALIVE By J, F. WALTERS Safety Specialist. Ycrke* Research Laboratory. Film Dept., E. L du Pont de Nemours 4 Co., Inc., Buffalo. N. Y- I sat m a campsite m the beautnul car Y alley -n Western \`tw York with a tame racoon playing at m> feet, a squirrel monkey shattering at my tide, a mvnah bird talking and ?r%ing to attract my attention, a steeps ?ved iuf/iv;<r making a n-v .'Csf and a multt,'otoreil guinea pig squealing tor tmd hand- -Mi-i f considered way* of presenting this t>k and m> mind started down path* of uemone* going bade 40 jean when, as a hov scout. m> camping experiences started. ('-traping., as a boy scout, was crude com pared to are-CiH day standards of taxurramping. We were housed in a pup tent :> .uinnut s flrxor ' *ur crashing medium w*s a wood tire- i ng pan served as fioth -c-oktft* and rating utensils and me food was either fr*sn s*gerapie. smoked meat -r fish and game Uni wr ,*ught while we were on the camping trip Sn occasional '>urn or a cut `eened to oe the ettent ot ,uf injuries, Ki ftme passed ! remembered he transmission '<> uiaurv camping and 1 remembered i.ow 1 became involved m *e% *cvl venous incidents This main ot thought took on i rays glow '.nd it was then *hat I decided to weave mo this paper an Account of *om< or 'fie c-rplosive incident* mat have been experi enced h* ome -.-t ms camping mend* vnd mv*ff. V.me ot tne*e espenence* were humor , take the evt t( a camping iamity woo liked to do ming* me ea*s wav The cook 'in tm* case, mother) decided that spa ghetti would taste good for dinner. She had m aversion to cjeamng <p.aghct!t *auce irom nan* so she placed a pot ot water on a burning camp hre and when the wver darted to boil *he placed several can* of spaghetti us the pot The -lav wa* coot and y> the rot ot the familv gathered around the camp tire. There wa* a loud report and the tamilv t^-tod themselves suddenlx cov ered with spaghetti, meatball* and sauce The -ook had not allowed for expansion bx puncturing the can and a* a result caused a pressure explosion. Luektlj no one wa- eln*e enough to suffer bums from the hot water which erupted from the pot, Another meident of tht* sort, related b* 2 member ot our du Pont camping dub. involved a five pound canned ham which waa placed in glowing coal* of a esmphre. The resulting explosion scattered fragmen* -ji ham over the camp. No unc wa* hurt ut this incident but the family (ott an ex pensive meal. In one or the State park* ot S'ew York, ill of the excess umber wa* hauled to a lump area where the camp debris wa* also tnirntd- It was a practice of th camper* to enter this dump area ind cut the wood fur camp fires and haul it back to the camp site. Another camper and "your* truls-* were following dig normal practice of obtaining firewood. \Y< were about 2$ feet from a fire busily sawing and chopping, when sud dens an explosion occurred, i wa* m a po- -uion ? u.-re tfie c-e'cnr-c -ive 51 n abiect :rom the ''"tv scjttrred nre oed- The profC-.he ruse with great peed approximate'r '0 or HO text mfo 'he air and came to earin within 10 feet ot the other camper Vn exjminanrin of ihe rypiosnre obrect xpnwet] it to he a frec-n-tvp* container used o *prav insect repeilent Had tins ermutner 'em positioned diffcrenilv- m (he fire one > us could have feer* servously injured. Cns -nmeratr-r* have r-ern -rvefeix 'lamaged b> cxjilosions occurring inm difcarjed pres sure containers thi had been packaged with r<npjtar burnable refuse, and indeed, work men have been hurt cn-wslv enough to ho*tiuiliie ihem. Let us pause ana consider (he following Adv.ee 1 Mwavs provide a relief tor canned mod* when Keating m the original package <1 Package pressure comatners such as propane cvhnder*. insect repeilent sprav cans, -prav pau.t rxn*. etc 'cparatelv from oiher evrhage *o that they will not be incinerated. Mint thousand gallons of gasoline are used and transported Pv spnrtsmen and 'tampers each veaf. Oasatmc is a darnger-ujii explosive material. It will readtiv dash ut at concentrations from 14 per cent to T b per cent m air- !i spilled on me A lter it will rtoat and even hum h saporae* readily at normal summer temperatures, and the vapor* are three to four times heav ier than air I *ouid Hke to relate three ftpertence, which I will never fnrect, in volving ga*ohne. In the firq incident -ome XI >cars ago, ,t lung time before hecnming interested in 'icctdent 1'revention work, I went camping in luxurv. Instead ot sleeping on the ground, in a pup tent, 1 had a o' x b' umbrella tent anxi a folding cot. My cooktng medium, in stead of a campfire, was my firtt gasoline tove. It had been raining for three day* and night*. Mv clothing was wet, mv food was damp and gutrtg bad and t was in in exircmelv irritated mood 1 dended that 1 hxd enough of cold tasteless food so 1 took dte new gasoline stove into the tent. 1 opened the valve* and -truck a match three nr four time*. 1 -iruck a a *econd match three or four time*. 1 struck the third match. You can imagine mv urpn*e when I found mvsell lying, face up, in a heavy downpour ni ram with my rent, cm, doming and new 27 ^asoune n tft *wjv 'jrning luriouju *'* nr **< ^nomer ttrr-e a c'O'jp of ",>yf>g fd'o** (ielt included, 'in -jut .?*' e some nsUnr* .nit : the cauntrv 1 Thtrrv "go g* Milium m (He rural areas were lew ind tar Mtuctn Rrmnhefin| that we Had j gallon ot gasoline mr our *tove, we -Je- Kled (Hat we would iransirr it to the ff ani The gasoline tank was located under me seat ot ih* iktrtintlir car \\ e '-**ik 'He ra-uline, trow the square gallon ran, into t(ie tank ns- Holding (he can in 'He air mi aiming it it ttie filling spout of ihe tank. fhis meant ijni the gasoline was 'ailing 10 f li inches ihrough Hie atf A v'fos* w.nd prompied us to riote the r*ior on 'he pm.(ward side You've probablv vicssed !' now that an e* plosion resulted -- md it did' The bov, inside 'he ear. puur>ng the ga-ohne was **vereiv burned and the ear was tmdlv damaged Instead ut camp ing that 'ear ** spent our time suiting the 'mured bos in the bmpslai and working at <dd tolit to *<elp pas tor ihe damaged car `igsin here are two more pieces ot aovtee 3 DonY attempt to pour gasoline or ig nite gasoline stoves and lanterns m small enclosed spaces. 4 When tnmterrwg gasoline from one ontatner to another, make sure that the con tainers and the pouring operation don't set up a condition *o create a static spark. Tins condition ran be corrected bs using grotssdmg wires <n both ot the situation* itm mamoned. he area wi* tmali enough to cause the gaao* ime concentration to quickly reach the lower explosive limit. The tent incident probably barely traehed die lower explosive limit because torte oi the explosion was very low, The car incident evidently was well into the exf.iosue range before (he static spark >et or? the expiostofl which resulted in the >oung mans stay m the hospital. People rarely realize how- easily they can topardize other people who might be some distance awav We were camping us a State (ark that had the iwl sites at one level and lire place at a lower level. We had beat uut hihing all morning and well into the afternoon when hunger farced us to com '-ack to camp. Everyone else nad finished Heir nnc-n das meat and a we tnietirfr*l "new -..if nshmg efforts immediate!* ai'c v. --eat *i-d continue into (he evening w? .yerioed to make this our dinner meal A* made s hre m the fireplace. prt our dinner and Irlt (He tiftplace t ^t io our diomv area (orated at the high** level I don't mink that we had ovule ;oc c*,' die cooked fcod '.n ihe table when t'e *:** *>* meled In *n espkwwes. kffdufvt tsir jB.rflv waned tu -jr - Sirecoon that the nong fiame* " to find, anout !Q0 tees mv a man *.' , out the flame* yn hit outbo; ! r*.- seems 'hat (fits -ptiriumn >a> nit - ,, -.utboard with gasoline alter having fc-.w-ce <t He had poured about cat halt -* - ti gasoline on ihe rocks enwd t -hr vide ot ihe "Gulls * The gasolme -(-e "easier than air followed the i.uflv* he* hit the tire that we had ium alar ''-n*. ami broke into flame with explosive : e The air # Kx and vttll--ideal t-.* Or election oi exwdtfie utiwir* Ml that w-*- -seeded * -park and rwtr camjMirr <>i{-- plied (hat ydvire at tnis poaic is: h.eep an warmest ot dangers ot ae. rumulating v-apors in pockets or low places The vapors cannot be seen and because thev are low mav not even be detected Nv the *<*'*< of smell Uv vad experiences with gacofioe in the past have prompted me to keep most oi my equipment out of the gasoline class. In fact. he **slv gasoline driven piece of crtuipmem is the outboard motor and t am very careful to follow all the safety rules on the handling af gasoline when operating . The rest ot mv equipment t cither battery' operated or propane gat. The handling ami transportation of giso* tine under camping condition* could t* very hazardous, ! would like to review* some of the common ven rules which should be followed A. Gasoline should be transported in ap proved safety cans having a pouring spout, flash screen and a spn.tg loaded closer. 8. It should be transported outside an enclosed car. possibly ut a cartop rack, so that vapors cannot cofleet under conditions of High summer temperatures. JS i'ltf-->* -i/fiy vr/t`.avr The gasoline comame' *nd 'i.e rertier should be grounded .luring irant'er .( material 0 The tranter should be m-vde jndcr -(fcumitanees where it cannot .'ntleci <pref.-rablv under arret' condition' and level .m-jnd--never mirfe a closed area) H f.iwaiine mutpment. such as noses ami cverr* -h uld be bred at a location away -- He nltmg location * j'l ,'**jght on gasoline-- have a good rder liardy . `ou mav not need i the vapor explosion, but vuu - ^e-1 it i- r eeoniiarv tires caused b> H-t,* Cmg tiqutned petroleum gas under c-r*lot*.XI- ai-n lias its moments of i Th^ xf4o*ive range of propane . .* i ` j per -Tmt m air it flashes at A- f w-jrb >s alo ns boiling point (the i* whah it changes trom the liquid 1 He ga pna-eJ. Propane is --c* -avier than air and mixes readily ' ..,,* depute Ha. an explosive range J * p * ;xt rent m air. t* roughlv two < easier than air and has a flash point . _?* K L r eases are rumamed m cyltnskrs and re under presiuire at normal tempcraiures. Tn <v!inriers when aitaciied to the equip-'ffli are aenerally pretty reliable. The 'inicer 'if transfer >s eliminated ( while gaxof>e equipment has to be tilled). While I vient had anr problems wsth L, P gas '-lUtpment. t have been told by others of "nr experience. ' me camper tits practice of remov- i.t cvunder* fnen a iw>< burner stove and nng them in x metal hnx during tnns- nation. He smelled what he called "gas" n his well packe-d ftation wagon, tihen be went to investigate, he found one of the rvlinderi leaking. Apparently the cylinder valve did not close completely. He told me fiat trom that time on lie kept his stove cnipietefy assembled between moves. \nother camper, who had mooiflcd a natu ral gas. two burner Griswold hotplate to use propane ca* from s 30 pound spherical tank, lacked his "stove* and tank connected at eve umt. He had to stop for gasoline for ;;t automobile and while the attendant was filling up." bt noticed the typical "gas" v4ur Lpun investigation, ne found that he ".ad torgotten to shut off the mam supply fom -nr c; Under and tMt .n oi -Hr . un n ne stove had opened. juM another ramper. who w.-.v < ao-pntg <or me nrst time, reported mat he nad i*urrhased a -rheap Hove winch -peratrU tom a g.is lupph contained to a mall can nfi a rubber plug, TH* rrtuipment was as- iembled bv puncturing the ruf>her plug with t -mall brass tube, which m mm controlled die flow ot gas to (He burner t.v means oi 1 needle valve \ntious to Weep h< e<?uip- tnent mr of the weather.** Ke fwaced it in die ear trunk overnight. The next mominc 'e opened 'he mink usd Jerected a "gas ckir Seedless to ** Hu ,rn%r didn t work tie second ume Hi n mpplv bad leaked of?, L f' gas has all ot .tie (c'cnn-l haz-irds of gasoline when "out ot e.->nir,|" u will fill up a small spare with an etplome mix ture. it will vaporized ga^ahne *, sratse park, an electrical `park or a name could set olf *n explosion. I would !>e neglectful hi m> dutv if I did nrx point ">ui tut L P gas container* *H^ulfl rwx -amnl m`ifle closed cars House trader* ^rt ccneratlv e>|tii|>pd with L P gas appliances n>r hehtins. c-oHine ansi iKTvimg. Thu iniuipmrHt i* normailv operated at a sen- fow preure hv the inertton of a pte--tsre rcdia'-fr i<etween the equipment and the c tinder The build up of gas under these condition- - -k.w enough to avoid in explosion during the controlled ignition (lighting with match**) There t* 2 danger, should the flame be swdetirxUv extmgjished. of an evpto*nn The cylinder is located Mit-tde the trailer on commercially built unit- s -he code ff* quim and should never be placed mjtde. The cylinder should be shut oit vt its source during transportation. Propane and butane become asphyxiants and have ane-thettc ac tion iti smaller dose*. It t* therefore *>/ advisable to have the*e ga-e- burning while people are sleeping, unless a good exhaust i* supplied. **n aeodemal extinguishment of the flame could cause death m a tighth dosed compartment. 1 ixoulii like to dwelt tightly, tor 3 moment, on tlw packing and tran-purting of camping materials. Modem day campers take along everything, "including '.he kitchen >mk," Few of tzs realize that every item leaded into a car or station wagon is that 20 -tanv mors pounds idded w ihe weight n ke ear on ihc lire* and body suspension How- ,.'jv Jitlr.butr rhis weigh! .* i*fv important if the weight \ t >n<cntrted n tns rrat vj voor automobile. men the tram *f the car will have a ten.jenev ,o point yp \t night when people liav to u*e head lights, rim " eance .an he hlindma to the -Inver apprtMihtng. Concenrraiing 'he weight 4t the rear "'ll ai*<- iHff the `"ffinv ' n vehicle Sh.fnng camp supphe* van be Ujsgrru* f'-wcuiK m the station or fees Snail but haw v.ltects ihr'-wn -.n tip \ a lead :an become projectile*, aimed at the back the head cr neck, upon making i quick ttip or a tront end collision. The vamr can h< <iid about camera*, binocular* and other xsiecti resting on Uie rear shell ot a conemtorui car When such a rimer >* loaded, the center of gravity ot the car change*. In mart, the car beeoctet 'op heav-v fiuirfmg a car, under these condiuoas. ta a crocswtnd or other moment* oi ire can beeome quite molted Accident* ><atc occurred on toll road* and 'hruwavs when poofit la*hed carnet Scad* were tuddeniv scattered c*i ih* htghlv tr- tied road, A newspaper article recent!t described a canoe that ptrrKnurrd a windvincfd after breaking too*e ircen a car ui front A urpaulin draped itself acroi a car attempting to pan. tn (hit case, to call the drivers attention to the flapping tarp. Luckily, in the latter case, the vision ot the driver wa* not totally restricted and because sniftc wa* light at thi particular time, there wasn't a venous accident. I had an etperience o*\ tite New York state Thruwav where a car ahad tuddenlv raved a oabv buggy. .everai suitcases and Mfdboard beset .n the path ot' possibly a I.reo *ars I was returning from a eampr" tp ,mrt is a* pfit lo-ided down with ..imping material* (packed cprreciiy ! am gnd n report i Tht* incident naopened quite ......ne d>*i.mre ahead m me and t was well irnr.j h tnir wiminf rev! tail lights and ibe ni.metitef.ntf ot die r*rs in trom I y.jvni im.jrr am great pressure but had ( tvern, t iont believe 'bat ( couid have .'pped within e.gnt car lengths, due mamlv *.i the I'tdiiif-nai weight that uv being -'acried Twp tj>i thoughts uii thi* subject. Don't pod sour camping rnp bv hurting jour >ack while loading or unloading i-our camp, tig equipment. The legs *Hould hear the orunt of me load. Pack sour spare tire and ire changing equipment so that sou can get to tt without unpacking the rr*t of sour load. f know mat mans oi *ou wonder at the ntle at this paper. It i* needle** to >a* that rampers travel countless miles tn their wan derings The wav m which the> pack thetr automobiles, handle gasoline and tiquiltcd petroleum gases, handle boats and motors, handle sharp equipment and generally con* 4uct <hemIv when going about the bunness ot camping can well be the dtfferenc* between venous m;uo' and dtaih, or the ffpctusion ot a happj camping mp So, 'Bring 'Em Back \(tve" by con* sidering >txjr camping tnp a* "ong btg safety project." Think "safety'' from the -nomem you start plususag your caotptag mp and continue thinking safety until you srnve home. If vou do Uiia caudentiously. [ am sure that vou will "Bring 'Em Bark Mive " SAFETY AND SURVIVAL IN THE WOODS By ERNEST M. TAYLOR Director. Outdoor Recreation Divuion. Ontario Safety League. Torosto, Oat, Canada Ms ,ubiec* i -i rather Kfsonal -ne *% ! utt ;it>i ore getienittun emnved trvm oioter daw in the Muskoka Oistnct of Cani.U, where mt i ranrijurertt* wiih the aid ot .4f 4-1(1 Mfung back* cut daring* tn the pr<mcvii ior*t` -uid hewed m fog* for tnetr early .ntbiru. A* a anafl hoy, the none* -I .-vivemtire and prianiave condi. V\ ft .Otis wfrr a never -ending vource ot winder to me-fw did u>ev survive * This wia vumvai tn the woods -jn a iong term, pracueaJlv permanent basis. .And tncy did sur.'-.e noi one of m* piurveer ancestors jrrvhed because ot thrtr dependence upon he Bounties ot nature Tofla' thev would i'fobablv have Been prevented with mnurner^bte valet* plaques and award* tind how did ihes vurvive* Basteail> the uw a* we *un,ivr <odas *nn we icnture mto the woods to hunt camp rne or pursue other Kinuiti 1 To 'he be*< o their atuH'p, thei rat' tiicalh assessed the renditions under which *hev would have so live, and prepared them* velvet, as best thev could, with clothing, equipment and staple food* to cope with thrve < imaittwvs 2. They acted 'meitigemlv, adhering to lenaus rules of action which thev tamed 'n *nl and n'or or were told were neee'*ar> 'or turvtval under these conditions. 'Safety and Survival are so entwined that they are pnctieallv smonimaus. Sul ot he above two rule*. ! consider ihe >econsi o be thr cnsic afetv rule <n the woods. Translated into rvervoav living to the busJi, ihts rule mean* that the ever-present hazard* and danger* were recnsrntied and they were ^nstanrlv prepared to meet them They didn't jvarjc under the stress of emergcnctea. Let us speetty me duct haxard* and dan* gers that the woods held tor the pioneer* and still hold for us today, despite improve* -'tents m modem equipment, clothing and food* I. Terrain--Danger ot iniury from fait*, 'iwaards of becoming in*r, waier haaard* on lake* and nut.. 2 Exposure--Extreme temperatures, mow, rain, lightning. J, Tools--The haaard* of using cutting molt such a* axes and knives. 4 Ftfearm*--The most commonly recog nized danger m the woods, s. Food--The lack oi tin* necessity was a grater problem m pioneer days, but is suit one to be recognised. Today we have the protection of laws, mforccRiem, and public safety education and promotion. Hynter taiety training has become mandatory m many oi the siaitf, and 1 un gtad to av ihat our Frovhsea oi Ontario .ias :oi!owcd - *ur cad n tfus re gard \t?ow -ne to snake one -a<emem about safety m the wr*xj* 'nee you step trom 'he familiar ireadmill ){ modern ouvh-button li>mg uuo the bush, ou are m another world, a world which requires constant vigilance ifl'l self-reharee ! `m speaking, of cmire m >inival con imonj. not itvmg m a mr.rtc'n hunt cvmp Todas, for >n great majocuv of u> who 'ake to the wootu tor pleasure and relavauoti, >unt*al under survival condition* I'eve emergencies do occur a* evidenced b> 'he headlines m our duly papers irons time 0 iinif vo kt u* convider 'he hr.t rule tor survival m the words, whten h to qo Aith c'otlimg, equipment anq uaple loodi. Last March, J was asked to as>st m pnvdueirg some film un turmai in the wood* lor programming on i.ne of our Onuno television station*, CFPL TV u London. One ot their prcxlucert. loo Bosn ian, worked with me *.ei thu project CFPLT\` kindly loaned me *om< of thu toouge w> i could screen it for vou today ( think it will be a more interesting wav oi pre entmg certain aspect* ot survival man bv merety talking about it. Jon Hovnton used the survival kit. which vou >*U see. to live iti the bush for seven dayv. Let j rull the him and have a look at jon r>-mmmctng ht* evpertmcnt m survival Jiving He was given permission bv the Ontario Department of Lands and Forests to use one of their game reserves a* a location He was allowed to shoot am game for food, with exception of deer Tins exception ais a hardship which <kd not cent tor our pioneer* and. believe me. it was a hardship ior >on. During the seven days, he was able to shoot lour squirrels, one raccoon and a morning dove, and he >aw nventveight deer In the-e seven daw. ton iot 14 pound*. Fortunately lie could armed it The jmek foil i carrying contains the com **e survival kit- Here we see him loo* % for a suitable site to erect a shelter. Some ot the crmsulerations were availability of firewood--preferably dry. dead wood, pole* which could be cut to build a shelter, and evergreen tree* for thatching or cover ing it and making a reasonaSlv comfonabtr mattress for hit sleeping bag Running water nearby the camp site wit aiso desirable. As 51 lU/rt} u -WjTtti Ms #pfiRHfli hu carried nut nrl> in March. x well iheiicred location wmjid make In* more eomronaule ,lohn is building a teui-tn up* ^reiter her*. making a framework ot poie> con torted between two tree* Thvt is a practical 'tVtlttT. fcV MJ build, ihx <004 s'. VW.v enough K* n u practically w.nerprool when well covered with pine, spruce or cedar boughs It it also cutty heated with -< erfector-type hre tn troot This tux ot tire nts the advantage ot auiomaiieaiU reed ing itself so u ml! Weep burning for sev eral hour* without replenishing. Now well leave our triend .too v * **.e moment eom ortahlv esiabtished m iu* survival camp Ml the equipment which Ion Boston used -It hit survnaJ experiment vu carefully - elected. U had to he light weight, compact, jjiucd quality and even item a nrcWMtv Although his camera crew tinted him everv lav to record the experiment lie w-ts given no material assistance ter 'he *even dav ,`o'ow lets get on with the *torv rst putting yur survival kit together In the next section of him, foci Boynton and I di>cus* and exlubii the various item* which make up the vtt. >Ve are comtwtalAx located in Ion'* tnidg room tar inw lit* ngur* < > ihc March bush. Lut 9} ftrmt im vwctvtu.' Kit* f dpe TWrr One (xiflv taree hunting knife with `heath One pocket kmt* with at least two fttadcs, can opener, punch and corkscrew- One tight, all-metal a.xe or hatchet with .heaili. One tubular. incsal-tramed 'Swedish isw." ybove should all be good quality, tf.-feir ond -Uuinfifiun.*.- Kit 'One medium ftle < 7 inch mil! Hie). One small ticket imne and case (CarUvrundum none) Tine pair ut -larp-end or side-cutting pliers. Length ot strong, hue wire k few- assorted nails. One ball of heavy waxed cord. Twcntv-hve feet ot one quarter men rope. Muwt/an/ou/r o `'Me pair sunglasses and case vrnail un all purpose on Pur n< extra shoelaces ^mid iminment ot bnitont and sewing l.ii F>rt aid kir )*en<l and paper Waterproof container us *-a<e<i woitden -"atelier / j*QI Ktt One bar of toilet wrap One small tin boraxo powder Small pwckage of S05 soup pud*. Wash doth and towef Toilet tissue Comb. Toothbrush and ite litnUn'T and filhtnj; One -2 calibre rifle. One hundred rounds 22 ramr* long -iHe mushroom ammunition. Compass and case nr chp Fi>hmg kit. W sterproot container tor matchet i. , *1*9 l. tout/a,* One Bov ^>ceut type mess kit. i'Me porcelain or enaroeied drutking cup One iwrwiuan .Viumtmjm pail with bail '< indie. e Kmte, fork and poek Square of heavy dutv aluminum toil Bottle ot halaxon* tables*. ( For pun ning water tor drinking) firetiuJiaig L ttnnu: Container ot waterproofed wooden matches. Tube ot lellied petroleum. 'The Items Included ta tfcla Uae hare been .'howea to 111 the arena* u< of owe person tor a limited period M Ume (w maay am* you may wish to aubttitvte items you already have, but sou should consider oaeti thote# 'artfully ax to Hefelae** aad usctulaatf. D not max any additions t the kit. unless you are raasonahly aun they wilt be weed every U in d dittos to these Items. tartude ahv pedal medicofione vbten you may penonaiiy regulre, <uch x* iaaulla * heart madtcwUona. o < ifie-bali Pound bar rnoeolale. e Hati-doren packages powdered wwjp Two small package* OKO cubes o Tm tc hags e '-ix nmfft powdered eoflr* Sxlt and pepper m waterproot shaker* fhette *' sucarvi tahlet* Powdereil mttk Dehvdnted and dried food to juit ami Kionimr to rtcht resniiremeTU*. iiV.'/'ing L lUtf-infM 'Vie hebiwetyn* pondin/grramd sheet mbtnation '>ie lightweight winter ileeptng hag or h* ikumr md Phmu f;wtUH? i f 1 `eodr fe>r FomJ feimuf/ Mmost all warm blooded ani mals and birda are edible in an emergenev :<jiarrelj. muskrau. beaver and porcupine are common animals to be noted, so are mskes, turtles, heard*, mice, grasshepper*, ants, birds' eggs, frogs and toads. Fish are an important part of the diet, if you can ratch them. Minnows in season are easy to "atch and very nutritious. Even a shirt nr a piece of cloth will do as a minnow1 net in vn emergoicy Minnows eaten whole (with uesd, bones and entrails intact), either fried or boiled, are a very complete and nutritious net- There is absolutely no danger in eat ing them whole, and they form one of the best-balanced diets available Vwtr Mif Qtrnes: Wherever available are quite sustaining in an emergency Scene oernes are poisonous--ux cetfy those which attract buds or animals. Wuihroouu; At a gmseral rule dtould be -.'ompletely avoided; they are low m mitnMon, and many t*?cs are quite poisonous. ftoott- Water lily roots can be cooked to supply nutrition, as can many other type* of roots. If >ou are not sure whether it s safe to <at any kind of plant or root, try cooking a very small piece, cat it and wait twro or three hours to judge if it has any ill effect. If not, you may con tinue to at it ta small quantities. fine Cmrt; Certain types of pine cooes, broken open, reveal a type of nut which is not only nutritious but quite palatable. iJtnerol Rtmartt Wv `filin' * "*< and fastidious your appetite when >-hi >rart nut, it has been iiscovei-rd hi scMiai wmiihe experiment that xfter 'r'*i mu* * rer*in 'mmber of m*#U tuemy .n mmi '-x*ei>. >ou wiii not onl be mptmi hui nt*t to -at anv of the*e ` vecond choice" tood* In the him we have iuit <n we di- .-m*eU *urvial riolhmg vr- imertv It might be u**t"ul to go in'o more lend on 'ns subject remembering the clothing mgqested i* tor mid <-iimate* f itt if c"fr>u<T for n the tI'.'tfrf/ i"hv two-piece et the'^'vxi >ir>deruer Two pair* light ill-wool socks Four |Liir 'oe<inim weighr. d-unoJ v-Kks. One pair cwlf-lengih <",ibher insulated boots One woolen shirt. One medium weieht woolen sweater or insulated vest. One water and wind reiisunt parka laeket wnh iinod. One rap wuh nr daps or woolen rap/' lace hood combination One ur deece-iined leather mittens t^ne pnir .v md-re*i***nt, straight-cut routers. Oothsng it*elt dne* not generate heat, it nlv prevent* l-o<lv heat irnm erapin. and iirevemi w-ind trem en'enng The Eskimos have taught us a great deal about eoldvcatner clothing. Thev wear undergarments made of skins with fur inwards their bodies 'o hold <n bodv heat snd absorb perspira tion. and outer garments ot ktn$ with tur nn the outside. The*- can b* comfortable in ;.inta.*ttcailv cold climate* wearing clothes, the total weight of winch i le* than one or our average winter coat* Therefore, the best combination for maxi mum warmth i light. Huffy underclothing, and water and wmdproof outer garments. Song overdressed is as dangerous as being imuffincnily dressed, especially when work ing or exerting oneself. Too much clothing, nr clothing which is too t>ght, causes over heating and perspiration. When perspiration evaporates it causes severe chills, ff you 'houid become overheated, do not remove "'iter garments, but toosen coats and shin* it Up* \jtifnai L mijrfti *1 ihc flCX !<* give vurphi* jnri uif a place *3 escape >'$strr vleep m damp cloth*g `i at all possible. Modem thermal underwear wnmiin^ of wienl light porno* I aver* .* excellent for old weather a* u he nwiriffn dacron or mlon quilted underwear. h i* bent *om quite loose!*, Lght woolen underwear under `dermal *vm absorbs perspiration and pi-e vent* chill* Wooten *<wks are tar superior !o cotton or nrion. \\ earing two pairs of medium weight socks is |o better -Han raring onr Heavy fair, as tnv form *n extra layer of msulating air space. For maxi mutt, rmih m very fold weather, wear these two pair* of medium weight socks over a light, woolen fair which will *horh perspiration. Leather hoot* are best in dry weather u `he\ are lighter and more porous than rub ber, Scene modem leather boots are quite waterproof; other* require `peexal treatmem, Insulated rubber hoot* aft probably `upertor to leather in verv wet weather. It i* wise to break<u* any boots of this type by waring them a few timet before --ou woJJ grtuahv need them, ft is also wise to buy them only when you have tried them on with several pairs of socks. Choose them *7f! the large sue m any event. 8 sure to ake along at lost one pair of extra faces You should have one pair of waterproof gloves in your kit, and a pair of fleece-lined mittens. Use the gloves for camp chores, e. Mittens are preferable tt. uk>ve> mi *nv tvpa, however, for roily cold weather as they do not impede circulation, and provide more air space for warmth. Storm cufls are a good idea on both. Surprisingly warm mittens can oe improvised sn an emergency bv stuffing cloth or piaattc with milkweed down and taping them ai die wrists. One heavv worlen b>rt and a heat* woolen sweater should be included. A fur or fteece-uned vest mav be substituted for he sweater if so desired. The parka-coat should have a hood which on be adjusted. The ;ack cot trmg should be water and wind resistant. \-<oid tippers if possible on cnld weather ctcching. as they are clumsy and unreliable in cold weather- Quilted, down tackets are probably the warmest type available. However, some of the latest type msulation material* being used in coat iuungs are almoit as good. A warm cap with ear vraui.t he `Hed. if oo`en ?jp which .`-inverts t<* 4 tace frak -at t navy '*r*e. *> good firearm u a most important item 'or survival m the wvyjs. For lots* suriial week l> chose a -.went* two calibre \muilite Survival Gun mrh > * civilian vdapuon of a vpecial survival run used bv he U S Kir Force But let s iiten in on a discussion Ion and I had in an old gun shop located in London Ontario regarding 'he various tvpes ol firearm* available and their value under survival condition* Cfiourmp a firearm ffrtWtvrx and AulomoUe PutaU' Have `he. advantages of being relatively tight and compact. and have sufficient power, w/f hut the smallest calibre*, to kill most vmall ipame. In larger calibre*, md m `killed hand*. they will kill mv game (hat *ou are likely to meet, Thev should he considered lethal to man in alt calibres \v a firearm 'he*- have me disadvantages of requiring onwderable skill to use welt and are lairfv limited in effective range JActyux/. Are probably the ruieu firearm for an inexperienced user to handle, aside 1 rom noise and heavv recoil The* require, it least at dose ranges, lets relative arvuracy in amung. They are available in several calibres, the power of which di minishes with smaller site*, and will shoot both shotsheIJs and rifle *lucr* Within their range they are deadly 10 almost any game and lethal to man. Thev are alw useful on flying or running game. Their disadvantages include a relatively short range, extreme noise and recoil in the nwt popular gauges, and htavs and bulky ammunition. < Five hundred rounds of 12 gauge shot*heil* weigh it least SO pounds.) Cfoermp a Particular i-irean* otnee ammunition is heavy and bulky m large calibres and must be earned, since noise and recoil are a problem to the uninitiated, usd since small birds and game are likely to compose most of the game diet, targe calibre guns seem to be impractical for survival. Twenty-two calibre rifles seem the obvious choice then, from the standpoint of lightavailable ammumaon. light weapon w-ejght, non-exutant recoil and minimum noise, and luftteiem killing power. J4 ,d**Mmr jurvnil Gux. fht* s a eiv-yua adaption vt 4 vpeciahtcd survival gun made by Armatite for ihe t.`mted States Air Force, h hnids in r-gh iS.ot maganne of SI raitbre ,-x'g rifle '".aneidges It 1* vrmiiutamauc n ar-ion U tir- be dwmantied vn Its* than a minute, and its parrel and action, ,iored in -he ooMow, fibreglass buttstock. !t weigh* 'e* 'tart three pounds and disiv*embied. <*nf Anar Thi* has the ad- .vntages ot t*`*z verv tight, '"ompieiely waterproof and 'eil-conta<n<d. Its main disidvantage >t `hat it handles onlv one tvpe r cartridge 'Ve Have q,*ruieq he -orvival kit, cloth ing, firearm*, shelter* and food. So now let s consider one of the mo<( important skills n [hc wood*---(hat nf fire-making f-nr *aftnth and cooking The ability to build a fire quicktv and with a minimum of mai*rvaJ >1 the mark ot an experienced woods man The first rule of firemaktng. even >n a *urvvwf situation, is attv a> S'ever build a fire on dry laves or tat -nooid. Before <iartuvg vour lire, scrape the are* Ire* or ail inflammable material*, right -town to the hart ground. e Never build 1 fire under or directly <iticem to a *rte. e Mw*v put out a nrc completely be* fre laving tt by pminng w-ater over the pinbers and stirring them until thev are cold >0 (he (ouch a.nd now tur vonve practical destvonstra* *.oos of vanou* tvpe* of Ares and fire* making. Ion and 1 take you outdoors in Can* t<la in the next and !a*t section of film. t irf-ifakt*? *ue Tinder ! aswatal-le iron* manv sources. Small dad hemlock twuts bunched together make good tinder, a* do dry pmc needles, lend, dry weed stocks or eveegTcen branches. Knc dad branches poimded into splinters or made by cuiung curls of splinters on a soft wood stick and laving one end of the splinters attached to the stick make ex* celltsu kindling wood Birch bark found on birch trees is b*u oi dl ,t< under since it will bum even when wet Kindling: Although split wood maka the ,st kudliqg. a g`*od w-ad f under will also ignite small, dry branches quite well. Building a fire After clearing Are am of qebiis. tay mat of slicks on ground tl -t is wet -v a base for (he fire Wad ihc under -u nave 'hosen and place >jie Bindlmg, teepee s*>le, -m tfie hearth of iticks. Have `mail pieces of split wood or light branches, as well as heavier wood, dove at hand to idd as (tie fire grows Lighting fire' Matches should be w-ater-prooted at nome bv rnrtg in small bundles and dipping ini mcited wax or by painting w.tn shellac or varnish For additional protection against damp ness place them in a water-proof can with a screw ltd. Insert a piece -3! sandpaper mo the lui to light them on when everysbing else it wet L`e onlv the h*-M wooden matches >ou can bur Paoer maiehrs become u-ete*s rot ou*Uoor use when damp After tinder and kindling hair Men artanged, puce vmjrself with hack ;o wind and light the tinder. After the under ha.* caught well, add mall stick* and larger wood gradually. ^teevood- Unless >ou have absolutely no choice as to woods, use **m wood Use toft woods aniv tor boiling water and for fast heating fire t. $e hard woods tor broiling, roasting ami tor vsvermglv* fires ior hal ing purposes T\ptt of Firrr- cmtail cooking fires. 12 'o 20 inches m diameter and constructed in terp* fashion are .ill that is nece*arv for boding w-ater or cooking in small quantities For a fa*t boiling fire, uve bird owl <vpe with wood built up around the kettle- The reflector tvpe fire is used for hating shelter, and keeps smoke trom blowing into lean-to. it reflects heat into the shelter A double fog cooking fire may be used when several utensils or kettles are in use at the same tune, and may be combined with reflector type lire. Foe what l consider to be two good ra vens, this discussion on safely and survival ut the woods has been slanted towards cold weather conditions. This i* undoubtedly a difficult form of survival and also one with mch \ am most familiar. Climate condi tions and the time factor would necessitate 5S 7* ' V '.i Hang?* in rrrtairi fqu< quant* of rations However 'he si<'C principles re main the um( aM can '? -applied to an* tunnal `nuanon In (he -'a** .wliii* " >* die human factor hat n mot enportim. \< donrx'itn'Ml bv the pioneer* mho built and are mil bui'dimr tv.r nation* nothing can ue Oie plate >t .Mj'-'-ee lerei-mioilton, self-reliance and BLASTING CAP SAFETY By HARRY L. HAMPTON, JR. Secretary. Institute of Makers of Explosives. New York, N. Y- The manufacturer- trade a-*oriaii< n *hidi 1 represent tt ai-o concluding u* <t*r We. too. nave Keen ijceu hv riLilienccin our safely education arm met While pro grams of the Institute of Makers of Fihlosue* are not widely known in certain parts of the country, in many sections the'- are frequently seen in action and respected tor their effectiveness, The record of (hese ef forts probauv is as old as anv safety pro gram you can rind sponsored by * trade astocixuwn ut tms country'' Based upon the constant research oi its members and investigation! m cooperation >t,ith governmental agencies. (lie Institute ot Makers of Explosives issue* t sene* of pub lications on the *afe. forcer* ie of eommertal explosives and blasting supplies. These ,re recognued universally as the most au thoritative pubheanons of their type obtain able- This materia! holds little interest for the general public but obviously has great unportance to miners, (juarrymm. founda tion and construction workers, timbermen, geologists, and to thousands of others in the many riclds where dvtumite and blasting agents are used While the gtninl public may be unfamt<ar with dynamite, blasting agent*, and re lated supplies, these products are n common use. In fact, they are essential in our eeonumy Without them, mineral and metal extraction industries would be pick-and* shovel operations. There could be little heavy construction as w* know it These products may correctly he characterized as Mfcesimes. ` mortg the most necessary of all the '.-v* related to blasting are the shiny littJ* metal tube* that I'm holding m my hand! right u-M Tt-cie iff Hatting <.i|w--i.jmmv -ip. *mt trx.k rrrctlv tike the real thine More th.in 'nc fmntre'1 million bla-tinc Apt arc ininiallv ,n 'his <Aunrn initiate blasts. The*# <et off (he chnamiic They ire u*?d wherever mining, iturnm1.*. And heavy comtrvKrtioo and foundation wort are under way. Blasting cap* rarefv appear m public They are not intended to. Their users make trenuous effons to keep them caretull* guarded, locked out of sight and reach, and strtctlv accounted for. Considering the quan tities of blasting ops u.<ed and the thou<wd* of places where they are put to work, vou begin to appreciate how difficult n t*k <t is to keep every cap under coiurnt S*-*i can easily tinders l and how cap* tm a con struction Job. in a timber operation, or i ,i quarry mav be misplaced and lo*t, Juat what do blasting caps and the conirU problems they occasionally present have to do with family camping? Think for a mo- mem where recreational outlets, as repre sented by camping, are sought. Thev re in areas remote from population, oft the beaten path. Often camping is enjoyed m region* where quarrving. mining, timbering and simtiiar activities that utilire blasting supplies take place. We know, for example, that Ranger* oi the United Suits Forestry Service not in frequently rind blasting supply caches on public lands where mineral prospectors and tunbier operators once worked. It wasn't so rruny scars ago that gtotogtK* poked care fully over all public lands seeking uranium, there have been almost constant searches is this covsstry for other minerals and metal bearing ore* during the past century. Each 36 .VM; .r-,r,.,,.n ,, *.-r*mi>ler* iu led n* 'filing card ot abandoned blasting supplies. True, vuch rtcHe* are smalt and well eonrated but -hey "present ime degree . lartrd to t-imtfv campers when and if t**png cap* are uncovered bv untrained. .nmiorme-J h-iod* U**h at tfie rual puttied into the -late ark. and tore*!* and other areas where imping opporiumties are offered- Vow'll W ?! dfnrf ;,.>{ ,he cnntmteuon (turut* ,->Ki Ovrumne in aid ihe bulldoaers m their v'vrk clearing ji-r*<* road* What was once i,l<1ecne*s nas heen hleivrq ar rursed. derending on vour vlewpom, hv the work* at nad Thoe narks, more often than >-ou fw/f reoutred the use of hlasung raps. r>i*r?gardin* tartiiiv ramping areas for a moment, consider the enormity of (he task ruolved 'O provide veeuntv lor the thous ands ot tool *hed dotting Amenta, wher >er construction work is in progress Re al! tor a mnmm the problem of keeping ouflgsters oif budding sues after (he work inrcc nutts tar ih* dav. Our courts somecmrv call thes* areas aitrartive nuisances.'* Whatever thev are. they do serve as magiets tor inquisitive youth. vdd to manv of these sites a blasting `izpplv msgaiine. De<pi(e its hea*'* metal tripping and nadlock. and the guard on the area, beiore the night is over chances arc i n on? magniine somewhere in the United '{nm wilt ihe targes of vandalism. Even without th* vandalism, there t* still the likenhood that some youngster somewhere will -cme across a lost, strived, or stolen blast ing cap. The record of blasting cap accidents and the msuries they cause, while small in num bers, is heart-rending beyond mv power to tell. *> cap held in the hand, set off by a physical Mow or electric shock, or by heat of friction or dame would certainly mutilate die hand that held it. It could cause puncture wound* to die body and the face. Possibly t could cause blindness, nr damage to the car*. Knowing these facts, let me tell you about the efforts made to reduce the hazards and heartbreak thev can create. The Institute of Makers of Explosives presently makes an annual effort by direct mail 'o r<-srh everr American public, pri-ate. and parochial elementary end second ary school. Nearly 120.000 chools received c*>strs last Mav trt per -?nt - 'r><-m 'equeited addmonal poster .'r*pue '. -v- fig W.lH *h? Bov i-luuts Ot l'yb `""sut leader* r> -elerrrd nairv eicii 'ear 4rr mrTT(ned matc^'iir 3oih piacard* offer brief easuv-undcri'tori Uieu*sian ^unlev t'or use 0v teachers an-1 vnuth trader* v an- anon* of this campaign have Pren 'induc ed ever once the In-'Kine mi first ir.r*-w These effort* are in addition to a rimpii^i aimed at user* ot Minting -upphe* Recegniring the power ? '?levt`ion n<e Instttuie h produced a *<ne* 'm weminute T\` spoi* 1`riniv -r> to evec o-jmmereul TV outlet m ihe counirv !n nrU 1962, prints of a diwnef-hnur Ih mm him were otiered e.n tain to even Mate `tvtii Jetmriment. Thi* 'tfer va- -l4o mane at local saiciv tauncils hv '!<* Puhlvc -*!*<* .Yewslctter \* a reuir, our bia-tmg rip vatety films are now <n the hand* if 7' state and governmental agencie* and li* local safttv council*, school wuds and similar service group* Over 210 pnnt* are in circulation. The erfeeuimc** of this program, if n *jn be measured m terms of reported blanmg eap aendems and numbers oi children miured, has improved noticeably m rKmt year*. During the past three vrars. the num ber of children insured aimuailv in bU<tmg cap accident* has been cut bv id per cent Much of the improvement can h? attributed to cooperation given ov vuie ami local agen cies concerned with saittv education Credit must also go to the nation's school teachers, ^ftd oi course, mere is tl;e undeniable in fluence of TV. U it is truly said. "What is post is pro logue." then we vonhdeniiv took upon the blasting Ttv education acuvuies ot the Instit* c Maker* of Explosives a* the *uccessful atari of a campaign that ultimate ly will `C? the elimination of blasting rap accidents involving children. VVe do not take the attitude that our efforts have brought the reports and figures on tnturies to the "irre ducible minimum." That only happens when the record book show* sera after the blast ing cap title. The Institutes program will continue; wtli your cooperation and aid it wilt become even mere effective It is true that m the family camping field b!,vung caps pose relatively minor hazards, but we are not concemeo with comparison* between accident cau*ei .17 ind elect `Ac are vi-vpiv hrecting at'eo- non '0 ;.ie tact :nj? 'r ntwg cap* mav be 1 cuM a.mest am-where, -vpee-a.lv where iejivr -^peered, *Here me ation s leek ramping and 'j'cewf eeere*. ,..n ftrt-gnuing fhis and making use of oueauonal *<xhi *ueh as discussed, "'ere is 'eaten -nnndenriv to hope that niture sect* lent record* will reveal fewer Olasttng cap COOPERATION FOR SAFE RECREATIONAL BOATING St CHARLES J- OWENS Chairman oi tne Board, Owens Yacht Div., Brunswick Carp . Baltimore, Md- '"iver *ne pit 30 'cart mv ccmfinv ha* been re`ponible tor bringing recreational fi*vating to *nme 3} 000 families. I use the w<v<*d 'responsible.* far while we have te!t hat revpooiibilin. t that n ha* been m ihe last half doten '.ear* that we nave >mecd >nto our regular promotional ac- otiir* a program ro educate the ''beginning tvootman.'' ?n the beginning of tnese 30 ears, we sold movt of our bouts <? peo ple who had peeviousiv >wne*J them while touv we sell the matont> of our inboard {misers to people who have not previouslv operated boats ot the medium io larger in. board cabin cruiser <la The need for education is pteat and will remain w> as tens of thousands of new boat owners toin our `port each >ear To* -lav education should be a pact ot ever*' bast and engine martufacrurers* public re* lations program. ! acknowledge wich pleas ure and tansraction the fact that it was the t. nitrd State* <"* Gtaard that began to raoperativelv insist that this be done, some wen or right sear* ago. SS'hile the Cout Guard has alwiv; been the friendly ad* nsor and helping hand to our industry, it waa following a meermg in Cleveland be* -wren the Coast Chard Officers and mem- ben of our trade aasooabon that initial steps were takm to form, from within the boating industry, a technical advisory group. This group emerged during a final found ing meeting at the N'auooaJ Motor Boat Show and beam* known as the Amcrian Boat sod Yacfn Cocascl .Already a bang, m l*rt ivwennd a IW7 u i group opera!- nqr s* Unr Vcfe* Hiwii min An a re* ult ot irnjuem mrrt.ngs between these two groups and Coast Guard personnel, as well v* meeting* with the staff of the Valletta! ``yxiiuon of Engine and Boat Manufac* furers, the need for eae,. individual boat .mu engine company iv engage in a pro* fim of prncuct-ur education was high lighted. Most manufactur* have provided book lets on the mechanical operation of their equipment. ,md a few of the larger boat builders had. and still have, booklets that de- the operational characteristics of sin gle versus twin screw boats usd advice on -uch jubjects as How to dock with the amd. and/or tide, against the wind and/or tide.* Today the fundamental beating sub jects are being expanded to cover, among others, how to read a compass, how to recognise and pas* buoys and channel mark* era, and elementary weather forecasting. 1 am sure you all know of the excellent training, from Elementary Piloting up to and thru Navigation, that the Vnitcd State* Power Squadron;, a national organ!cation. i giving tree to thousands of beginners each year. Hardly enough praise can be given to the qualified, dedicated men who serve and teach without coni petlaauoo in this wonderful and expanding organization. We. as a boat manufacturer, are currently trim* to get more people to enroll in these nationwide "Boat Schools." We are doing this m cooperation with our dealers bv engaging the radio and TV time ot such sports announcers as; Tons Colfield of Bal timore. jofin Linker of Detroit, and Ar? kferocr of Chicago. ] fine `por; perscruutie* conduct inter* evit with men ot 'He l-' > Power Squad- if-.rr* .ihii -'plain such "lings as tip* on how tn 4nchor iht i'qhi* ire -tqutred. list vt*tv fsupmen* ** n-rcs'arv Aboard i boat, dingers oi overloading md over- pewenng aiw.i*s ihen* >v ihe sug gestion 'hit `istrnrr* go vnd lake ie or more of me V ? Piwer Squadron's in* `ruction courses on boating In addition, they j:so give ups on fishing, and local news on arming ev ents. Currmtlv -n u-e in our own program of Tibtifi relation* .* in L reeora, it'd w- hope to diMnoutf mans', many thousand*, i"*n one side tm record hat a number oi .rry wonhwhitr and -ictiqhttul *ongj with v lautical riavor while on other side is a full narranon > a :amiU that U lust taxing deinerv of 1 4nd lust 'taking their nett nd* on' their new Owens boat- THi* word emphasues th# fact that the bus- hand fid/ t-jifn a Power Snuadmn course, The record m,tks repeated reference *o Chapman's Ek-nuntjry Pih litu) S. arrun- shtp. and urge* evem-one to rad and studv >his most helpful book, The record itself-- 1 man the t'anulv nar ration that goes an--gets into such things as safety tipi, weather wtsdom. description n buoys and channel markers, and elemen* nnr rule* of she road. We intend to pub lish record II and he even more instructive along these lines While t have a personal -merest in dwelling at length on the work it the Power Squadron*. I mut alio ac knowledge the escellent beating instruction programs being earned an by the Coaat Guard Auxiliary and the small final han ding eourses conducted hv the Red Crow. Every member ot mir industry recogmies 'fiat each ot us will be better off whm we Have a so-railed Code Book to gutde the -1stgn and conn ruction of each respective marine product to suggest how dose the hull lasiemngs *houtd be; >o describe testa, a Talley stove and a furl tank should pus; to evaluate toad carrying capacity of any given beat design uid lengtli We are now working rapidly towards that goal. 1 could ^rdte for hours the goals already accom plished, and take even longer to tell you of the subjects being worked on. and what s ,*t io romr This pragnm Ms me lone abjective ta/r k<t t think it is important for vou to *now How this is being -lone nd who -* sup porting 'hi* irtdiutry self.rrgulatorv move ment. Our nafionw.de marine trade organi zation, the National Vvnctaitnn of Engine md Bot ^!anu{ac^ure's. compose*! of over 100 members, supports budgets suggested b> the various committees of the ^meriran Beat 4; Yaeht Couna! Commitiee members who serve without pay ire designers ind lechnunans trom wiihin the boating industry also serving on such committees, which we of the industry acknowledge w>in gratcluines*. are experts irom their respective fields from the Coast Guard, and engineer* -n the emplovee ot marine insurance un derwriters, There is a pfoies-ional staff that coordinates and directs 'ins work, t should tike to empnaiiie (Hat :h* A.B.Y C is completely separate irom its sustaining members and is self-governing and sell-di rected in its standards developing work. Then there i* a third group, the Yacht Safety Bureau. This non-profit organua* lion u supported one-half bv the National \sxooatioe of Engine and Boat Manutac* turers and one-fialt bv a tjndicaie of Ma rine insurance underwriters Their (vmction . to test boats, motors and marine equip* mens of ail types to the recommended stand ards of inch groups aa the A.S-Y.C. The N'arioml Ft re Protection Association, me Bureau itself, and tne regulations of the L`. S. Coast Guard-' The Bureau labels each product that is felted it it meets the mini mum applicable saiety standards. This is a verv ambitious program, and it is working. Naturally it is non-compulsory tor any individual manufacturer. The thing that will nuke it work is that when a man ufacturer makes his product according to tndustry-recom -ended standards, he then will be entitled to tabel" his products. This "soi" of compliance, this Jal" of coop eration for safe boating, will be publicized and tomorrow's boat buyers will want to purchase only those boats and those marine products that carry the Yaeht Safety 3u* ray's label. This t w-at the beating in dustry is doing to keep boating the safe spoet it is. 39 SUBMEtGED VEHICLE STUDY AsssLuxt Prgvaavj.' Or fetxNAiO j KUHN i K*?ws7 College. Richmond, Kr. tv . (raged* *- - ices, TSe *dn** - MOO medi* Ww **** * a tmth dra/ratw * r I the he threat ** dree- mC - irsd (own *jtw*u.> ! i-vaned carhr m the >> mitre ejs-ihred TV >( thrr V `Tgriud* -- - t the (TvjitTTng {aa.4* m mKkgtMr hr* rau-e o( tivar t Inadequate taws brought itut a need Ue rter of muRc ut*v pnfraat. tezaftcei aad traffic cnfutrenac Hwtw, a raw of afi v-senu&c a*d uchwabgaeil Icacnriadge cad educational effort*, modern tranyporaooa rcmum dinjman. with an availing fatality rate o( over j&OQO a year. The c-oai of various organizations and vpcraitH*. such u the National Safety Coun*>t the Bureau of Motor Vehicles, Traffic *.-v! Safer* educators, and the American A*- station nt Motor Vehicle Administrator*, t to make our streets and hifhways com* pletelv accident free. All of us realize this is an impossibility, but we must nevertheless ippl* mjtimuffl effort to the reduction of !nn<pftnation Hazards with the hope that it will, in *ome way lower the present rale of daughter on our highways. In probing the future for valid accident prevention and life saving knowledge, we must find a solution to the causes of need* '<*ss trageo* m connection with transports* t-on. We mutt probe further, attacking each type of accident ui a more specialized and more efficient manner. Unfortunately, very Httlf or no attention is focused on a par* ticular type of accident until it has become '< such magnitude as to cause considerable concern. The problem of submerging vehicle* is not new. Such accident* have caused con* cern for many sears, but little scientific evidence it available to aid in eliminating me hazard created by the areidentaJ tufamcryton ot vehicles. In comparison to other problems t traffic safety, accidents mvolv- * >-**-1 vehicles are rriaiivri* m* nc jer rent of ihe tmal lataluv * ' ict tlttt it t* not a universal MMf-i ^r-r**jp* captains whv there ts a tick . available. For example, tht- *p -ji M.ucm ts kw likely to occur in the ..weixui pan of *He United State* nun at "tv urtSmwem part. ! wtuauen where a vehicle vuhdentv -i.ifa. oat rceiroi. runs off the fnghwxv taeoqgb a guard rail and plunges into a lwdi ut water, ft berimes extremely unporQttOt to the erase of inmponaoon safely to dewrun* answers to such questions a* L What happens when a vehicle pltatgcs mss a body of water' 2 When u the mau eniuat moment * 3 Should passenger* attempt to escape immediately. if they are able * 4 At what time can the doors be opened1 5, Do air pockets form us all vehicle* alter assuming a final rating position on the bottom, regardless of the position at the vehicle? Emergency driving situations quite fre quently occur so rapidly that the driver i* not always aware of the pending danger. When sudden danger looms on the htghwav, the driver has no time to analyze the situa* non and cake deliberate action. He must act quick!*, if he is to survive, he must act wisely. The driver's response, with refer ence to the proper type of behavior on 'he spur of the moment, is not necessarily de* pcndable when he ts coping with a situation for the first time. It would be much better if he had deliberately trained himself to handle such a situation tong before the emergency' arose. 3u*n deliberate prevtou* practice would make it possible for him to apply the skill in an emergency driving stt* uation.' For too long there Has bees a failure or the part of traffic safety experts to obtain first-hand information concerning the se quence of events which takes place when a vehicle is submerged m water deeper than ~KMtcr. Alfred *... Lsvt Cntfiai Moment, B. pub., is.. 1M1 pp. ;W*i ;-jfc<) ji'is-rfitz the * elude itself. The tact that c*m ,ear *st estimated JOB per*s * -he t -sited >s* their tires swusnoubaarv plangasg aso water was a drtcratfong tacitt fur a.tiart- ng this project *AV -Jm Wpe ri cwtnir ec ttaiiues* la aus rnws ft Wy tee io iHe pasuwerr* m dw >itw* wswet ine- (.r-aJJ <o W^en the T*-** a^l ifiis is nnt pwifiw a a*e -i *rar tnke* them ^w* w atui a aew taustic is bom The genrral '^ryuw vt da eudv letermine the wmwswt H -xm. lo oJSa- plan wtsos as n mi nir *i Air m inddaniy it*e!i, what pavieagm cm du *ve -rivet and huw pqmonger, rai be rrrfwl Partscuiar uemfiem w jdaevd ob the tact that thn *naft is the im <srganted effort in the United Scam to lautrogaig submerged v chide aendmts with the m* i ii-ement ot numerous personnel md tifirrent <vpes ot equipmat and device* and 'ik cooperation oi various organization* and ndmduai*. However, there have been van -wit investigations regarding tubmergrd ve hicles conducted without organltd efforts and scientific objectives, Wlule it is impossible to speculate with my certainty whether the results of this idy can be completely generalized to fit ill situations, it does emphoaiec the lack existing knowledge concerning the move ments of vehicles tn a body of water, and methods of escape and rescue, ^uch infor mation is a necessary basis for the develop ment of found programs oi preventative jetton designed to reduce the number of Mtahties re*ulttng from submersed vehicle accidents. 'Several years ago the American National Red Cross received from Senator Richard L. A'euberger of Oregon, prompted bv a constituents query, a request to investigate Imw victim* <*t viibmerged automobile acci dents could save themclves from drowning and how the** might be rescued According!*, General Alfred it. Graenther, Red Cross president, asked Alfred W Cwniwelt, Xatonal Director of Safetv Service*, to con sider a stud) ot the problem- Alter Mrs. Xeuberger 'uereeded to tier late husband's Senate seat in tanuarv. 1961. *h renewed me request Explorations by Safety Service* disclosed that there was no well founded information n the viiiject. onl> contecture and speculavai. V* tne result ot such coriecrure and -peculauoo. and the taa that an estimated k dvew are lost each *ar tn the United >evie-> im submerged .chicle icodcnu. 'he pe-sject was planned, A uud. >? thn nature `Sab m*iv be aeeoenplwhed through 'he co- and combined effort* of different -rgaweatwea* and i/vk\ wiiaJi. tu. a brief meui ut recognition cctvcemiflg wane of 'tnr -irganizaD ahich pomnpated l Uidugaa Slate Police i. Mirtkgaa State Highway Department 3 American National Red Cross 4 Department of Health It Safety, Indi ana University The ttatiffg technique involved the placing ot two car haui-aw-ays with (rack* as differesc elevations in such a position that a ve hicle descending from either ramp would descend to the bottom of the water in ap proximately the same location, liter posi tioning the tracks on an incline at (he tower elevation, it was noted through measurement mat the tracks, terminating at hie thore me, were IS inches above water level. U* (he use of a police radar .peed meniuring device it was further noted that .nuclei descending this ramp entered the `*ater it 14 miles per hour. By utilizing (he contour m ihe Und <n positioning the tracks at the higher eleva tion, it was noted that the tracks, terminating at the shore line, were 56 inches above w-ater level. Vehicles defending thi* ramp entered the water, at 16 miles per hour It was attempted to lest a vehicle in as many conceivable positions as possible--first trom the low ramp, then tne high ramp. Vehicle* were tested with all windows dosed, both front windows open, and the left front window open. The vehicles entered the water on their wheels, tops, and left sides. Those vehicle* entering the water on their left sides or tops were suspended at water level and released under their own weight fn administering the various tests, four nt the seven available vehicles were used for he purpose of obtaining data. The vehicle* u.*<dare listed as follows: <*1 1961 two-door i-edan, (fa) 196! (our-door sedan. <c) 1954 fuur-door station wagon, and Cd) 1953 twodoor compact. The three Mindhy vehicles were used primarily for pilot testing to 41 Td-' ' atti-nai C.-n<pr,t> ascertain whether or not the tev$ would provide toe desired tnforruatton Hie following constant condition* pre vailed on all tests conducted 1. Passenger vehicles were used 2 The water *> a constant depth ot 12 >et j \'o vehicle* contained nx'-emger* 4 \ll vehicle* had forward engine i-'em- Mkj ; Doors were closed on ail vehicles 6. Vehicle* entered the water other up right iroro two tut ramps, or were placed into the water left wdes-down or tops-down bv means ot a crane with a cable attachment. The itndwgs os this study will tend to have relevance elsewhere io the extent to which the charaetrruuet ot the study are present elsewhere, it was found out of the total ot 49 test* conducted, that 41 vehicle* or 4 per cert, regard!*** ot entry position, assumed an t/pngbt position before coming to feet upon the bottom. Therefore, the major emphasis of tin* presentation will be ortceroed with vehicle* m a whe*ls-down position. On the basis ot this study the investigator presents the tallowing findings >i Findings for all vehicles entering the water either upright, or left side*-down, or tops-down with all windows closed, or two I rant window* open, or the left front win dow opes. t Vehicles entering the water with all windows dosed did not immediately dis appear beneath the surface when no windlucid breakage curred on impact. 1 As water penetrated the interior, the steeper the angle of descent, the further he air was displaced to the rear of die passenger eompanment, and the more com pressed the atr became. 1 The weight o| the water on the roofs .it all vehicle* descending upright caved in the center of the top* trom two to four inches when the vehicles were one-half to tnree-1 ourtis submerged. 4. ,'.ro vehicle tested descended to the bottom in a honxontai position, but always at in angle, engine first, 3, The water level on the inside of vehicle* with all windows closed, as the chicle* were filling, was approximately 42 *wo ted lower than the outside surtace >*el 6 Water reached it* maximum height m all vemeles descending with open win -laws on nr about the same time the chicles disappeared beneath the surface ' Water reached tts mi,simian height us ait vehicles betnre ihei ome to re-t .pern the bottom m 12 it ot w-xter Air was displaced and compressed lit lite inriow of water anti >lid not remain in the pasvenger t'mpinmrm upon descent under <h< surface in 12 feet ot water but 'am forced into the trunk comnartment ot the ve-.ttcle 9 The compact lehtefe. when descend ing upright, did not position all of the atr to it* tnaik on <Je*cenr, but mamuined a portion of the air in the rear of the pas senger compartment whti submerging. 10 For vehicle* descending upright, the nr which wat petitioned m the trunk compartments upon descent w-u reposi tioned under ihe roofs of the vehicles > ihr>- leveled off inward the bonom. it. fa many instance*, air pockets oi su/fknent quantity to stable an individual to ronaut in the existing atr and sun tie did nor form tn vehicle* alter the* had assumed their final resting position. 12. In most cas vehicles with all win dow* closed retained a greater quantity ot ur than did vehicles with one or more windows open when assuming a final rett ing position, 23. Doors on vehicles with all window* closed could not be opened until the inside pressure wi< equal to the ouutde pressure This occurred when the water had reached tts maximum height in the vehicles. 14. The doors on vehicles descending vith open windows in an upright position could be opened when the water level ex ceeded the top of the door opening. 15. The opening of doors and windows when the vehicle* had assumed their final resting position* was accomplished with little difficulty, and did not affect the site of the air pocket when the remaining air was positioned above window and roor level 10. The rear window of the 1961 twodoor, and die rear door section of die 1054 nation wagon were continually forced '`uthir t'crv pen luring let.*cm under yte suruce as ire -mu it ot atr pressure , The :06l two-doer and the 1961 ;our-aoor. So*" t'h all ndowt cloud, .C'C.ile'1 slower time* of descent and filling -^an did the Idv4 ution wagon, and the I<l5d compact II Findings ;or vehicle* enter.ng the wnrr upright with euher all windows closed. ,r two irr>ni windows open, >t ihe left from wmiow open. 1 V-hietes with either ill windows > oved. or one nr more windows open were fcnoiitioned io (he surtace >mmdist<lv oHowing -mpaet *nn no windshield 6rravage occurred on impact. 2 On ihe 'imial tests. the water had not readied its maximum height m the passenger compartments of vehicles with all window* closed unlit liter the vehicles disappeared beneath the surtace. i chicks descaiding from the high ramp, >6 mcncs above water level at a ipeed ot 16 miles per hour, revealed faster umci o< hlhng and descent than did ve hicles descending from ihe Sow ramp, 14 inches above water level at a speed oi U miles per hour 4 Three vehicles had windshields shat tered upon impact when descending front die high ramp, i-fc inches above water tevel j a speed of 16 miles per hour, ? One vehicle had (* windshield $hat >ered upon impact when descending from 'he low ramp. 14 inches above water level it a speed ot 14 miles per hour. Thu was me only two-piece windshield used in the study, as all other vehicles were con structed. wuh one-piece windshields. 6. Vehicle* descending tram the high ramp were ?>*erved to have the rear seat urred loose upon impact ? Ml vehicle* tested, entering upright snd descending in water 12 feet in depth, remained in this position when coming to rest upon the bottom. 4, The largest quantity of air trappvd in a -chide (ISd! two-doorj. was 6.1 cubic 9 The greatest amount of time a ve hicle (1961 two-door). remained above surtace was j.*, Txuttt ard three seconds. 10. The grates* amount of time required for a vehicle (1961 two-door), to assume is final resting position in the bonom wav eignt minutes and i* seconds. C Finding* for vehicles cnur.ng _r* water tops-down with ether ail windows closed, or two iront windows open, ar the .rtt jront window open ! Ml nhicies entering the water topsdown with all windows closed, shitted to an upright position before deseenOmg unler the surface ' ^(< of the eight vehicles enieftrg the u*r topt-down with one or more wind.iw* open, remained in a tap*-dawn pastuon when coming to real upon the bottom. .1 Vehicles shifting position* trom cither i tops-down or left udes-down to in up right position with alt window* doted, d`d immedatclv liter entn 4. No vehicle coming to rcit upon the bottom (op-down was obscrvnj o retain an nr pocket sufficient m sue to manic an individual ro remain ,n in vehicle, breathe the trapped air, and turvne The mall quartmiet ot air found to exist m .chicles wnen posmoaed on tn* oottom tops-down, were tooted in the rear ot the passenger compartment, where passengers place their feet. U Kindingt for vehicles emenng 'he vatcr leu <idr*-<lown wttn cutier ail wmdiw't dosed, or two iron* windows open, or Mt* left front window `.pen 1, All vehicles entering tne water leftsides down with all windcw-s closed, shitted io an upright position before descending under the surface. 2, Seven of the eight vehicles entering the water left sides-down with one or more windows open, shifted to an upright position before descending under 'he sur face, while one vehicle shitted to a topdown politico. v>n the butt of this study the investigator makes the following conclusions, which have been ettegortaed to enable the reader to understand better th* sequence of events which take place when a vehicle is sub merged in deep water. Height and tpttd 1. The greater the height and speed ot mtry, the faster the time cf filling and descent to the bottom. 2, The greater the height of entry, the n fV0,,' S.lfl.'WuH \ v,'/,, greater 'He chance vt ihr w >nd.lurid v being shattered upon impact 2 The grrater die height and speed o< <H>irv, *he grra'rr r sninlii- <( *eati 'ruling urrvn -m)-.ir< Depth of voter k, No vehicle submerging m water 1/ feet tn depin descends to me bottom m a horizontal position but alwvvj it in ingle, engine firvi 1_ \%jier reach** iiv mnimum lingtit m -etudes descending >n 12 teei u< iter *<etor* thev com* to re-si >,n the tottom 3. Vehicles descending under ttte uruce in an upright potmen u* 11 feet ot Miter have the renter part ot their roots raved in irofn two to lour inches as the result ot the weight ot the water. 4 All ienieles entering upright and de scending in water Id fees in depth, with either alt window* closed or on* or more smile*' npen. r*m,nn iiprieht mim niwiw to ret upno tlie bottom tir foedst iMtsrHtotuin 1 Atr tt displaced and compressed by die mtiow ot water, and does not remain in the passenger compartment ot ,i lehicle upon descent under the 'ururr m 12 te of water, hut is torred into the trunk com!rfment 2, Air positioned in d>e trunk compart ment* of vehicles descending under the vuri ace upright m !2 ieei of water n reposi tioned under the roofs ot the vehicle* a* they level off loward the bottom, ? The location ot die air pocket is gov erned h die position nt tiie 'elude, 4 Ac water penetrates the interior while the i cmcle is positioned on the surface, die steeper the ingle of descent will become and the further the air wilt he displaced and compressed to the rear nf the vehicle. 5 The quantits of the air pocket remain ing in a vehicle ' determined by the condi tion af the vehicle and the position * the vehicle on the bottom. 6 tn some instances. m vehicles coming to rest on the bottom m 12 feet of water, ur pockets are formed that math* an in dividual or individuals to remain m the vehicle, breathe ilte trapped air, and survive T Vehicles with all winduw* closed retain greater amounts ot ut when assuming a nnal resting position than vrtur,/* <*uii une it more windows open. % K vehicle cnmng to rest on -he oottnm up-down with one or more windows open ioes not retain an air pocket sufficient in sue to unable an individual to remain m the vehicle hrmtie h* irapped nr vnd vurv i*e Opening of doorr ! Doors on vehicles with all window. ive>l cannot }* opened until the inside pressure is equal to the outside pres-ure --r si .uch time when die water has reached itmaximum lieight m die interior ot the - ehvcle. 2 The doors on s chicles descending with open windows, in an upright poonon ran be opened when the water level exceeds ti r op ot the door opening 3 The door* of vehicles descending eitlwr upright, or lelt tides-down. or tops-down -art be opened when the vehicles arc resting 'mi the bottom, and do not alfeci the size of 'he air pocket when the remaining air is po sitioned above the window- or door level !,ekielet either ufnght, or /.-// ndet-dor^-n . toft-dot,w villi oil tiindovx t, Vehicles emenng (lie waicr upright with either ail window* rioted, or one or mare windows open remain above surface tar varying amounts of time following im pact, when no windshield breakage orrtir-in impact. 2. No vehicle upon entering the water top-down, or left-side down with all win dows closed remains in *hts position during descent, but shifts to an upright positmn heforr descending under (he surface 1. S'ehictes shifting from a lett side*down, or tops-down position to an upright pisition with ail windows timed do to imme diately after entry. 4, Water does not reach us maximum height m a vehkie descending with all win dows closed until after the vehicle disappear* beneath the surface. 5, "Hie water level m the inside of ve hicles with ail windows closed as they de scend. is approximately two fc lower (hats the outside level of the water. 6, Rear windows ot vehicles, or the rear door section of station wagons (of the type u*ed in this study) may be pressured open luring descent under the vurtacr if irrt it w-aier as ine result of a.r pressue, " The time required for wsier f* reach i*s maximum height m s irmcle, jnd tor me vehicle to descend depends on me roivli vt of the vehtcle ('Vbirter mfngJit. ur >rt> rtdtt-d-y-m. t toft-40srw uit* ttlker .* front indout `ft*, or M* left front umidoty e/yn. \, Vehicles entering th* *ater mps-down Mitn one or more window* open <w>*)< the recepuon of (he ivpe ol umon wigon uMni ,n this nidv J *ubmerge tops-down, engine ne.| J. Vehicles entering the niter lett devkwn with "iwdows open begin -o dneervi let? vKies-down, engine rif`i pnor io -liitimu .nr (ops-dow-n position. i Water reaeha* ns maximum height in < vr+ude with open window* '.n or aixui; the seen* time 'he vehicle divappear* be neath the surface. The following methods oi escape and rescue are based on (he limitations of thi tudv hiCJfv* /r,*m Vfhtrfrt rntfrmg ttie uu/cr . itlur upright, or left zdcr-d*vw. or t,`ftailh all ttiwdmi/ doted, and ieteend- m<! Io th* bottom upryght. Ahen the vehicle rolled or shifted from ts left side or us top to an upright position, lie sequence of events which followed was identical with a vehicle entering the water upright with ail windows dosed The methnett ot escape are as tnflnwv t The occupant vhodd opm either nt the front windows before (he water levef reaches the wrrvkiw level and -hould tense he vehicle. 2. If the above method is not possible the occupant should go ewer the trem tear aiwi open either of th* window* m the rear or the passenger compartment. 3. With the aid of a hard pointed obicrt. (he occupant can shatter the rear window of the vehtcle uii u 8mtmg an the svrtace `olfowing impact. 4 1 f the occupant is iable to acctwpkdt any of (he prmotasiy mmuoAed methods of escape, h* ihenlirt peatitMt tunasetf ta th* rear of the passenger ctanpartment to take .idvant.ige ot the existing air. and renem >n the vehicle until it ctnnes tn rest on the bottom, (hen escape by opening doors when fie presiur* it equalized Thu memod >> escape irnends on (he (ormation oi n nr 3>Xj<et The largest air pocket found to exist m a '-rhicle durmg tevung tn 12 reet ot water 'is d.8 cuOic teet. The human ixxJy a< nor- mat feia.ved tireati.mg rate mamiainv iboui 14 neraMttog mo' emenu par minui* and with men breath tbout otve-haii liter j<X) cubic emtimeteri ot air -s inspired i capered.1 Trapped ui a vehicle, a person f.irimthuig rvormalis would use approximately -rueie inn of air per minute oi the "xiiting volume oi air This amount ot air Aixild contain approximateh C'.-o cuiiic feel at oxygen. It must not t* (nought tnai ui wi itw oiv-gen of (he mipircd air is removed at each breath. The evpvred air ni rotunm* tftree-iourtns of the oxvgen u nail when invCuranon crcurrei This winch t>v> 'wn breathed once i* lull Mutable 'nr nr- breaihuvg Uut it the aid is rehreathed again and ina and us oxvgcn content a lowerni (< afpruximatelv evm per cent Out jm.'.um mil m t mmin Uie * ,\4S ajf pocket of 0$ cubic test contain* ii'f>rumu(etv t JbO cubic left ot tmgen Ot du aznoum iwo-ilunU. of `*d> cutu teet. would be usable ox*gen An >ntitnou.ii breathing normalU in the air pocket would use appropriately 056 cubic feet ot oxygen per rmnute. and with die expired air would return three-tnunii. or ,042 cubic feet of oxvgen berk into the extMing volume of air The uaotait of oxygen rendered unuvahle wuuid he 014 cuhtc teet per minute. Therefore, it is possible for an individual to mm w an air pocket ot this sue ipproxanateir hr minutes If breathing is acorkmttd. (here may be a nve-to 10-fold uyrea.se a air v.harw exchanged per breach If breathing i* aceeiented to a 10-fold in-maie m air vt'hsne exchanged per breath, the amount of tense an individual could re mans at the air pocket would be reduced to *.$ iioin111mi However, this interpretation is nd&S've to amiipfecnc pressure and would vary with the depth of the water.* Carteoio A S u4 .*abases, victor. ra Xor*tmrr of tw Sod*. Th* tfateenity ol "Imp Pimui ChioRgv. ISO. p. 231. Sazwt^f ""wi L, Spider. Oepwrtiwewt 'gs/rslatauwtios. sad euireberated By DtU. RMMJTti Scholar Depart- "j-f-'f ` U< mO< uUt\ K, mgreft This finding signifies possibility of similar xteurrwt present wnen 4 boat apsiiev as trapped air will rj-ruin *- -fie overturned coat, and wiil enable , -'ton 10 8m(n< far an undetermined amount of nme depend* mg on she sire of ihe air pocket. Tms atf pocket will be located at the highest part ot" tfte Unit, u air tn water seeks the point ot least resistance. Rescue irom vehicles entering the water either upright, or left ndet-down, or topsdotsw sir* oil windows cloud, and dtsemdmg to the bottom upright. Mter a .chicle shifts from its left side, or top. to an upright position. the following rnethods of rescue are possible I If (here are comcious occupants inside, the rescuer Wiould instruct them to open the nearest window if the extenor water level has not reached the window level and to leave the vehicle, 2. If the exterior water level has reached >h* level of ilie front windows, (he rescuer should instruct the occupants to keep 'he front windows dosed and go to fhe rear of ihe pasMtnger ioenpartmrnf and escape from he*e windows. J> The rescuer can viiaKer ihe rear win dow with a hard pointed obiect tf avail able, and remove me occupants through this opening as the vehicle u positioned on the uirface 4 If the previously mentioned method* ,-ir nor possible, the rescuer should wait until the vehicle assumes its final resting position, tnen should open the door nearest the occu* punt m order to facilitate ti<* of rescue. Etcope from te/tu let entering the water upright with either tv. o front windows open-, ihe left front window- oen, and descendmg to the bottom upright Individuals Attempting escape from ve hicles with open windows should be aware of the haaard created bv the torcr of the inflow of water as the window opening dis appears beneath the surface. 1- The occupant should escape from either of ilie open front windows while the vehicle is positioned on the surface immediately fol lowing impact I If for scene reason the occupant cannot gst out of euher of *he open front windows he should close the windows, go over the front seat, and attempt to escape by opening either or ih? windows >n the 'ear or the passenger compartment j Occupant* c*n shatter the rear win dow ,viin a *harp pointed object while the chide -s positioned on the suriaee imme diately tallowing impact. * If passenger* are unable to aecompush -ins ot the previously mentioned meth ods of escape, thev should position then?selves to the rear ot the sehtcle. stay in the `'listing mr and remain m ihe vehicle until <t comes to rest on the bottom, then escape by opening a dour or through an open w mdow Rescue from veh * entering the water upright mth either 1 iwo front windows jpen, or the left front window open, and descending fj the bottom upright Rescuers approaching a vrhicle with open windows should be aware of tne harard cre ated by ihe force of the inflow of water at the moment the open window begins to dtsappear beneath die surtace, t A person attempting rescue m this situation should observe the level ot the water with the open window level. If there ire conscious occupants inside, and if thev re unable to escape rrom the vehicle through me ripen front windows, the rescuer should .ti-tlitrt ilfitt rn <-lwe die iront window* <<-> ?. to the rear 01 die pa-*enger compart ment, open the windows and leave the vehicle l If the occupants are conscious and tor some reason are unable to leave from either w the from or rear compartment windows, me rescuer, after advising the occupants to dose the open windows, should attempt to vbuifl a hard pointed object to be used in shattering the rear window as the vehicle is positioned on the surface. J A rescuer may choose to enter the vehicle through an open window while the 1 chicle is rtoatmg on Uhe surface. In this situation the rescuer has four alternative*; a Removing the occupants through an open front window before the inflow of water begins b. Cosing the (rent windows, moving the occupants to the rear or* the passenger compartment, opening a window, and loving the vehicle. c Keeping all windows closed and re moving the occupants by shattering the rear window. id : [ 1 [ -i Closing ail ot ;he windows and remain.eg ut the vehicle with ihe oe-ypants until the \enirle as-mes us hn*J po sition on ihe hot tom -1 tf the vehicle >s almost submerged, or -'estate on the bottom, me rescuer ihouid -rt into the water immediately to determine ".i-ether U iv possible to epen a door Eteaee from r, mutex entering the ,-ithee 'eft ndes-dovn, or apt-down wit* iT43 front seem, ji the left front window open, defending to the bottom tops 1 Folbwmg impact, tor a vehicle enter ing on us left side, the occupant can escape trough the open left front window which .v below the surmt level. i. Following impact, tor a vehicle enterng an its 'op. the occupant can nope bv keeping his had against 'he floor ooard, nhaitng deepiv, and (raving the vehicle through the open wtndowv which are under the surface 3 tf the occupant u unable to escape nraugh 'he front windows after impact, he should position himself 10 the rear ot the .passenger compartment m ihe existing air as to provide more time to plan his escape, is the vthieie will descend to the bottom in its top, engine first. Escape at this tune ran be accomplished through an open win dow. or by opening door. Rescue from vehicles entering the water either left ndes-dow-n. or tops-down with two front 'windows open. or the left front \mdow open, and descending to the bottom \ips-dotf*. Due to the rapid descent created b> the inflow of water, the following method for rescue from vehicles mentioned above 1* -digested The rescuer should wait until me vehicle has assumed 11* final resting poaittoev, then enter through an open window, or by opening a door, and remove the occu* [uni*. Escape from vehicles entering the water tape-down with either two front windows open, or the left front window open, and descending to the bottom upright. The only vehicle observed to react in this manner was he !9>a sc.vion wagon. There ore, the following methods are applicable to this specific vehicle- 3t imn-eoiare-v alter im'-act -re rccup-int tan ewape v weeping his -cad igunst the Moor hoard! mnaiing oeepiy and lo-ing :ne , *-i-tcie through an open window niuch will he beneath the surtace ? If the above method 1$ not de<tnblc. Hie or'-up.int can. tirvmediAirl* alter imnact. move to the nor of the vrtnde and r*e.ipe 1.1- opening the rear door section it it ;nn opened m.inuat() irom the insidr .? If the wcupant lor *ome rav*i can not Arromulub ilie above mctt*od*, he should, 'tier positioning himself 10 (he rear 01 `he emcle so as to take advantage ot the exinng air, remain m the rear 01 the venicte until u shut* loan upright pontiort *c*pe at this nme ran be mad* 'hrot-gh the rear 4l or rfftiwi If a passenger is unable to accomplish any 01 the previouslv mentioned rretnrwlt ot eyexp*. h should poJUion htmselt to -he `-ear oi the chide, stay ui the existing air. ami remain m the vehicle until >t comes to tei on ihe *oncm. then ecnpe hv onenme 1 door or through an open window Rst.iie from tehielkS entering the *}!* ypfdjwn Tilth either the ti-j front *mdo~t ip,-n, ir the left front umOote -1fm and Seteending in ihe bnttotn upright Due ta he rapid descent 01 me -ehicie resulting from tle continual inflow 01 water, he following method is suggested: The rescuer -hould wait unul the vehicle has assumed its hnal resting position cn the botmm men enter through an open window, if bv opening a door, and remove the orcupnnts. Escape from vettteUf entering the water left sidrs-aet-n with either the two front uindi'Wt open, or the (eft front windate 11 pen, ana descending to the bottom upright Immediately alter impcict th occupant should escape by going through the open left window which ts beneath die surface, prior to the vehicle's shifting lo an upright 2[<o-monIf the water level has not reached the >pen window level after ihe vetiicle shift* to An upright position, (he fuilnwing escape possibilities exist; a. Going through the open front window*. b, Closing the from windows, going to the rear of the passenger compartment, opening the window s and escaping. 4? ,\ation<ji va'clv > c.Shattering with aid oi a .,arcl pointed jbject, the fear window oi `he -et'Kie wfiile it is fioaftng on the *urtaee to(Sowing the Shifting of position. 3 If the occupant is unable to ace&mplivh am ot the preuousiv mentione-l me't'ous ot escape, h should, after positioning inroseit to tfse rear of the passenger compartment m -.rder to take advantage ot the existing air, remain m the vehicle until it comes to a est on the bottom, then e^ape through an pen window ar by opening i door Vcteue Vom Xehxtiet entering the Mj/rr left fidet-don* Vi/A either the fir* front tctMaeu'x eptw, ? ihe left front fiiwCetr open, and descending /* the bfitettn upright l. If the exterior waier level does not exceed the open window level after the ve hicle shifts position, the rescuer thmld in struct the occupants, if conscious, to do one of the tallowing: a. Leave the vehicle through the open (root windows. b Close the open front windows and go >o die rear ?i the passenger compart* ment, open the windows and escape i Shatter the rear window. 2 If the above-mentioned methods cannot l* cccsmphshrd or if the inflow of water >v - .nimual alter the \ crude shifts to ms -origin postiion. any rescue attempt should `,-e tf3m -ne .ehiele as it comes to rest us ... Htvj poiitinn on the bottom. Rescue rutd h* seeomplished through apen win* Hu*1-. f.' opening a vide door of 'he rear loor section us a station w-agon. and by re(nosing the occupants. Escape aft-J rrew from submerging *'*nicies can be relatively easy, it you follow the presvjuvlv mentioned procedures. \gu i hort review 1 Avoid panic .%! all costs. 2 bxtncaie vourself from the vehicle as vjoo as possible .titer entry 3 Escape through windows < side or fear). 4, Being able to vwtm would certainly be i.y xujf oest advantage. One hint to the motoring publie Purchase i h*rp pointed obtect of sufficient sire which a bm used witn some added strength on imur part, can make escape or rescue through rear windows relatively easy. A i<5 cent centerpunch. ot perhaps a Ji cent screwdriver vould do ihe job. Keep it m >our ear where f it readily accessible This is a cheap price '> pav for living. LESSONS LEARNED FROM BOATING ACCIDENTS Sy COR. EDWARD R THARP Chief. Pleasure Boating Casualty Section. Office at MeruHtnt Marine Safety U $ Coast Guard. Washington, D C. Little is learned >t will not take "me u examine uuf i.kprriuifi It i e`imaicj that about one out ti -\<rr;. hie ^fnenenn* is or will be involved in luoting. Since the ,v>S>ent at the PHcral linking Vt ox I*)** iActual and enmi-rehen-ive it.imtieii intorm.tnoo ha* became s-.-ailnble on pleasure twaaiing ?nriilei* Tin1 *rt requires ttie re porting of rm-u* srndint* Heportinsr be came effective on March 10, l'f, and since that date ihe V'list t.inri ha* hem com* ruling thetc acndeti* namtic* on a national Inns. In 19S9 we Had a record of - Oil accidents with the ios 'll Wt lues, *or )9h/) ihe record .n&w> 2,7AS accident* with the b**t ot 739 ine*; and in 1961, 3.179 accident* r*ulrd n 1,101 death* These figure- nistf-t convey the impre`ion ihat beating accidents are .ncreasing; however, it t* nv,re likely that ..-moreement and education are becoming m- rr>*ingtv- tflmc and (he bating public, which is also increasing, i* becoming moct t* ,re of the reporting requirement* Over the reporting \cars "eapiumg*" live ronsisiemU ted all other tvpe accidents m the number of ieeths. The 1901 statistics show tnt principal causes ot apsmngt to be; "Other fault of operatoe"* and "Im proper and overloading" wuh 229 and IS ijialiucs, respectuelv "He ceding category Other fault ot operator ` includes *udi things as "improrief installation of engine or equipment,' 'jverpowenng motorboat-' jvro-reding tn ujncaworth}' crait,' and "ttartmg cngtnc with Clutch engaged." For mtfaixe. m an vetuai ease <> t.rmhrs-tn-Iaw rented a 14-fooc boat watt us cattbaard motor 'o n*h on the Lpper Mtstts'ifipt River \iter tntng venous (frat* liter afiempfrd i,, --.tart the |g-hor*e power 'witbmrd eujinc. The operator 'hooght ihe 'hrottle w*as m the start po*t* tinn. but the tnotor *taned it full speed with (he `if*ring par hard right, and the <yt capsued The first man, an <*celtent 'wtminer. a* to*us| rim.* white the second man, * rssn-*wiiB?rrr, was trapped under the boat The **Tmmef extricated the non* swinaneT and plared mm astride the capvurd huft Afer me time without attracting atten tion. the ivunmer made for shore to obtain help. Lpon reaching snore he looked back lust in time to h* his brother-m-law slip from the hull H* drowned before the swim mer could return. There were two buova/M cushions cn board, but they were lost in the sudden casualty Tn this cut there was operator fault. However possiblv. u this motor had been built so it could not be started while m gear, this caftinfry and *tmtlar ones would not have occurred. In another cue, rco men, rw-o outboard motors, two l2*i-oft batteries, and about 3d pound* of fishing gear were loaded m a 12inot boat. This was a load of about t) founds. The manufacturers specification* ^commended a maximum load of 473 peunas There were no recommendations posted in the boat- Not only was this boat overloaded, the load was improperly dis tributed. Entering a cross cutTcnt, it swamp ed over ihe stem, eftpsutd and sank. Two out ot the party managed to swim ashore, but the thira never made it In a recent casualrv down South. 18 peo ple departed in a 14-foot boat and 17 drowned: *e are still investigating. Load and horsepower limitations were not marked cm other boat, and well never (mew whether ihe operators would Have followed rads I'ecotruTsmilations. However, many people would, i cannot recall and we have no rec ord of a casualty from overloading where lie mad limn was ronvrnc-jouv.v ~va-i| in nr boat "h)f accident renorit mer v*e msi mvo cars show `ii' sn ta -< *er .--nt if tke evveis mujlved >n arndmis were 'ess th^n itj feet 'ong--that is -bom `hree miohs m ne accident* mvoued vrscis 'lui im- lev* ban ^6 i ret Inny Became ihe i>eeverwl Snaier mill his 'ruler ,nns| ottrn a<toC'' aied with tin* te iyt, t rxt>! -iujv n pen-ivpe cuthoard m IX *' or l* in length was made covering ih. Period rrom l,vnu.irv Jirough Line i%l tn an eiton in gnm msight into uip more irenuent nut le*s *cnous ivpc accidents, tin* **udy was based on the number of vessel* involved m the various tvpe accidents rather than <m the number ot 'mimes The tour eau*e cateaorie* which involved `he greatest number of vessels m iccnlenf* were- ft) "Fault of other persons/ \2) proper lookout.* fj) "gnomnee 'r ivilure u> complv with rules `nr .iie hom ing.'* and f4) "laek of operating expert -nee tvpe action* 1 Cx.vnmtng von* ot ihe*e cases, we find man*- experienced boaters in volved in accidents U a result at memM lapses. In one ca* an experienced skipper * i* enusmf close o shore when attrace-' bv his dog s movement, he turned to pet ti e dog. A low hanging limb from a tree struck the operator, necessitating emergency treat ment. In anoiher rase an operator, a line tn h*v beat and towing a skier, sat on the gun* whale where he could look both ahead and astern to best advantage. When the skier tell, the operator turned tne boot to nmd oaek However, while turning, the boat col lided with a tog. tarring him out of 'he boat. The boat continued circling, ran into the displaced operator, and finally stopped when the fuel supply was exhausted These cues, hire many other*, could in a final analysis be attributed to the fault of the operator; however, this does not appear to be the type thing that licensing would prevent. The operators in the previous ex amples probablv knew- their actions were wrong, if they had taken time to think about it. Our statistics show that experienced boaters arc involved ia the greatest number of casualties. Many of these resulted from arts that the overconfident veteran knew were improper. If H 1 A 'ft'C?v L ..7rr tt \ renew ot death ci>^ m ihe rast "wo ears vhows 'Hal in mam nMam--s an in dividual involved tn a 1,1 'hrn ici'mcru vuch at 'eapsuing' >r 'fal'inq '-.vrrhn.ird.' 4 unable to vtiltte a itfeiiune dmee >~> He didn't Have t on or m hand hw it Happaird. five?* *htn a device tt >* iwm it often trapped under >nr ve-M nt rimed iway by the current. In mint ot the drownmg*. circumstance* prior "* 'He '-atuaUv were such mat life jacket* mould have been *jr. These cireumtranee* meiuded night operation, detenorxtwg weather, occupants incapacitated due to age or rh> ueal or mental condition*, and entering arm* ot rough or otherwise dangerous water*. Ot the total ot 1 101 death* `uttered `ast *enr. we might have reduced sht* ngure by 500 if lifesaving device* Hid been properly utilised. .A regviacioa requiring the < earing of *opro*pd device*--uwi I don r menn 'he wearing of a buovant ru*lnnn since 'hi* u intended tor holding ontu--ts not te.isible- It probable would not he complied i'h and would require a tremendous number ot en forcement officers. It v..>uld appear that -ducatioo i* the onlv pmencai mproach Uii problem. fl>n the subject ot approved Lfewving de vice*. we recentlv made a vnidv oi aendent* 'o water skiers and found that thi` sport had !<? man tit proportionate `Harr of acaiuies but more than its har* of in juries Scrutiny of fatal sluing icudenu in which the t.nets were available showed that ift per <ni invoKed eases where the slder'* ufeti belt broke and 5-1 per cent involved skiers not unarms devices of any tvpe A study some time *e by Lieutenant Frusher of the Oklahoma Highway Patrol ot skiing fatalities m that tate `nmsed that two sw um* were knocked uncwiwwis and drowned tac* down in the water amtr waring sib bell* which remained intact, Some experienced kier. who are also capable swimmers, do not use lnesavmg d*.ices; they claim that ihev interfere with treedom of movement; however, nc*vwimmers and >dtgig*ter usually do use some buoyant device Five state* and some ska clubs now require the water skier to wear lifesaving equipment At present the ,,aui Guard does act approve ski belt* for Mtvcral reuar.* Two resigns are that they have neither `umdesit buoyancy to qualify ;-if approval nor will *J*e> supoon the taw .m t ihe w^i*r Tne tiser mould, ihererore. hoose *k> belts 'ireftiiir The fastening* 'houid be "urdy--able to withstand the shock of hit* fing the wsifr at high `peed and provide, as Lieutenant Frusncr lound. support to noid an mconsaous person s had above water Coast Guard approval specifications Jo not require Uut ordinary approved de.ices be built to withstand the high impact speeds ovemmiered in skiing However this natter is being watched ana suen water sxi*nj* qevires nva>, warned#*, be approved lor .oluntarv jib, if -h** mee* the high nar* 4ird* i!eveloped through tests under actual -jndmons common lo *kiing Between March l9*d, when compulsory v-cident reporting nrtd and January L tOA2 *e received fid report* of fire/ and <Mrpio*ioos -in outboard motorboat*- ThH ts ibout one third if the number o: such acci dent* on inboard gasoline driven boat*'ometimes the outboard motor bursts into antes or as tn one ** that t read, the motor was reported to have exploded. Such ft res uniallv sprad to the boat. Often they remit from backfires that ignite `pilled or leaking gasoline. The fijjure of 136 in* nudes firestexplosions from sources other th.m propulsion fuel since it is felt that ail *uch casualties should be considered in de termining a beat's safes* requirement* Only one of ** cse 136 outboard casualties involved a boa. of over 26 feeL bur they resulted in almost a Hi of a million dollars property damage. <9 injuries and 9 deaths. Despite all the publicity that fires/exptosion* lave received u* the pa*, we still find peo ple hiluif gas tanks on top oi tunning motors and fuel cans in the bats withmit grounding ooule*. Spillages are often ig nited by hot mosoes; static `parks are an* lather source ot ignition. With the advent of the high horsepower outboard motor, fuel tanks have been moved i ram the top of motors and hare been re placed by systesns with relatively large tanks that are stowed within the hull. Add to this a spare can or two of gwofine plus a battery and the stage U set for more and biggef tires/expiosHsti- Tki* is a oosutdenble change irea the paccare that existed at the une rexvimsiaau were dnftotf to implement the Motorboat Act Ahfcoogh the number oi .'0 H'i.Vlf 'J'Hy Utt^nt ~rci-**piov>ani on ill >*p* motnrboats 'S | ;w --jmpared t oihcf \ >>es of iccidcnt*. tn* 'emit* a'- . -tiut. hmuK -{ ttvese crjvngcs <n furling *>s- rmi and ine *<ft<syness of accidents, the -^caat v'jtiacd proposed a motorboat -rgula.t.jo io require hr* etingv.tfiecs * ai! out- `".nfft motorboat* and ^mutation of dosed if part'a.lv dosed compartment* that house uei containers and are cipahl* of pocketing apors Commettu on them proposed regula tions were considered at our public hearing ht* past nring and the matter wa* reterred o two aqvisorv panels for iurther study | ^ present, a special ouesttcnruire is being 'cached for ,i*e 'n obtaining additional facts tv OMixUiev at ihts tvp*> * Because assttianre is not aiwavt 'mmedi- jtelv available to the beater he should, for ' he welfare ot hj* tjmilv himself and I it her* he prohoem m adnumsVtnng first [ "d As opposed *o tales ot death and de struction. I would like to fell you ot an -tetua! case m which a knowledgeable and 'etermined man saved a me A little over a mr ago a 65-foot Coast Guard boat was working aids to navigation in csuisun Bav. California, when me lookout >tghtcd a capsued boat. Approaching the overturned boat, the top of a man* had *a* spotted in tne w-*tet some distance iw*> Onlv the upper ponton ot the tace i and hairline was `howing. Two members ot I the rrew dove into the water and brought I ihe apparently drowned man back to the 65-footer. The vtetim had been (imp to the i *ater; he did assist or renu hi* would : Se rescuers Hauling the man on board neither pulse ru r breath could be tound, the , tongue had been swallowed, the body had umed blue, and although the ey* lid* were j 'tpen, the eves had rolled back m the had, | The Officer in Charge, Chief Soemv-iin * Mate James R. Imaen, placed the vietun on ms back. The (iThtef. pulling on the man s belt, luted his hips high, then lifted the victims legs to about a forty-five degree ingle. These actions removed considerable water from the body of the victim. Utilizing a screwdriver, the only tool available. Joucn raised the victims tongue from hi* throat, | placed the plastic resusciiube in hi* throat | and commenced mouth to mouth resuscita | tion. After ten minutes, color began coming t Hack to ih* victim's fare and slight breathing | observed. The ryes returned to their K>rm*j position jruJ 'ri^vci'aiion .as .-,n noted, Blowing >nto the -'ibe fenven irutd heir wvter gurgling so - -m'vv'd -He resuset`ube and jiuck Hu r.ngtr ionn me n<?mi 'treat Appitmg hev% pressure i< ihe vame ime agwinu ihe mini uemadi with the lotrxrm :h* "dim vumtted a great deal of -ruciM Ami wsr Ai this noin* the vtenm became tonsciou* and mumbled >n a lowgroan. intermittent!*-, he again oartuilv vwahowed hiv longue. Once zgarn the 'Chief e'ea/ed tn* tongue ;rom 'he mroat, placed `he 'esusenube back >n po'ition, and re sumed moutfi to mouth ru*C!iaimn Krviving vem i*'t iln* time ij>e "tun med to uvallow he re`ucitube, and lensen had to rcmo*e it The victim car r to life with violent actions serraminq. W `king, and iigging hi finfer* into Ki eve-c The crew canned him, wrapped him in -ankett and commenced eaercmng his legy '`-hile first aid ii going on. amngemw-tt were made to have help at me dock waning far the 65-looter. L'pcn srnval at the Jock, aa ambulance took the now revived and eonvetous man to the hospital Thus. w Ha*-* one !* - lo* oi life in vuf sutisttcai resort. Our .-.^parent victim w-s c<os< to oath and ** torunate to ha\-e bem pulled from the r. ater bv an individual tike Jensen, who knew- wnat to do and wouldn't give up ihe struggle. From these accident tacts based upon offi cial reports and *penal Coast Guard studies, we rxn cor.et-jde that although much haa beer dun* through education- much more tn-vi't* to be done. Together with teaching tuch thmys as tranvmship. navigation and engine operation, education must sires* con stant alertness, safety precautions, first aid and how to swim. Boater* hould insist that rs^ei-iwimming guests wear appropriate life>wving devices. Non-wtmmers, handicapped person*, and small children should be pro vided with device* that fit and which will support them with a minimum of effort. 5-ince there is wide variation in the buoyanry and weight distribution of human bemgv-with the widest variations occurring m children, there it no lifesaving device suitable for all persons. The Coast Guard recommend* tiut lifesaving devices intended for any given young child be tested in the water for performance to insure the device 51 \-3iijn4i ie/'rly c-pupm/ w df irri<r ,T -ntviH purpose During ugh? (c'anon, nnfiij <f* conditions or wnenever .iyubu e*m, all nersant on beard should weir 'i iiic*-i'Mig device l( mgsgrt vn >'ater `Vimc. ltie*vine equipment of 'uu>oir design. `trcngtli and buovxnc' thoutd be <\nni ' we have seen mam of Hie boating >r c<*et rwsuamc* can be laid to fault of the operator- However, if we are to reduce thr<e itetv problem* m addition to education *e him look beyond the human fault and atj mpt hv engineering to reduce the area in v"ich human *?rnr on result m accident* '"e i.iolc e**e would be ttesignm* U mwnr. v* ihev erumnt be Mirted while m ifear To cvtetvj mch vatety engineering ihfniffltit we might equip all boat* that have "it town iniwomi with water ught welli, It * a fact 'hat many *wamptngs occur Mien water enter* m the rut down transom. which mutt be cut to handle then hatt motor*, mould be cut as link t* possible and only on the center line. ii ?ain, in imaft open motorboats by deck- iff >>*! ih* bow for about ooe third the `C**W < 'ength the Height of passengers *uid In* com entrated in desired locations wt'l ihij* reduce the chance of improper load- me Thu along with a motor well could tend 'a limit the number of passengers and uthne 'hem u desired location*. Another r-mre ^bnou* correction could be made by proiiriing tviK enough seats for a apadty lend M*nv notice boatmen feel that because i 12-foot pleasure boat has seating capacity tor *ne heebie, the wm w* o earrv lht ln.nl f|,c r-foblcm 'll Wil.1t COfUlltUlfi ( miMtt'tt'Tt l"X'i r.r xietmm horepo*ccc 'frw tor t rivsn hat i* pee*-'*'1' tvtnr 't'Jdied bn orgamiaftt. varh a* me Out Hoard Industry '.-wwuuottt and Vacht Sale 's Bureau. HTvn totaJ answer t- Orfrrmined, ihe pewung it ach rmrwbiion* whl be of greater aasiscaarv For ihc* intereited m i-robabilm. tne odds for the average boat ega-rarer having his involved t a fatal actaOen* are one tn > ,-uQ The*-* are hie simple rule* that will raise your chances connOeeablv I If >ou cion i jvrrioci >our ve**ei, your odd* are one in ,000. ?. Then, tf -*i handle sour vessel pru dently, tuch a not operating t exwut speed. not drinking excessiveh and maintaining proper lookout. >our odds are one ml? SCO 3 N'ow, if >ou do not operate m wind and water 'ondmons too severe tor .our vessel, *ur odd* are n* m 19,500 4 In addition, if >eu seat >uur utcupwnt* properly and make sure they stay there u* they do not I all overboard, sour odds are one in 6J.OOO. 5. If having done *U that, you then made our passengers wear life preserver*, the ehanees of Having a fatal outcome are one ui 210.000. The above odds reflect the fact iliat boat ing is a rciameiy sale activity. However, we suit cannot let it rest at that because t,10l lives were reported lost last year With the coordination of our educational activities md the empemton of the wnall boat tnl.t.try iM 'b? i<janng public, the satetv rec'-rtl can he irtpcoved BOATING IS GROWING UP--A PROGRESS REPORT By R- DOUGLAS ZIEGLER Assistant to the President. The West Bend Company. Outboard Motor Div. Hartford. Wit. ^ Irmr.-iJ h'lwin I commandam of i'<j ( r .1*1 .in>l mr rhairm-m, -I"vwl pn| ,n imcrrtine i|<ic*nm *Ha -my ( aye ' The pue*tion er>ed ,. * r mic >*i ait vMrc* he made before 'he imul c..nftrrncc of ill- Outboard frwiuitry S*ocanon* <v which the Oithmrd Ooatinc 'itjh ot Amenm " i part. In .in*w-ering hi* ..y.ium the admin! lav down * rhaltenge "Ooaiine mu*i i*umt its rcrpon.-ibilme*. ft mu*t either l<e *elf-diuripli'ied. educated and law-abidirg, or tt i* rea*on.nble to espect .-.^ntrol legislation ov local vtase or federal 'j'jvemment ` When admiral K^Und hmshed his adjrvsi, he s* gnen a viandwig os'iiion bv he vane >X bojung ir'anuticturcrs and dealers present The rnion tor >he ovation, tn im opaninri at inai (hr assembled boatmg irdutrv people had heard what the' nke to hear The Pouting industry has long rrf^gmied that it pas rKponubilmes m boat,ng vatetv and hke< to be reminded of tbe*e 'e*ponsibiImes 1 m*n time io time lust what progre**. it atu. has been made m 'his matter p- boating* growing Ufe-- rom the viewpoint of i group like the RecresHaul Beating and Hater Sateti v"<smmtt*e uf the Xatwnaf haretv Council*,i we ot the booting industn new Hie `illation, there has indeed been progress of mmidtrable magnitude during the past vear -n at least three *--cwetwrrrteg. ewforte. men/ and cducatu-w l `hould hke to give ^ou a progress report. One ot the major accomplishment* m tve i-ie i-srmuia >ih - . te- ngn worv It .!! cue stronger backing '* =ne i'amiMar ORC-`'fA horsepower -iwm> (ikitc It wll give 'He consumer evnw r-jfthcr uroteenon *g*in accidents P - rr powering It will contrieute tunher 10 bocii- ng *atetv bv msking nailable -.niiorm horsepower cipacm wvtem >hat anv `emula tor' hortv can idopc. vui mu* prc'enr Hu- chaoe 'hat would result 1? every regulator' wit had it* own separate vvstttn. The Outboard Industry \*soeiaticm* rnmneermg committees now believe thrv will be able vo denwsisiravt the reaultt ot `b< susd' -.nd how- thev affect the formula a me m* dustrv at Urce and other nuerested groups, >p.tiudii'g vhiv uiwmiust ot me \ atmrval >aieu Council. -l * large * e-water demonimioo m Sovmner The horsepower capaenv *wd\ i* entered *n OI\s books a* a Si1 X0 protect, which figure represents the out-of-pocket expense* But that tieure Aoe* not include the trwjuuaivd* > 'ioltar* wunh at the finest of engineering t.iient--as repraaented m the Ot A engineering commit* raffiw/i rtnp during the past vr has been a tec'-- wtared by competitors 10 wive mutual refinement of the mdustfit Horsepower fAirve, which provides a norm for determin ing safe maximum horsepower toe outbawfi boats. This work, now nearing completion, has been earned out a* t cooperative effort of the Armour Research Foundation and the Outboard (ndustrv ,\*oeiations commttteew and staff. When the work is completed, the Horsepower curve will be of even greater emce than before to the industry, me boat* mg public and the boating regulators. problems. Another example of how boating ifluUMrv mgmeen work together through OIA >e publication ot an annual engineering manual, which represent.* the combined thinking ot the engineering segment ot the industfj m regard to sound practices that will aid man* micturers to build safer and better prnd"Ct- Prior *o the puftliewtion 01 me hr*? met* neermg manual in 19*?, the consensu* was that von could alw-ajs tell an engineer, but Scientific instruments, rather than human vtni couldn't tell him much. To get members judgment and reactions, were used to cheek beat performances under varying operating situations with motors ot different hone* oi the engww*"* committees to agree upon enough points to warrant publication ot a manual w-as deemed an tmpossibilitv To power, including the motors of all the major esm acceptance of the engineer*1 recommen manufacturers. Hundreds of test run -- dations by top management and tne Xe from a manna on Chicago's South side- departments was viewed -is po'tiblv an even produced basic data, all recorded on complex greater hurdle. instrument* developed by Armour and the (jut the impossible was achieved Each Outboard Industry Associations engineering succeeding manual after the first edition has committees and staff. This data is now being been expanded ui terms ot design eon*uiera- .-inaiyred and interpreted on Armour's elec- non*. The recommendations m the ironic daia processing equipment. Some manual, published in April of this jear, 1,340,000 separate computations wilt have range trom boat transom dimensions and bom made bv the time the study is tom- steering cable requiremems to marine toilet I'lctetl Out of the study will come a paper-and?noi tormu -Pot v-il! have 3 wide range utstaliation and the amount of *pa on He transom needed to accommodate the I9ts3 motors- All told, the manual contains 1 i aps>iicatt*<iv The beat manufacturer can pages ot recommendations. Imagine enct*  9o2 VatHimol .iotny Conarrti 'veers agreeing evert on the worn* io go mio 'oat mtny pages' In entorcmnt, the number it states adopting boating regulations m ronform> nh the Federal Boatin( Art ot I9>4 flv Known *4 the Bonner Kn. aiier n* utter ponjor Oxigrcaxman Bonneri has jrown '> 42 during 'he iar. This is a nutter o!` gr auifaction to 'He mdustrv, since the industry, along with the 'port. >tu one or 'He chief supporter* of Congressman Bon ner in h$ effort* to get a sound national boating law enacted. As > o*u may know, the Federal Boaunt Act at t9fiB pemttl* the Mates to ake juris* iicttfw? over boating on federal waters within tltetr &oundane*'-<yne or the few examples rt a!f h>on> of the federal eovemmerir raiinquitiunr power ><? >he Mate* E'o tjualilv i Rate 011*1 pv* a law requiting numbering of at Ibh ait boat* of over 10 '*>rgwwcr, and provide for accident re lucting The Male mutt also agree {a recog nise the number* issued bv other states, just a* ose stale rrcegniie* the auto ficen*f issued by another N'ow that 42 states have passed such taut have there been am- drurahie results1 1,,`nilormity 01 boating laws, one or me goals a hat a national boating law was tint pro posed. has not let been achieved completely. In farr, itniav* boat owner is often a* fmrplexrd when he plans a boating vacation rovermg sever*! states aa was Alice m Wonderland, who discovered that ail the docks ran backward* There is still a grot deal of distant* among (tat* laws on men matters as how long a number is valid, on numbering fee*, on lighting, on required equipment To help the H.wiman out of 'hn dilemma, he Outboard Boating ulub of America re cently published a Handbook "/ Hootutg Lawt covering 1J NLirth Central stares and listing state motor boat laws, state boat frailer laws and federal laws and regula tions, Newspaper articles about the availa bility at the booklet has caused the OBC offices to h* deluged with requests tor copies. The popularity of the book would serm to be indicative of one characteristic of boatmen, wtuch has turned up again and again tn consumer research. The boatman wants to obey the law, doe* not want to 'out it, not it often perplexed as to iu*t *nai the taw is. mv )t txsaimg im "4* mi vet fane i-xiut. me Federal Boating Ac and its imnlerrentation m the Mates hae indeed Helped mi|v ( "Jmcj heating vAier as well a.Ti-h#e '-lmvabl* jrgressman Bonner ntm-eii 'he remteman who nad me susdcm and :>re`igr> to spearhead 'Hu national pattern 'rguiatian 01 boating. had something to -n -lus mbjcri rereoin ijnating Indusmasrwme, ne ... our leading trade paperi .'eported in miernrw with Mr 'dinner as tollows; '-* n*w^ 'Men! toating itcIsLsUon * leedect at mis time Representative 'tt'hn C Benner ietd BosUoc industry Tne .S-J.-t/i Oar*"** <.'ot r'nnu chief epenter <t( the Feder al Stating Art t t>al aad xhainrnwA >f <ne He.jae Mrnrawat Manas xw 1 Ftjhertra Committee id he thmu ne cl ; vsrlunc veer well W< the etavee u-e eoupmUa* i*n th* redef- ei government m otorMnr it pravl- non* Me ev* no need tor further 'egDIative '*tfinni on .-(ajvire ^aeiing tt the n*noni tevn fn ift tntemew .n *na Capitol KUt .{Ksntrl a-iin in'turu (I nip Hi- Bonner made (&** pointa Ltceniea for motor boat operator* on nil n*citin' r.or eouid n arbitrary minimum ege edvxnee loosling seietv Regulation (polling -iut maximum nomepener enginea mat mm>- oe carfed or peats ol a particular tixe n not needed Uanufscturtra and deal ers mould take respoasiDilltv for --eommend'o* aa4e engine-Oeat eomHmation*. and -hould adds* their .ujtomera on suitaeie enictnea Ear tnrir heat* final owmrro Mid opera tor* artouid uje eiimmen seas* in de termining what six* engine IP use . . The Co&jt Guard Coast Guard Auaiilarv. V S Power Sauadrona and <>thr boating organitatinna u well aa aoating dealers and manufacturer*, are doing a splendid Jots ` ol *dfitlns the public m safe boaUng practices Congreatmart Manner > reiefvncd tc* the rducjtiona! effort* 01 boating denier* and manufacturer* nrtngs me m ihc third area ir, which progress ha* been mane ms the iast year--namely rfwafivm i'S consumer education program---that is, me teaching of boating skill* to the public --rases up a larqe part of the budget ani the energies of the Outboard Industry As sociation* and the Outboard Boating Club -if America, Year after year, the Board of Directors has approved an education pro gram costing from 10 >o li per cant of the otal budget io? the operi'tor of the asso ciation*: this may well be the largest *tetv education budget o. anv trade usociition. To the Board md ihe members of the Omce <>* '-'I'at 5u:i*n* > is *gil, and for under*'aicJabie reasons njnrirg --ore mociauani. these expenditures have both umamunan and buunes* .mpucatioeis, A hoi a <pam p*m even rate hfe m jeopardy .'meeasariiy the pubt.c mieresr suffers and *c industry *virpl>mg -he `pom surfer*. than a jar behind m its annual 'abulanons. It u to thu agenev a( the tedrrai ^ ment that ail of us must look r u*< nuui Vrtd complete word cm booting ixiaiitie.t >nil such 'imt u all ftaio report boating Through the *>-ccution, men, e manuicturrn participate u* boating classes of 'e S Tower Hquadroru. C. 5. Gst "'uril Auxiliary, Red Cross, krv Scoots oi America, all i which vise OBC OfA trunng matenaJs in thsar rourse. We partuit-ite m boating cta**s pur m bv dealers and i pub!* and private wthools using the OBC Hu board Scaman*hip t'oyr** \> panic* ^ie in the diMftbuTicm of ume 1^00,00 ftcrcs of edacattmai Irmrure srmuallv, mludmg a handbudt on basting fundamental* `tat member* 't te aciaton distribute Tough the t *d kit* avcumpanving the `,at*. motor* and trailer* they writ SAe .virticipate ui a rainrawfe public racoons accsdous <xv a uniform ba*ts -hr^ygn ihe provisions ot *F* Federal 8oatng Art Howe'er vs* (he basis or indiv`dual dale reports so 'ar, covering experience (hrougn September--in other word*, the pan ot .^e ver in which there is the crreate*t aetmt* in ibe `port ot bowtmg. it now appears that hrmtmg wilt set a new raiet' record in Let me review the mdteations- f'rmk S. Davis, Ulmos* boating jcjmintjtrator. reported recvntlv that bealtng -atatitie* m illirww* have torn radoced bv newriv two-ihirds tn the past three jearv He laid that boating fauime* >n the state, which totaled 6*5 in 1940, declined to 19 <n 1941, ,vnd through Scptonber m 'ms 'tar, with the season suosianmU* over, now *tand at idio and TV 'hat ha* as it* ihme that 25 Oklahoma reports 14 txat drow-ning ' viairng i* mrT fun if vou do it right. lataiittes so >ar m 1962. ns against a total Aemit* ot iht* kmd mav have been one 'rasa* why lack Wotiiston wrote recently `i ms boating eulumn tor t'nited Pre*s niemational it JO for I960. Colorado reports tour bmtmg iatatmrs in 1962. through September, as compared with a toial ui |4 m 1961. In our contimimg effort* to make boating ever safer, we ot the boating mdustr* shall 0asiSerlag the wuaabee of whom * Ha take pxrx la pleasure onauag-- miofficial ettuaetee put Use dgntre at nearly U I mlltloe--t*e rule of caeuiU la extremely lnr Moet -weevraging is the fact tun despite Use ABOual menaae of pwctletpejua--ike nusaber das Just stout deubi*d ia the pait dtcade--the rate *sf fatal aeetdenta ceatlauee to drcime Tto reaaea < that probably ia aa ether -port I* there ae much emphasis on safety aa te pleasure baaUac iot be satished with a ^0 per cent reduction in boating iitimitt, inch seem.* tn b mheated lor 'he nate ut Oklahoma, or even i 66 per cent decrease, u -eem* to he in -heated during the pat ihree sears lor the `sate m Illinois And we are confident mat boating will continue, m an orderly fashion ind without undue growing pains, the pro;ess of growing up 1 Here these trips nex-r--ar. "to** exeur- "<*s in esipmc.'neg, <*n/ r/.'mrot and ede- Actually, boating u- * know- it lodav. lias not reached legal maiuritv u n not > ifiunT One might uv that the trips were 21 years of -*.ge. Todav s boating t a car necessary if they saved ju*t one Ufa. The baby. It is 15 >ears old. It as bom m tact is they appeared to have saved man*- 1947 the first year iliat annual unit sales i*es. In a year when there were more ot outboard motor* `virpassed 500,000 md -Tats m use than ever before, there seems eating became a sport for i,h* massea. Yes. have been a reduction in beating fatalities, boaung is not yet or voting age. But ! believe yog will agree dial tn term* of its The complete report on this subject is not progress in cnpmrrrtnp, rn/onvntrHf and *t in. One reason is that the National /'duration, it is old beyond its years. S`NO FUN ay M GANT CARLTON Naunnal Advisor on Ski Sate tv. National Ski Patrol System, Lvons, N- J :j no F,m--n it ilio *n > *** IctefTnincs ns meaning 1 mil am-mpt m .over winter `pons like 4 snow norm down 'south--lust int tiir high -not* awl 001 i> deep m anv <ww piier The National Ski Pairol System i* .ii*o having an annnervar* <ms rar \\ e ate celebrants* <*,<r Ihh annivet-ar* The ne\t ,?5 tear* 1 feel sure wdt tonurn increased efiorts in ski saietv education with, i Knpc, ,1 lecreaied need to provide first vd Jnii transportation to the mtured tkier What spom are winter sport}.' Could son >eaJlv include all spom which take place tn the winter1 To do *0 would include some indoor - torts such as basketball, wrest line, gyrnnaitc*, e\en swimming- Mould you then include all outdoor sport} which take place m the winter* Hunting and ice fishing would be <n this group, Would sou limit winter spom to those sports which wily lake pbee during the winter* We would then exclude some papular 'summer* time sports' as ice skating at indoor rinks, jr skiing on artificial surtaces. f propose that, at toast for this paper, we define winter sports, or '"5`no Fun." as those sports which use ice or snow, natural, artificial, or artificially made, as an easen lai element to the sport itself. Here we -vsiuld find ice skating, skiing, ski jumping, sledding and tobogganing, ice boating, and cerhaps even ice fisning. Although probably nor a popular sport ui mis countrv, we can include curling. Stretching tne term sport &e might aio have ice hdmg and snow hall fighting. The final definition of winter sports 1 shall leave <0 the newiv formed Winter Spom Safety Committee. fust what is the participation in winter sports in this country' * Outside of a special census, I find this question difficult to an swer. I do not even know how many skiers we have in the United States. 1 have esti mates whicn are between 1,000,000 and 5,000,000 The Outdoor Recreation Resources Review Commission m their Report of )anu* arv tht* isr show that only 6 per cent of in adult population participate at least once . U' ... * W. tmv- 4<nl .--Kef e'er -fnr>* lr' ,, i.vkc '.1* {`puUt'Jn IO i.-iwr-n -hr **e - 20 \n.i tU -.*mg me -t*f i-ennt-, *c Mie ipjirosimsir*' 9) "TO >*.0 people m tin* *qe trroup, 6 per i-ent o> *hat numher i* thorn ? 000 00G I have great -e-ervatton concerning mese estimates, but aeam *oq haic u.ine *dra as m me et'ent t participation m wimer sports ; 'ne `urotnrant obwrvaucn from the Out* kor Recreation Resources Report ts that luidoor recreational acrtviu will triple with* <i tne ne* 40 sears Me might expert wmer spom n> do <he same, if not better, and t ixi might cvpect ihe total accidents ;o at least tnple These may be ver> con* rriamt growih rates m view of *he rapid expansion of skiing MV see from the tame report that. ot :r>e adult population who did not participate in outdoor activities, interest in winter sports is close to the average (mean) interest of alt listed outdoor activities, even though it had the feast par ticipation m comparison to the other lined outdoor activities. You might sav, m the language at the investor, winter sports appears to have great growth potential-' f believe ihts is sup ported by findings of the Ski Industrie, America, an organisation composed of man ufacturers, importers and distributors of tks apparel, equipment, footwear atv: acces sories. They fl skiing is a big business, estimated to approach about $170,000,000 tn ski trade alone; >t sou consider the entire commercial aspect oi sluing to include food, l-vdgmg, ski tiiu, transportation, etc., this figure reaches an estimated $1 billion mark. A recent Ski Industries America survey gave indiassB that us the past 10 >ears, those menbers of the industry who have survived, have enioyed an annual growth rate of 20 per cent. Since some firms did not survive, the overall industry growth ma> be somewL - less, although there is no way to determine how much less." a'.S'O FUN--Or aa Molly of the Fibber McGee and Molly Series used to say "Tain t f-unnv SfrtTee*" t would like to move now ?6 f'.iPiir j'/d . t itvose areas wh> yrm to harven ute vhite snow scene. Bringing up the negative i>pccu ot any Situation is naru to do and runt would like to suppress anything w-iich -vight present vimng or wmier sports in an u-iavorslitr t|ht I agree with the aid World War (1 song, Af gotta i*vr- -f are the positive e-lim-i* 4ie the nrrwe ' la order to eliminate >- *e area* aharti prevotf the full growth >.vl CT.iovmrrt ut wmter *pon, we should -rst idoiMt* ther% determine, it possible, -etr relative unponanre f.r influence, befort ve initiate pmennme and mi-rertue me*J.re* Let u* ar>* iouk at the taut accideu pic* ^re uncr we art mo*t interested m unneer*an loss or honar lives, `.gain, due to i lack at statt-'icai mturmancei. I am not ,Ue to aeeumiele, aor completely report to iou >he extern of fatal aendema in winter punr Perhaps 1 have not exhausted all nurret available With limited knewledge 1 stattanrai anaivw*. 1 Hope 1 am not guilty 1 mi-repntwermng the tarts 1 do have. The National Sa/etv Council does not rei-.n Mxh mtormatiofi m ihcir Accwtnt Turning to the Public Health Serv* ve, >h* Lfivisioa ot Accvdeot Prevention was vnlv able to give me some figures an winter drownusf, having so staustics to report on tobaggaurg, slcddmg or deaths from ava lanches. The Ututed States Forest Services loes not seem to have this information, t luve not seen arts acndeit data from mv nn voluntary orgamtation published since tdoQ Hewever, an arniuted organization, =hc National Skser< Rcsaarch Foundation, hd puolisli some findings this month. Looking at wltat we do have, drowning} n this country' occur at the rate of 130-200 -luring the months ot December through February, ^ * c3** assume (hat during there months we would find ice on our lakes and lends. I find from the Vital Statistics ot "ic Uruted States tor 1939 that total drownngs during these (our months constitute tout 11 per cent oi the total number of drowning* during the vear. This is close to National Safety Council findings of IJ per rent for the same period as reported in ^cadent Facts." The question which arises next is how iany of these drowning* are due to tailing trough the ice? I have cnoten this broad 'iassincat^n unce ;.t ";tircv i.e mi ior winter tpor*v in ice 'he Hetr:pohn Life insnranre Company repor'efi lev? *"111 1 per cent lor drowning* due m slaving n ice ' 'iur.ng tn v*m* 'ear. i9?9 **ow- e.ei* 'l*>nr *amp(* 01 (I j pol'd ^orders 'ram sges 10-64 and ihc* niA' -if inrluCcd drowning* tue io ire iii'ine inuler ijinng K <iudi `wie hi ftr(n*wrti 1 'ikn-uin 41 he Lnnrnuv 01 Georgia in >95* rev-sied that 01 a `ample 01 1 J09 >{fuwningi jni> 25 or ! 9 per cent could he iiinbuicd to ire loatmg, walking or plaun* .n mm iee >t <ce fishing ^n mtrrrviing o**ervi.nn *a* 'lie ;act tfvat oi ii-ee 25 >rwnirg*, 2J were males. Oi me '0 (weplc wi*n drowned in Missouri m 1961 itom Decem>*r mrnuch February, fite lell through the >ce From '-ough estimate*, this appears to e onN t per cent ot their annual drowning* fhcie five drowning* were children beiween me ages ot 5 to U. Being a borderline tune vicmg >* .itaaon* Uixon line, 1 would luspeet that tf-cta m a moderate winter temperature rone would lute a higher mridtnee ot such Jrowntngi th.m naic* uriiier *ouih and north tou soon Irani .Joxn outh that the e over a pond or lake will nut tuppon vour weight. Up north, the cvn*erse '* 'Ound. in a moderate cmperaiure tone, 'liere will be times u will and times it will not, and t teef children are tmiperd to te*i tins. Yet in such a northern state at Michigan. <i tne 44 people who drowned m the best five months ot 1962, s<x or '.4 per cent tell through the ice. Extrapoiatmg this figure, u-ing the National ?iiv Council Drownmgs iser Month clvart, f would estimate perhaps there would be etgtu or three per cent who fall through tne >ee in Michigan annually. I therefore might conclude that \ery rough estimates seem fo indicate that winter -ports involving e skating or sliding, and ice rislung mav constitute less than one to three per cent of the rotaJ annua] loonwater trunsport) drownings; This could mean somewhat less than 44 to Ii2 human fives Th.s estimate does not include those who die from concussion* or other serious injuries which >uu might find m ice boating or ice hockey, though I would imagine the umber would be quite small. WJ Vj/iu*i/ iTa/Y/y Cvnqrta Since l find statistics ''in b* misleading, E indicate that these rates n n<? wav -*riet 'he death tic o ihe people who ice skate .'f go siding, and ice fishing. 'A'e need to know ih# number who participate to arrive at 'hts estimate ! have mdimieU I had m. viamuc* tor 't'al accidents m "ihoggirmig ?r *ledding Hie latest statistics of (he National S^i Patrol Svstem indicate su average of tour leathi per Near m this country, preen mattered sources last vear I know ot nt least four deaths one from an avalanche, me from a chair lilt which quicxlv reversed. >ne from asphsnation us a snow hank an(wrtmfy after tutting a tree, and one due "> exposure. There may well have Been more. but even if tins figure were more mart slightly doubled, we would omv have skuru? fatalities occurring m i/1000th of t per cent, using a con*rsaiive emmate ot 1,000,OOQ skiers. ? wish now 10 look tt the non-tatai acci dent picture of wmter sports 'Occident Facts'* for 1937-i* gave ome figures tor schools and colleges. Winter Spom a$ defined as sled), toboggans, skating, and vkimg Statistics were as follows School* < ICladerganeati gradei Football Winter Sport* Otfter <"llcua ITiuveraUiea Football Wl*i*r Sparta Other is ai* t era But m order 'or us to find an accident rate, as mentioned before. e must know the total number who participate in each sport. For example, it would be possible using the '.hove figures, which on the surface seem o indicate that winter sports for those of `oilege sge have I/d as man) injuries as football, to show the opposite is true. If we found that there were 10,000.000 who participated in football and only 1.000,000 >n winter sports, we would have accident ratios of (2,10I)(27J) injuries per 10 mil ton tar riot ball, compared to (2,101)1116) miunes per I million tor skiing or, >7 its* tunes per I million for football compared ro 119 inturtes per l million for skiing This i$ a simple example illustrating errors which an be made m statistical analysis and the <4 f'or'anre .> ha.uig ,,-npin* ->aii*ucal ''timi'ion r.te - Id* edition ot ' \rc.:nt Facts ?nty ran fart ,n -egird to winter sport acfi',e-- .n ii mvA rion-vcnooi jurisdiction i^r enrollment ,>* IjJSOOO mr >i-e v:rcoi in' i,ili ; rni were uTihute-i m w inirr `ports Hie `'iiiv Jeia.ieU iiativtuv 1 `>*v rm>s reiatert to skiing. Became ot tur 'national Ski Patrol System and the work -ii some interested physicians *e do hasc nougi> figures tn -make some ob*e"vanon* and draw some conclusions ior a ski v*fet' iirggram The last National Ski Patrol Systems statistics indicated an overall accifent rate ot 4/10 ot 1 per cent. A more 'cnt studs by physician* at Sun \ alley, Idaho, Doctors Barte, Mont:, Savtcrs, and Hall, reveal almost twice that number or (ust better tiun 7/10 ot I per cent One tud\, vjwnwred bs the Lnueo States Pub lic Health Service, just completed bv Doc tors Elltvoh, H.tddon and C-rroll round the me to be dose to 6/10 oi 1 per cent There appears its be nose agreement Atriwng these findings. The difference be tween the National Ski Patrol :>>tem figures and tne niftier rites found by the wo mentioned studies is due to the tact that sou have many 'walking wounded" in -ki.ng Pn<ie, perhaps unconscious fear ot being tied onto a `oboggan probably account for me reason many skiers do not play it wfe and ask for transportation down me mountain. They risk lortner dam.tge and complications to any itnunes bv not calling for the Ski Patrol differ we have an accident we try to find the cause. Too mam start looking beyond themselves for external reasons; the slope nr snow conditions rather than the ability to handle such conditions', the equipment father than reeognmng the limitations ot such equipment. Causes lor winter sport accidents some times are fairly obvious; sometimes a jury iv asked to establish the cause. Slcattng on 'Inn ice. falling on tee while skating, tee beating or fishing, sliding underneath an automobile while tobogganing or sledding, and being hit nv i nm-away ski need little evnlnnation >, us mam .,!hcr ntuations, where we ,.<ve control we get into 'rouble i would .We -o max* two observations F'rst, it '<>u Ht vGfnetning--vrf'er 1 are spot ot ground, ;cs--'flu .erv veil could be out ot control, r vherwne sou ought lutr Oeeo ble o ncid ffie iT^t* mieht -ican <h*r V per cent "i ail ski iniuries uc due to -nM Being able m utm or .(ep <* ntiiervri-e /mrol ' >uf -kir truhihiv to handle van*is snow <r '';(< "n titvm- -nsv lie mi.jiJcd in <his lance cr .up ecCindlv l !o not 'eel that rnmpetltive and recreational ski -tan-ius should be re ported together l have wMimne ifs io ihflw me the value ,( pns-teai conditioning since skiers m competition undertake a "igorous rondiuomng program. 1 do not ioubt the value ot proper conditioe in prt- entmg siu accidents, but here again we online our populations u there are tar more recreational skier* than skien in com petition. We might nnd that skiers m comfeuuoa have less non-fatal accident* but m mc vears the uuliiv rate of downhill racers might be a*tranocnical as compared igamst recrntioftal sloer*, Ski safety, or tlie lack ot u, is mouly ihe respoRitbihri ot the individual skier. Vcadent* attributed io litt* and tow*, which one could indicate an area of responsibility or the area operator, and accidents at tributed to defective pole*, largely a respon sibility of the ski industry, combined are still less than 10 per cent, of total causes. Lift accidents, though less irequem art afsen more serious. The bun Valiev Study mentioned earlier concluded, "Many aoetdemt may be avoidable, but many others ;uid be prevented by the exercise ot cau tion and courtesy as wdl as the realisation the limitation* of one's abilltie* on skse& 'itetv u not built into ch* skier's equip ment; it it instilled uito the titter's musdL** With automobiles, it seems that where vou nave a traffic probtm, ;.ou have more accidents. This doc* not norruanly mean that the traffic causes liie resulting accidents, but the probability of having a collision afetdent merrase* due to the higher irefueoey of exposure. $kirr art beginning to teei this traffic problem, c-pcoaily in scene areas. Mt. Snow in Vermont on holidays and some weekends will see approximately 10,009 skiers wirming ever the mountain tike *nts on a mound of white sugar. The call has been heard that a ooi.ee nrrr `S needed--o warn and to nave luironiv ;i w*ke a skter depart srom m area it guiltv ot vknng m a way tn wiicn e 'tuid tn- ujfe mhirrs The call is tearti tor ``uies at he rgad."1 *o skiers m-gOt have tome rr*je a- a guide rr iheir an <ke*e mm" 'aeiable, lughwavs ns <now \wtnmohile rartic *** nave meaning m a ,nt k nu.s- moii* but in other- thev do not evrn hohl tforrn water ir m kung vou ran pa. i the nght ai welt w the left The -all > *i*o heard tor uniform traffic and rrail `dentihcarion ugn* both directional and tetttml Resistance to ski taien can al*o he "rard ft may not be related to ui concept of `ateiv, but to the wav d might manifest "sett On* illustration--tn .-he v)vember 1959 issue of "Skiing.' ooe ot the large-t <ki magaames. Minnie Dole, founder of the National Ski Patrol System, made a propuxal that kiers be asked io mi- a !<->t ot ilmf *ki abiiit) and knowledge ot --i -atr'v md be issued, to erfret a Iwensr (>vr oi tbr letter* to the editor pok< ot betng acceptable tor ihe irmv but not m* freedom loving skiers. The long used safety slogan `ski l tidrr Control' came* (he implication that thi- control is internal and not imposed tw an external source. This fear and resistance ot too much external cemtroi t> expmsed bv all. Skiing is a sport described m the Encvclopedia Bntanmea a* one which ha ute *ert*ation ot Bight. "Aho wants tn >ki under control* t nod tht* true in teaching haste skiing. Once the ncophue has gotten hi* ski legs and can maneuver himself n stationary turn* and remain upright on short uraight downhill rum, hi* learning rearhe* i piateau. He resist* learning *now plow stop* and turns, and wishes only make those exhilarating downhill run*. Returning now to the three "sail* tor Action * mentioned earlier, l find that no one likes the job of policeman. The National Ski Patrol System does not wish *o under take police action on a *ki slope to curb traffic ydmor*. Many petruimer* lee) that (his is a fob for the area operator. Some area operators tots this hot snow ball right hack saying who else is more suitable. At present only a tew areas are uung wnr enforcement svstem .`9 ` .t'>'wji vjii'iv The request tor euuiin* ru.ei <>t me road 'dulled >n the Inned >me iki Association forming a commit!** w men nu \ car proiueed die sluef * v He--.viogan* in ma *0 lour Hues which <m.rr>f 'then >ou `ki imn 1 trail trom the vide -**e wav (O ihi*** wlw inwntuil glide The-* *tog.in* ate m line milt the recontnauUttont ut tiie National S *tetv Council Public tnfornvutMi Department nhieh recommended that *atet> cammumcation* mould diouid not relv on generalised jkUt. hut mher deal in specific messages that help the normal driver to he a better inter ' The umt would apply to ski saiety tiogan*. The problem now i* getting this rode before the public. The rail tor unnorm traffic and trail .deanfiraiton signs t sne which -t suit heard ht tnose in automobile safety. i feel iueh a vtuem would auiit skiers to better select trails and slopes corresponding to their abtlm This might reduce injuries due to being `uut of control.** However, three seu ot National Ski Patrol Svstem statistics <ndioie that about 40-75 per rent ot those mured are on beginner to intermediate iiope^ Tint roughly corresponds to the total number ot *kier* m :h*se categories. Per haps the danger ot' beginners getting on slopes too vteep tor (hem is not to great. Legal problems prevent such signs being universally accepted bv arc* operators, One further irea which [ feel should be included in a ski safety program. Consider ing that we should do all we can to prevent those accidents which are fatal or capable of ratdenng serious injury, 1 have broadened me vkt aietv program of the .National Ski Patrol Snifm m include winter driving to and from tlie ki areas I can think of no other condition where driving can b* as hazardous a when on ice and snow. Such a program t. further tustified when, in the *tfort yt econotm. you wilt nearly always And an average ot three people per car. My last meaning of S'no Fun is that skiing and otlr utruer sports are fun! For to skiers bud winters mean good winters, and we are overjoyed when forecasts of snow ire predicted VV* perhaps are the >niy human beings who might be in a good vnwj mule putting tire chains on a car. To drive through snow safely is part of *ie -nanenge ot vknng and warnings `o vta> the *flcis tail <pon leai eats--we ha-** got to get to tre mountain ` Far some lkes on.v *n hour or two--tor others they must drive ihree in eight hours But u i north it iuSt lor a wees-end ot skiing The mountain fives :rom the villev floor and oiten meets t[ie nouds trom the ski Tlie slopes soon appear and seem 'o again pr-went ihe challenge to me *kier --cart wu -k me There is a quiet moment in going tn me top when vou are alone-- awas trom me pressures and grind ot week da v work, awas irom me urwuan nr at me cu I* i, :io nrobablv more than am other times tnat mu can truly appreciate the beautv and splendor ot winter tou oegm to i*el free i rom ihe cares behind, as 'oo n*e Higher -*nd higher :>in sou ate on top, and agtun behold a winter wonderland. Again ihe -halleflge <:aits, and vou point sour skis downward. Slides, catching enlv a memem oi action, can not give you the thrill of skiing--that sensation ot Sight, that sense oi sc romp* hshment as vou compete against yaurselt tn meet this challenge ot the mountain Ai the bottom, i moment of rei, warm sun. and mod. Skiers are not slap happy manucs but are people and a wondertui group Apres ito time oilers an opportunity to get to know each other better and mam quieklv make new (nerds These fnendslups often arc tong lasting oeesim of the ninmoci hood between you. And from some ot the tnendship, you find new skiers, as more and more (amities are taking up the sporf!t is a great way to help your child stay physically fit. As it is hard to keep a good man down, it is even harder to keep a good skier down. Dr. Ellison, t am sure will toll *ou the first question he often hears from a skier is "'Alien can ! go skiing again/" With the expectation that these winter sports will continue to attract more and more people, it is most important that those orgam rations having an interest m winter sport and a responsibility for safety in their sport find a common meeting ground to communicate ideas and establish workable programs to prevent needless toss ot life and injunea. One such meeting ground i* ihe newly formed Winler Sports Safety Committee, For skiing, thi* could include the Ski *0 "austfies A-nrfica tor me industry, the ewiv tormed national Ski Areas Assoeia* on ior area operators, the Professional Ski 'Ufiiiifi of America (or ski instructors, .rt.ieii Antes iki A vtoevaiion for skiers, .-d he Nst'onal ^ki Psrrol Sutesn as tn* Sluing Uigm.i3i.mi nr ne vkung Each overlapping lunctiom ,ir ct.o..v w.ncti con- iradict eiforts by 'notlier -heve <an &* r*. v*i\d to a workable program ?t action tor *ki vatetv 5ki 'Saieiv mom mnr* jeetdent ire* vut davs |t`, t- .n vKhen Vou no How ' WINTER SHOOTING--A SAFE SPORT FOR THE FAMILY By FRANK L- WYMAN Director. Program Div,, National Rifle Association of America, Washington, D C iti arid ^c<ni w.nter awe *-ue ***.* ` ^re a J? ?* iridlulc . 1 *ioe pract^e-. r * i i*n rea. . --tlv I am going * " irgei hri.t, but r ' 'er afield is the . -uirf nd vie* vtrvs. :*ri trained m the e -c.er -fe.utei irons a pan ot Sum T*e g' .,nj u'r*- 'ru.*.tng i laui a -he ta*;e" ,..** <1. *<r should think ' 'arget *.fcc*. -*^-e , 'fce puce where >he hcr>frf ** *m j- i *> mal interest n cun* 4 fi` .** -i.m; e-joi-ment of fwAbfev Ta*c" -I ** . h*e h* ie* -enjarv -a*r*- i*-w4-.-e *?v 'earned, and where the *>< 'A"r &-* a manocr times each 'ear *? *t bi r, to keep amiiiar wrth e-noywint and general, ' > "keep ha* kwi m. * N.*e et us would l<e vev>- guod dnitrs if aafy drove the >ar once v*r iv a nsr To manv petw*H K. ar* vniaimtar with yreamu, the wued "Uauaeung** may being up disturbing idea* Tims it iargefy because no diumctioo i rude Wtaua tte ranous types >.t sbootmg, the inmnit m which they are cameii on ami mu s^srtant. the amount ot ireames ediaratiow the pomes . ants have been caponed to This satetv edueuton u not a prolonged >-ur* of study , bwi that daos act lessen its mportance or the capteui* given it, 'A'hile asetyand <aoHucmeuhsp are taught together hr*-uyli.,iti i -lirititn? fuiiiH, ->.,i u, uuepnte il.e w..f.| **iv'v vltv- >*xt instead, e -ell die mca ,t .ng j.rtUe mi ihe minitHil.vtorv skill* ... i* cccpted range cuduct that In.? i... . do wiUt ilioonng atetv Tier?, a,.., 4 kmd ot -oeui stigma attached to re* r*c d' shooting traiemiiv wuo ife ''him-. careless Thev (u.-t arm t welcome iruumi -l.nfers, Th* mined fhooter t.vkj .u much (ride m <he outward rrumt*tanons nf vk.:i v* >ir does >n his ability to hit 'he target-- we ieel that's as it should be It compar able to live so-called driver wit*, .ant parnltct park, we just don't think he > * truer evett .hough He rn.iv !> -.ble .mh luck, to make it from coast to cont W vttemps to make satety a skill aii thus pro vide round motivation right from the begin ning. N'aturally, over the many :e;ir that shooting and safety education have (seen go ing on, a large number of so-called "Rules a( Safety" have been developed. The rule, "Never point a gun at imvlhmg vou do not wish to shoot'* is the most basic. Other safe ty rules are only modification* of -t which prevent unwanted firing at all times. Today, I would like to treat tlie term "family'' m its broader tense, as a group of people combined into a group tor am reason, whether they be fomed bv blood ties, employment, social activities or such. All these groups make splendid vehicles for the s.srt of a most interesting and profitable shooting program. Let's go into the detail*. Hi \jttjnat 5Jrely oow/jrrtt li la -t.iXHiVB, iK<nq * *>** iport, >ou -rav be surprised iq -Min `nt contrary to '.*puUx oehef ''Mere .s (tr more target ifioohng dunng ihe wmier month* lhan it Any other <tme Topular iHinkmg magma no*t shooting nWM r>Uce out ot docrv but Jt4t just i-n t *-0, ior *nnv erason* 3#fflr *i she** are iht, ea>e ot obtaining c^e short distance r*nc* over winm wintertime in door sifooring . ftmfil on, *h* iact mat winter t\*w"*ng wkut* tn,ikn n so*ibl to ua eomtortabJe, con* wemh located ranges; (here are iewer rompeimg recrrattont lor the iimi.i in panmpaie m, ih* emplovees recreation c>ub nr the coti.it group which has a mottling club .is or* 01 m iet>vitt*\ Group Otounng mdoorv i* also enjoyed by a nost ot people who live in those parts oi our country where 'he chmMe iv never too cold, but yet too chill* ior manv outdoor ipurts m winter nd too warm ior the vki and skate people to do much business, Here, as in /lie so-called frozen north v-mter time indoor (hooting t* a line, nealthv, enjoyable iport that the entire f*mily an, and fretuemly do. enjoy together Another feature that makes wintertime indoor (hooting parti cularly appealing io our mint family groups t the divrrtiu ot guns with which the '-port it conducted i'il late years. the (cwlv SB gun has at last come into ns own. There is a complete course ot instruction, complete series of many quahficxiion awards which may be earned by the IXB gun shooter as evidence of his prowess as a marksman, and there is a growing senes ot competitions he can uke part in. Quite naturally, fhi type ot shoottig i* generally dan* hy toung-ters between ind 14 The distance required is oniy 15 iret, winch can generally be found ui the home basement, no matter how cluttered it may be with bicycles, garden toots and the patio furniture. A cardboard box stuffed wish aid newspapers is ample for a BIX catcher behind the target. .V*t in line and also comparative)*- new* n the target shooting field it trie CO' gas gun And the pneumatic gun. The former it the more popular. Here, only a short 25 foot distance is neres-sarv, and a complete senes ot training, '[Ujhneation* and serious match fifing is amiable. The 22 caliber fun is the work horse of alt target shoot ing, ^fd *hti is OAfucuiar'v true lor winter shooting Its lack oi a iotiri report, ihe great *r*rtv of '-oth and wandfuiu *.n this rauocr and >is economy *rr xverwi reason* 'ist 22i are v: popular today, for 22*. a <? foot range is needed Many lamilies nave their own shooting 'mge .n thr home haremem me 'actors' or heir local gathering place It it not at ail ne-e*y*r\ ro rc^rve a specai space tar such ranges where nr> other use mas be made of *h,t particu-ar space Thousands 31 home, uitiusiml. *** -Mirf public SjvmIkh ranges are in use todas, insulted <n area* used ior enttrel* different activities when no shooting is going -on Mter all. a rvnge needs only six or eight teet ot space at ->ne end irom which the shooters mv tire, an even nar rower space 13 feet, 25 feet or ?Q i**t msi where targets are hung, and between th*<* an vpen area wbien at utKer inner mas sc s'cupsed by the family car, trucks or other mdusrnal equipment of * **ctonr or the chairs oi a school, social or public meeting 'non)- A school ijsm makes a hne rang* are* snrt has been to u*ed vers frequently Perhaps your first thought regarding this proposal t* "Where <s the backstop, narticulirly for a range using 22s *" This ha* been solved bv what u graphicalls described as Volt away ' back stops for them me back stop. the frame on which targets are hung, and the tight* to g>e added illumination ior ihe targets are all placed on a plattorm which, m turn, is equipped with casters. When nor m u#c, `hit pianorm, oofs *bout fise feet wide, is wheeled into position along it wall completely out of the way. it takes ifqm 10 to IS minute* to vet up such a range for shooting practice. Indoor ranges are generally constructed with a commned safety and convenience ictture which is possible due to the short between shooter and larger. This ts ,i vimple svstem of pulleys and wire lor `uspennott which enables each shooter to Stuns his target, run A out 15, 23, or 5Q feet to its correct firing distance and do this without disturbing ins neighboring shooter* and without anyone advancing m front oi the firtng line. These sv stems are simple to erect, several are available commercially at i-Mvonable cot, and *otnr are even elecirt* yallv operated. The>' can b incorporated 'nto me 'roll aw-av* backstop ranges just men tioned, but more frequently are found in anees which operate mil time. '.`here u handy a town or mv >o t/ie L nued 55tate wrucii does not count one or oore iktmttng clubs among its local a<?< * ! These now total almost 11 000. There ' lo m excevs oi 60.000 saie'j mark** irivmp nvirueiors presently carrying Naimnai K-d* Astocsation Instructor credos* Hi* m <neir pockets These men and women i (here are hundreds of ladies teaching others 'tie proper use ot nftas. psttois and re* lUcrti and these clubs are all more than ilting io assist an> uuernted group tn get tarted with a well planned, properly organ- red shooting program. Also, it u always or one ot she croup concerned to `jfwme an mumetor. others have become cftified, why nos vusT* Here n one place where the tocher does not have to always practice* wnai be preaches, ior it does not i.'fce *n esperr imekman to properly teach marksmanship. >menme* me expert is much too engrossed with his own probions ( adequately teach others rhv;e the tamiK begias to shoot, they vrt main to wauu evuScscr or thar ibtlity to G>- otherv Qnhas&inm msigaia i* the answer and may b* after the shooters first few days ot pnrtice straight through 'us entire career omil he i* an expert, or, shooter* uy a OioaDgmthed iJarkiman, trailer where the shooter's totemi lie* - m oft*, putof. emfiver, or shotgua; v'icther tt be B8. CO*. J2 caliber or large li.bers. the** award* are there to help ratniain hi* tntrmt and to indicate the level i ability he has reached Kinady. there >. the fM4 of cerapnttuott wnich a open to the family There are hun dreds ot shouider-Krsfsosdder trotches which hooters ma> attend, ail the way from local iffiirs, through stale and regvonaJ champion* hips, to the hsghme oi all, ihe national liampsonshipa. L'odoabtedJy, scene or the ' >mil> will wish to compete in these, but u more general *nd ctnamly earlier interest iv ill be the postal match possibilities. These re fired on th* shooter's home or club range -md scores are exchanged with other indmd- iuls or teams. Thus, the match is com(it*d without the local shooter ever leaving In* ow-n range. Leagues are almost as popular in shooting -c they are m bowling. Winter umt it ' igue time trt both activities and both are reacuctd along imitar lines. This is essetv* ualiv s <eam snttitv *rtd, nr*ier* ii vpiendid -amuy tompeuuon. Pmencaiiv (itrv eommuftitv na* a lunctioning itioount >rague and practically all are (oolong lor new blood io ruher cvpand their nr*<Tit veheOuVe or io jjuvi m enlarging .heir pres ent field Want lengues, vcvd wme postal matchey lave a special feature winch make* them e*peciail> appealing to new snooters For nsunce, a league operates under the stipu lation <hat each team may hair as many * ten members, but turther ittpuiates that <n each match onl> the highest five scorrs will :ount in the team total- Tims, tin? t>cgifiner ncednt worry that vi he itsesnt do well Ids score may cau his team to tose an im portant match. It's a good teature and rec ommended l<?r leagues and postal *naiche< which are pointed at the inexperienced shooter Shooting i* a truly marvelous iport ior everyone, ft on* ot the few icmmc* where the entire i.tmiK <mv pamepnte on equal term*. Mother and `tad miv he bigger and stronger than tumor and <is 3ut tun w'llt need to work and train as hard as the 'Oungsten if they expect o hold ther own the range. Shooting is a wholesome sport where the tuuommite voungster or adult oi less than normal physical deveiopmems m.i> compete on equal terms. There aren t mans <txh sports Team shooting in families, such at we have discuiacd, is good for cvenone it icaehes u. to plan and to conduct activi ties for and with other persons Mo sport has greater prospects toe close association* between father and son irons childhood on than docs the good sport of shooting. The .Manorial Ride Ajsoetauon is the con trolling organization for (hooting us the United State*, it certifies live instructors mentioned earlier; it charters ind assist* the club* which will be glad to assist you. and it plans, organize*, conducts and super um the program of qualification and com* petition discussed briefly. It na. rang* `instruction plans to assist vou. And it stands ready, at all times, to assist anyone who wishes to embark on this sport oi hooting. In ih* Xabocal Safety Council we are in terested in safety in all activities. Shooting is a precision sport. There can be no hallvvav right attitude; it u eompleteW right ct dJ result on t'i uriM nr pre is x tiiiur* *nd our dav tv urtsuccevstui Itierefore, a Mto .who does -v at vt.ootmg ha "irrtffti in attitude mv-ifd m?t> and an attitude "s**fd ms wurk ihv .t ut extreme .aiue to iitmselt, ms tamtiv zrxi *>* em ployer. A safe. expert marksman it ur i-nnt ikeh to h< an unsafe driver and very Vr>iiL,*lx i Ivf i sloppy Inpnawrd workman and n<plovee GENERAL AVIATION AIRPORTS AND SAFETY By COLE MORROW Director, Airports Service, Federal Aviation Agency, Washington. D. C. apparent;! man * aU.m ' mvem mil rarmruct machine* mi- ictri.ped i wer than his ibthtv <o u*< n-em vatelv Ma chines created to -me mankuitj all i> frequently Nave become v Hazard to hi* existence In early times what one mdmd* ual did liad little effect on ihe vuety ot other*- Progress in modern living ha* in creased men* dependence on the aettona ot each other to minimize hazards, and re sulted in la* and regulations making it <Uegai for one to Sc careless in his own actions thereby creating a hazard for others. It has been aid that it alt persons used good judgment and exercised proper eare. laws and rules would not be necessary and ihe majority of accidents would never hap pen. ft seems to me, however, that safety (awi themselves are not a means to an end. They >io not guarantee safetv, but rather are a means ot emphasizing the necessity ot avoiding practices which by experience have proven to be hazardous. But w-hat u satery? Webster's definei it as state of being safe; freedom from harm or danger; bring ing no harm or danger; making harm un likely." Practically, is there really any such thing a* safety? Or is safety just a state of mind* [ wonder if Shakespeare didn't give us a good appraisal of practical safely when he wrote: "Nothing is $ood or bad. just thinking makes it so." While this may not be an abstract detim- uon of safety, it is certainly a description of our attitude towards safety based upon what men actually do in their everyday Uvea. The main reason given by the SO per -rent of ,A/t population who have never ridden m an airplane is that they fear it is unsate, vet those same people give little ,},`<ugStt to ci'lmg m ir lutvmobile. wiucit H`tic dtow >- hu,is- -wore flangerous than the airplane The National jitrtv Cr,unctl *'iti*ttcs u*o *iiow it * nuiie hazardous lo 'ike i ).iih Fear nut me airplane, and particularly !,e itt .-ijfpiane, will nil on people living n the vtctnns ot airports is quite prevalent todav : fi the tacts are mu in H year* chrduled airline accidents have caused only id nun-occupant fat.ihun, white at the ame time bues were killing i.77*l, trains 1I,(U2. and automobiles 99,400 In spue oi this obvious statistic there is no flood of pro posals to close down tretts near school* because automobiles go by, even though a targe part of the 99.400 were *chool children. ! am sure other such comparisons tome to >our mind, ft all vremt to confirm that '"ft isn't what it is, it's just whal 'Qo think about it." The anotraf) of airplane flight is that it requires motion to be achieved, and >et we know from experience that anything in-olvmg motion involves exposure to hazard. Complete safety, therefore, can only be attained when there is no motion, and hence. i*o flight. It seems therefore that safeiy is i relative matter. What we are really con cerned about is the degree of safety. An acceptable degree of safety can best be defined as the maximum exposure to hazard which we are willing to accept and justify bv the benefits to be derived from what we are doing, in applying this definition, however, it would appear that the benefits ot automobile transportation are greater than the benefits derived from air trail*actuation. I do not believe that this is necessarily so. A* FhOHc s>f\- In veil the approximated to.uOQ general v ir<rtt nap iht '-'iiorm -a optn-,mj it Wfe per cent ot all (he airports in ac United Sraiex This would indicate that x>6 per -mi of fh* uqiont m the eountrv ,rr jenerat inmon airporu Bv tbit) it estimated (Mi the ?etwnl avwuinn fleet *.,1 ifwrr.-i^* rrt lt>* t'lg) vrcrail flung abcu* ri', ^,il,oo hour* per 'tar. ?mee mo*t ding accident* twe-jr at *r near airports, it --fi b<* rm tmm rKe foregoing that the -"aster ot itenerai auinan airport uatetv u jne of eofitidenble maerttude. Sefore procteding lunher, I vhnutd like to call vour *ttn!en to a peeuUrttv in the tede^aJ government's role tn the national air. p^rts wstem (hat quite Srtrrvemiy oier>.rjked. Unlike oihe- aspects ot the natioaal avnanon svstem. vwh eommunicaonns. air "4v>gaaon aids, air irarnc ramroi. etc, which are FederaMv owned and Federally operated, the airports tn the tiitem are owned and aperated by local municipal holies or private interests. The ederai role pnmanlv on# x determining the nations airport require ments and encouraging local cemmunin#* to implement these plani. backed up by match* mg tunds under the Federal Aid to Airports Program, ftshmchf of standards and entena concert mg the design. co*mniett and operatic o>t airports, and oseouragwig or assuring a herence thereto m matten affecting safet and eifinmev in the field of airports safer therefore, we are dependost to a Urge d< gree on the initiative of the local airpoi owner*, obtained through persuasion and et rouragement. For the past tot \-ears, all of the airpoi vetivitin of the federal goverrenent hav been deemphasued and kept at the absotui minimum. Only last year did Mr. HaJab reverse the phaseout plane for airport* w miti in FA A bv establishing the new Air ports Service, which put this activity ea tk nme level as other major activities in th FAA. Only a little over JO days ago wa z full-fledged, independent Airporu Safet Division established within the new Airport "mice, t do not mean to imply that duruti the past <0 years there was no attention t airport nitty--just not enough. E believe we need an accelerated safes; program directed toward satety improve rent 41 ail airpor* " e nn*d icce'e'i-r't .,ngmeenng resenrch m airport devifn rr>*eri *i> produce varer *irr>ort it vwjuid vrpear 'Nit the progress m ("ighwai {t-n- p.v,* mgin<nrtng has resulted *n a -q r* *>.e ratal accidents per nurqreij mii.n-n elude miles as compared wih ni'sofiai lighav aierzge In I`>t0 mtinnit .-v- enge was ii while the ujmntke rate ua* .miv 2 2, and (New lersev t (jjfdm ParVwav hid * rate ot onlv 10 I r*el mat (he same kind el progrejs can be "burned through engineering progress in regard :o those design textures which after! utrtv ot aeruruuitcai operations at airoom Fnr ev,ample, F*-**i,cf S^on indiemed 'he high incidenee of near mistes near certain kinds ot gentml aviauon .virpor** r-ovvihlv '.ine of the contributing ou<et to th uuz< non is the airport configuration >n# location i>t markings, the locution of ihe w'nd all of 'hes# should be researched from she psv."hologicai as well as the tangible poutt o' new and standardization adopted wherever possible. The extent and speed with which the new airport vafetv program or the FAA will tx earned out will depend upon the resources ve have available. It will be nerevurv to ,iemon*trafe the need tor tumf* to earn on this program, this is slwav* ditfi-mU for an intangible benefit endeavor such as faietv. {wnicuiarly in view- of (h# in that this activitv Has been u a minimum for the past ten years. Flying has appnrmtlv reached a degree of safety sufficient to justify the exposure to hazards on the basis of the benefits to be derived by those people who are now riving It ts not good enough, however, to over come the far of firing to the 60,000,000 adults in the United States who have never flown, \Vben we look at the tremendous growth in ftymg predicted lor the 1970's, and the number of fatalities which would ensue if the present fatality rate is maintained, I think it is immediately apparent that the present levels will not be acceptable even though they may be better than automobile transportation. A fatality nte of onlv one per hundred million passenger miles would indicate some thing in the neighborhood of 100,000 fatali ties during the next 20 'cars i do not be* eve (ut our voiu"5 '*>e proolcm lies in nnr? refutation. but rather m more research and devete'pmrttt ui tp>e urrrait itself. tnc ease and vaim with "``"h n mn ->e flown. inO, of course, in the airports rrom wn.rn .t -.peratea It is my hope 'hat the airport arrtv program* */ m Pi,* wilt maite a ib*ttnttai contribution to tnese gi AIRCRAFT MANUFACTURERS LOOK AT SAFETY 8y JOSEPH T GE5JTING. JR. Manager, Lioury Au-pUne Cou,-"4. Aerospace Industries Association of America, 'nhington. D. C. ' *eW<cic t r r i i i **< <-- , fem*rk< .-iiv S r*n - .. - , > b* an Eng- *h auit.r.n f-.i" - , t s', ii!iam Henson 'n *45 lie rn .val `team car- 'ig* '--a dewe -01 unlike today s aircrait n mi '".n-ftr- * i- - 1 - --ign aefuaiiv l,*ve *?.n -be iefn at-e ro nave a light 1-ut oowemn engine Revardtng ruianon lie u.d "TVe r` angr` whim mun follow tit* hrst aeeu-it *< ri r.ti^ '"irdred mii <n mu<i be grras mav be a*ioundinf to w present i.itir.n*. -t* be dashed at alt "uman ayvjnce* ire wh subtractive evils, :,-ut thw -nu*i be largel* beneficial to the - jmin t*mi`i " n no-ersation -t A ilhur Wright m a ecture to the \Wiem Soetetv ef Engineers jiK* came to mind Hr -ani in effect 1 "There ,e two iv-avv >o 'earn to nde * fractious 'orie (.Me wm i* in i..n the lence ana ms^rve hi mr.tirn-- The '.'her to mount ihe beast He rh went on to state that teaming *o '`ode" a flvmg machine was not unlike 'hi* There \eetn tq be a good bit of phtlojophv m these two `tjtemems Henson wrote st human benefits :o he obtained fr< m. as he called u "aerial voyaging," hut aio .mnetpated the astonishment which would be interpreted as a "lubtractn* evil" His <&* en-ations preceded the Wright Brothers first 'aerial vov ige" by sixty scar* Now -.1 siy ..ears after 'he Wright Brothers prosed that "aerial vqracmg'1 was entirely practical, there are ull a lot ot people who A..uld prefer to dwell on the subtractive evd ot aviauon, rattier man on the enormous benefits -which base come to the human am'*' Thmigh maos nad tried before, Henson ittn.ttg VVngUt Brothers oetamc `e nrt true aircraft manufacturers. .** ifr-rati manuncturert use* *erv obviously l-wnced ti and were concerned with vafetv 1 ,'tlierwi*e rises- wrijid i,ate never mount ' sod down ihe atrerart thev built Ratuer, ihe> would have "* on ihe fence *o observe ns motion* ` <11 ti>e evidence proves these founders m inda* s great gen eral aireratt manufacturing industrv were not just fiv-by-ntght daredevils or dreams e-ed inventors They were at once both cau tious <'crmscs and practical businessmen, who planned encii `tep of thetr development with care and prudence. t think it not at all improper n> suggeu thes established the example ot manufactur ing prudence and safety consciousness upon whirh nor modem general aircraft industry has built u* great success- So, simply <t*tedg nor only does "The Aircraft Manu facturer Look at ?fetvt'* he has aiwavs done so. ft is his second nature. Moreover, He mint do tins in the face of constant criti cism from those who find it much easier to dwell on the "subtractive evil'* cited by Hennan. Nor. are all of those who like to 'ponttneate" on *fetv just "non-aviation" fence sitter* Some ire members of our own ;eneral avntion fraternity But, our connotation of mtety here ts more specifically in its adjective sense, which my same large dictionary defined more simply is "gmnf safetv; making harm unlikely." How many of v-ou have not burned vsurself wuth a "safety" match? There is also a commonly used device called she "safety* raior. which is certainly an im provement over mat 'ethai hirsute weapon, the straight raior. Bur, even the use of a afetv facor ^v n x>viiive isvunrtec you w-mf -jl if vtnerwise *vurt \<iurseif To achieve 'hat aOieetive feou,fes the exercise --! -rare ana caution. Tne sct-called "ufety' modets ire nut more 'orgiving ot error. Let me begin nght at that point, "more roretvmg md review the general aircraft nunutarturcr i ;nirc* uv m* safety ot his i>roduct ToU* aircratt rf more and mere rorgmug as compared to earner -tf-rfel* -"oniiam anenhcm ? design tm- and `tmeiural integntv has made a* changes m (o-da* aireratt over those ot past vrars Let me quickly review some >t the mere obvious improvements which make todav $ general aircraft a far cry from those ot post ' ears. t. SlaOthtr and rew/-- kersadynamic re* earen and development has brought eorttinj>5uslv tmoroved v'abtiitv and control This Has been accomplished m a manner which nil 'mind'* the aimau should the psiot hrfvsrne irvattenttve but without sacrificing me tffl ot the airera it *o prued by pdots ^enenllv Z. H-amy improrrd timding fherarlrruficx "The aimot universal use of tricycle type t-uiding gear, much wider landing gear tread or other gear geometry, including the shock absorbing charaaenrtics of the gear itself, make landing, even <n a relatively strong croffwtnd. Utile or no problem for the twice pilot 5 Stall and /pin rcrvfoace-- Even thougit the aircraft i* much more rctstant due to aerodvnamic advances and greatly improved somrot. the industrv has gone further and now ineiitdes an audible and vtoble stall warning indicator a* tandard equipment. 1 ran think of no aircraft manufactured todav by the companies with whom l am direct!) associated which do not have such a device. 4 Aircraft itmetvral ut//pn/y--Constant product design and maRuficiuring methods esearch has introduced new materials, new manufacturing techniques and new structural technology, all of which enhance the quality and the integntv of the aircraft structure. 5. Crath protection -- The industry has paid close attention to the knowledge obtain ed from crash injury researches of various kinds- The result is structural strength and cabin arrangement which is a vast improve ment over the put and which surrounds the aircraft occupants witn a crash resistant iruc'ure grcajlv nn.vne.rtg ir-onrt*, 'xrep? ,q MOirtit <'-*snri Ahrre t**e some* jre oeyond miifnil it^rngth nr "'j- cnan rriivtance j poutrftant--T'&x * aireratt engines it* '"ghter 'nj have a horsepower to aircraft wr-gm nun greadv difier- cm irom *ue past vWm I mean i* *h,it todav v small atrrratt U\ adequate power and if*o a reserve Lighter >ei stronger matrnal* a >ar>ctv or mechanical and teen- onlogtrtii >mprovemrm, along with better fuels and great improvements in propeller*, "iavc Srought powerptant -eiiahilnv `rt an almost kgeruian stage. ? Aircraft equitauntt -- \ tew e*rt iMck the private pilot had to venture torth cross country with ihe mo*t minimal ot nav com aids, frequentlv not much more than <fe little old low rrtquencv radio and a fftagnette compass Out, jus* ob-erve the great vartetv ot iremcndouslv `ine 1`HF nav>com equipments and other instrumenta tion available today--io any degree that a private pilot rouid want. There u rsa reason *h> todav s pitot cannot at ail times know where he n and where he is going, 8 ,-hreratt comfort--The corman ot the aircmit caom *s cenamiv comnbutorv to tatety it adds to the pilot s well being and to his aienne*s Modem aircraft cabins are quiet, with excellent temperature controlwelt designed comfortable seats, and ade quate foot, leg and head room Each year brings improvement in all of thee areas, as tlte manufacturer strives to improve his basic products and all of their reined equipments. Structural failure ts. for all practical purpose?, nonexistent. Engine reliability, as was suggested earlier, it al most legendary. Can you think of anything nen remote!*' comparable to the several en durance flights recorded tn small aircraft where men have staved aloft for periods tn exeess of two months. The iumtmg factor was not the endurance of the aircraft or of it* engine; n was the gradual wearing out of the human machine and its inability to *ontinue longer. Recent tong distance records established bv small aircraft are another example ot the endurance and integrity of the aircraft ma chine itself. Here, again, ihe limiting factor revolves around the physical endurance of the pilot. In the planning ot his flight, con- hJ A 5/i-n.Ji .'j , fv ,'nnrfts -I'm .v>th 'V j'frfjn wilt pertorm ,t ilmOt *t-e rartfievs h|p (ram he pilot * -'*'< >-iihfr n >11* tm-n pnv steal and -rental 'inaoihtic* Our >tdu*frv believes n 'w.*H a.fi-Mn Mtn propfi' ucd lor 5*igr>rd purpose r- in icrmup vnd pntdmr ;* r^^peru trained to operatr 'he airimi f^rfriM* lustgment m >H us. not oniv vate but v.uer -tun surface trans portation vk> are tneretore disturbed when public announcement is mane mat during a inert iear mere were \ number of aeet- Semi and X*' number of laiatmes- THe point l nh to make t that statistic* v^e <-Ampleiety u*te* unirta th*v can be uftv related to h* detailed nreumstance* woich surround eaen accident. and in which \ treat tnanv other tactors, apart from the airrratt, ate ii*o involved. such ai purpose or flight, manner m which flown, weather, etc Human error anj poor ludfment is a (act .if lue Better eduraiion and constantly imraved ^juipment ran and does help. The iirerati manufacturer*. both directlv and in* directly, have always been the principal con tributors to the steads progress bang made in these arras l tav this adviscdfv because die vast general av-iation activity which exists todav first began on the base of the uteraft designer and the resultant mantaf-irtured stnieture -- which ta*e has been ta<iiU broadened an*! sii-ervgrhened. Prog ress *it* continue W*u'e 'he iiiemit 'Yiiftuiacturer <* constantly striving to im prove hts product, to m.ike it more sate, more practical, ampler and easier to use, and more utilitarian. There are no good detailed general avia tion accident v!atit>cs, so it is not possible to make wh-u can be termed any significant "itisiKal observations. Certainly no good i* accompitsned by painting the tew data which ire Available with vuch a broad brush thrst t/te desired picture t* completely indistinct, flu* can frighten ilie uninformed twoMuon piiohc for no reason at all- ami Ires nothing hut ninder progress; it make* o constructive contributions to safetv, But 'here are statistics which point up great progress which has occurred m general aviation in the past ten sears; these .re `-.und ground upon which to make rw.nshie prediction? as to the future Here >r- a few usmmeant facta** t r'rnq h<wrt--C-eneral aviation .s todav iitrtg U .100,000 hours Ten ?eais ago mis igtire ' is SjOuOCO, and it is predicted to stow 'ci -0 300.000 hours by 1967 The ur ines iqdav are flung 4 400.000. but -t -S predicted ih*** mil r|mo bv 1967 " JtkXJ.00 ' lrf.tr jirerntt -- *0,500 general com- cared to 2,'.00 airline Aircraft, are predicted io grow *o -JfeOOO bv |b67, at which time it >* estimaied airune airrratt will have fallen io aoout I 700 ,t /(mrrwif atrcraft cfcralxcns-- I .An itin erant moumrni is an arrival or departure, u distinguished from a fnjriU local move ment at or m the vicinity ot at* airport; and which, hence, no be considered as cross country movement. The statistics here cited ire related only to airports at which F \ A operates traffic control towers. Since there are less than Z?0 airports with FA * oper ated towers, but more than 6,000 airport* to which general aircraft go and lest than 400 to which the airlines go. the general aircraft movements here cued are. m eon* verjuence. onlv a small portion of general aviation * total movements 3 There were 9 lUO.OOO general aircraft .[inemnt movements recorded in l<>|6l at air ports where the FVA operates air traffic control towers. By tb67, these general aircrait movements are forecast to increase to -2,000.000. Air carrier itinerant movement* are c-pccied >o increase only slightly- and grow from a 1^61 recorded total ot 7,000,- lOO to 7.m000 in 1967 4 OVncraf atrere/f inunufaelunng -- Ten -cars ago the mduitrv produced J.7&I airvrait having a retail value of about 150,000. 000. In t^i tins 11.id grown to 6,778 air craft valued at ? 170,000.000 The industry >* ioing a cumpAfable volume of business ih*j s*ar and amicipates that the remarkable growth of the pn*t decade will be substan* 1 Source of Data: tnduatry Statlattea aad TAA Statletle* and rareeaau. * Set*: It thould e un4erstod that th* nr carrier ftgurea listed above In compertaon with general aviation data an used only to provide an understandable measure for the .^informed There are other air carrier meas ure* wnten point up utat industry* great economic contributions. Also it should M understood that u the air earHer industry cnanges its fleets to larger, faster turbine poverod aircraft. It wtU actually be carrylag more passengers, though (to fleet star as* hours hewn may decline I f'ttb'tc 'flY -f. . *iiv -"vested n ;he decade witch !>e* S*:; I vhntild like so ooierve mat the ivfqgre* whtch iav and ts occurring in the I avistiret industrv a a measure of i-uhlic --nhdimrf mrf ihe ixt evidence that -*jiiJ be utiluetf -o rinr up the tact that th* airmail mnu-,*rtuf*r 4Vff took at tttetv Though l i,b|n in irv<ng to draw con -union* trum -t-e '-eager anti wholly mompiete general aircrafi accident data .uaiiable. one hrewd brush' figure ts signt'ant in proportion 'o the number oi hours i^ovv-n and `re n-imner oi aircraii ut the acme 'test, 'he aecidem 4ta has thowtt vteadv mnrmmmt over the past ten to went> vearv nd n vignificanCy better today. Such data iv --adily available from FAA. a I am nnt .is-luding anv detailing tables *n 'hi* paper V bnet look at other areas would tug* ees< iliat Industrie* apart from ours aiRi `ive safety problems We are u*ed to holt* lav iparFic death counts which tie \aticeol ">lv Council gives *uch wdepread or-;uiation through all press, radio, and tele* .istort media. The automotive manufacturer vss pen untold million* of dollars to make nit product vater and tatef, but poor judg ment and human error remain an ever pres ent fact m thetr etfom to reduce the traffic mil In rural areas, particularly during the 1-eight oi the acme agricultural season, one -**<! o irm accidents resulting irons the e^*r *n*?eting ut of modem f*rm mschi* "rv Vi? one would suggest that we abandon Ins modem emiipmcnt and revert to nineirenfh renttirv agricultural practices. The tremendous growth ot motorboating has cause a whole new <et or water dangers. Gut, with it has come a great new industry* and outdoor pleasure and relaxation for masies ot people. It ail gets back to mv earlier observation 'hat human error or poor judgment are con stant and ever present tact* in aviation (here arc alio two condition* chat need not he even conquered bv he automotive, beat or lams equipment maker, but which make satetv a much more complex problem for the airerait manufacturer I. The law of gravitv has not been re pealed. Perhaps someday there will be a scientific breakthrough such as the "Ineriron tii-covered hv Buck Rogers some tuck LVni vmr v.scn -n^*nv v o nulllfv gravi-i c mil -.-.riirvu^ -t je. ,-eml on -he consunt c-'ni'olled dow n *,r -uer an lerodynamicillv irs-goed r :oi! -ir svmg ind .-he appncati'--n at power *n vc.-ompi..htng thi* - The urniane "-perAtei .n v <(nf<J hmension In the tart ot ihese diififijlti#* voeepted as in everyday net of file bv our industry, .s the happy c-r;um*ince iiva eh vuceest we are achieving makes n possible tor us io apjslv increasing amounts ot -~viev to re search and development 'o improve our product. In recent -.ear* the industry has spent Hi trailv tens ot million* c doKar* m engineenng research *nd development, prod uct atulisis and improvement new process and new maieml reearch application, im proved mamitacrumg technt<iue, and, in ihe related expanded factory facilities machines and equipment t urpe 'ou to pa* a vtit to ihe plant ot aav of use members ot the Liiiuv Wptane Council \<re> Commander, irveorpunted. Beh \ircritt Corporation. Cessna Air craft Company: Piper Aircraft. *nd 'he engine maker*--Cominental Nfotors Coroorauon; and Lvcoming Division of Avco Cor poration. These si* companies today pro duce in excess of 90 per cent of all general aircraft and their engines, and the;. nae built and powered the greatest percentage ot ihc tsiiiinf active fleet of general aviation. I think you wilt be atpaaed at what sou will see, particularly, if vou have never been ut one ot these factories or have not paid a visit for sever*! years. There u no compari son even with so recent a time as five sears ago; such effort lo tmpryve ihe excellence, utility, and safety ot our general aircraft industry's producis continues at an accelera ting pace. In the light of what ! have so far *atd. I believe the obligation* which the aircraii manufacturer recogntm ami aceepi* on now be summarised tn a manner winch will place ihe title to my- paper m sharp perspec tive. These obligations art six in number 1. We have the obligation of determining what the aircraft user both needs and wants in an aircraft. 2. We must temper these established con sumer wants ana needs with the current Ut >.u "if jr* in.I i!.* "anvlaie them into aircraft ict.ipvd and I.uih <> rfhnrom -wr- -,m *ii -f-juiffij mi*sion mill *aty a* 'he primara criterion Thu i\ ftm in easy prnbifm ** * balance must hr established -witvrr-n ( performance. and the rest ,j h goc* without utymg ih.ni `iietv ii**> the prime balancing factor e'en it 't>r << u ...i manuiacumng reonu,-nift In tin* prnee** we always rnch tor i f<ttrr, vter machine, but r ani reach he^onri the point ol utdiiatton. ! We muM adjust our tun move 'o the r*tabiihfd rule* and regulations laid down hv the Federal aviation ^genev There i*. perlajH, no tndmtrv which * o federally rriruuied and *upervid a* . ihe aircraft manufacturing mduMn Our mmssiry ae ept* this rrfulation as bemr necessary in the public imereti 8ut * fact mo*t gerseriiU overlooked >* that the FhA bv itself, t* incapable ot establishing atrwofihme** merm upon which to hate ut airwortht- ne*s regulatory procedure* it >t not a creator of aircraft design. veto>Jvnamic research, 0r structural anrt mechan ical technology. ll mutt gam thtt Knowledge ;rom the industry which it regulate*. 8m the industry considers the FAA a fanner ip hi unceating search for ever improved Aim balanced stub practical unlttv Like at) farmers, we often disagree Such dis4grerment n. however, not tn objective but n the manner bv which the objective <* reamed, ^t m am- true partnership we *eem to be able to acquit our differences tn a manner beneficial to the public interest tor which we both lave ne*vy and inescap able obligations t We mutt market our urcratt through an efficient tysiem of distribution to bring -he aircratt tn the customer at the lowest price compatible with fair and equitable return for our effort*. This is tlie Ameri can *vtem ai .'rce enterprise at work, and at which >,siem we are a rapidly growing pan The general .urcratt industry has invested millions ot dollars tn developing this da*inoution >5icrn to the high state it has now -eached *>uch successful marketing lias a ..x-attary benefit It is the teavon tor mTeasing vale* which produces increasing amounts of capital far further product re-carctt as the industry inietutfits as effort* >n improve both me safety *nd ine utihiv ji die aircnut >t nanufsatire* We must promote and sell ilv* airplane iv a productive tool for busing**. mdustrv and personal use; and w* must educate the public, not only oi the economic and soaal neneSts to be derived from uch aircraft ue. but also in the prudent ue ot ihc .urcraft itself <i. We must pruvioe good maintenance -usd service cscihiio and trained personnel, Both of these are essemui to lhe .*aie use of he modern general aircraft as an efficient means ot irwisportatmn which complements and contributes to the temp** of our modern iimrs--times which do not viand still and which are inexorable in <l>eir demand upon our industry. Before I clove. 1 nm going to u-e sonic c|res*ions which, tliough they arc probabiv tnte in ihe extreme, are none the less perinvent. It has been taid more people die in bed than any other place. Hence, it would seem m be axiomatic (hat any place but bed would be a safer place than bed, Sinn- larly the *afest airplane ts the one which remain* ued down at the airport, as is the ear which never leaves the garage, the safe ty ruor winch remains in its case, the boat at the dock, the farm machine in the bam, the safetv match m its closed cover, and the hike kept front your small son's hands. The vimpic tact is tltat the airplane prop erly used is vale, with the word safe used m a relative sense, ll does not teem there is anything worthwhile that is not without its haiards. Similarly, the aircraft manufac turer, being acutely aware of these simple fcu and. moreover, being wholly dependent on the public's acceptance and use of the air craft he makes, not only "look at safety," he makes safety his constant objective as he strives to improve the excellence and the integnty of his product, GENERAL AVIATION SAFETY LUNCHEON ADDRESS [ By NAJEEB . HALABY I | Administrator. Federal Aviation Atency, Washington, D C Kelativm i* a word -ujiIv reserved tor airtmer ''ws nr tair <r>.m trivcnng bv rence ami phuosoph* &yi u rertauuv vntomnWr verms descn(.t.>r if Hi# imtncin publics attitude toward `*>rtv How ft* ran one esnUiii our r.ationai remor** a a monon tn toe t. n-ta Siate* me 6*J imltmn ur. line pcneer* eaf*' ,**r 'tde '!,c urhne* .iictv ,sn<( witlicut modem ,r,n >h* rr-j. nicture stars undmriv death our nautn-il .ndifferenee tn ill? gha*tlv 'rcyrd on yi.r Mgnwavs, fit* nt them ha*e ffnvvrt brtore and !ikctf t Soother meaiure of the ort it air < sieiy lodav i* that msuranee cr-mninv odo* Sjtiorwt viifu ."-juncil records how in the probihitav of a *t* tiign* ar* -WdOO I ihat there have hem hOO motor vehicle '** t Lei's look at the acccptwodav ro in { j deaths m me hrst nine month* at ths year --a hgure rnugbK equivoletu o me enure surance companies of tne m.m who die* mc-t, the airline pilot In ioti he had * population ot Skokie, EUirvws. It it an all- ftimavmg fstahtv rate ct one m *) todav, j itme record, and a sad one in the same a <* one m 1.000. and me atrtme ptir- ran j j pettod, t OSO.OOO people sustained iniurse* venous ennugn to incapacitate them beyond huv hie insurance at tx> more ,r,*t 'ban an rarthbound ctie?* jitaver, vcenfd'ne to m*ur- he -Say of the arndent This t* equivalent ance expert* to e\er\ person *n the enure *taie of Maine simultaneously swing sma*hcd Still another mde* ot ajf -ltetv .* the uuuril data on deaths to .ion-occupant* 5 rerall seeing a siatrmeni b* *ome vteu** caused bv auto* and 'avis, railroads, and ticufl that tt would be mr>*i unlikelv me a buses a* compared with settedulcd itrtineri- <nan oi avnice iiir*pan to depart this life According m the N'ational $av I'ouncii. without at -omt 'one 'em* involved .n a atfio* and taxis in the period I Ok) <o 1*^0 motor vehicle accident. VAhethcr true or killed 99 "third persons 1 -uch a* pedes I not, the evidence t$ abumunt that we are trian* Railroads killed H &U persons >n paying a very ntgh price toe the convenience tlie vam* period, and bust* -* 7 "0 people if our automobiles, and >u the price -e*m hrrordmg 10 the Civil Aeronautic* Board, o be acceptable. ichcuuicd airliners in Ihe vume period killed The prime responsibility of the Federal Aviation Agcncv *s to asure the utrtv ot v total of 7* "third persons1--' remarkable contrast and a remarkable record. 'hose tn the atr 'as mans a* 70 0CO human Wspste tht* truly excellent record many beings during a busy hour m the nation * airspace) and of die millions below. In Vmencsuis who think nothing of taking their chance* on the highway balk at the diacha^ging this heavy responsibility. FAA prospect of air travel, tn fact, it is estimated must necessanlv reject any relative approach to air safetv and seek only an absolute and that eight out of ten Americans have never rtewn us their lives, though manv simply perfect record ot air safetv---however die- haven't had anywhere to go. Undoubtedly tint and difficult that may b to achieve. an important factor m the reluctance of This brings me back to the public'* rela tive view ot safety Let me contrast for a moment in< record* of our highways and that of our scheduled air earner*. The many to fly is that the taui cra*h of an airliner I* always * grim and new*w-onhv vpeettefe; where** the tragedy of a highway raiality is masked by its verv trequency. airlines safety record for 10 consecutive The fact is that, even as the fatality rate I years has been less than one tataiuy per and the number of crashes in scheduled air 100 million passenger mite*. In tO&t, one ravel Has been declining, the number of of the safest years ut history tr 2ir travel, fatalities per crash has been ruing. Back the level of safety improved again. At the in IW7, for example, the average number rate of Dal fatalities per hundred million of deaths per fatal accident ran about seven. passenger mt.es, travel on a U, S. scheduled In the average number of dea'rut per 7! B i'ai s. lent r !? A/ Th * car al- fs*r. >.v- -r,v --ui Airline 41.U ,ifUV---me 3k ifH *ii riiitI VJCJOtlgC. U * ''""'"If Mi "'>* * M*#e .<-ve i`Vrt*riii 'he av.ation in- lustrv ,* ;ir 'cr :> la % <i,m it wa* =rt i'M/ hut 'he f-rirf n<r -a-ai accident a* --rv high The jmf * *<mpi A ith lifger, MMer ureratt in more <<:ns-sted airspace. *e *u-t rant idnfd fatal .ui'fdcntt- The prevent high level m ait -atetv mutt ..jntinue tr> improve Speaking toe FAA nothing less is acceptable 7s'* *!*(> record .t aqr airlines i* improving now iml mut h* forced o eon"*ie m ipofli< 1 `fie efentlM* pressures at science and tnnai* .ffv and interested men The public imereti will be maintained. VVt in the FAA want the pcbiie i merest io be mvimimrt >rv hnth Pe prnhlem and the prospects Thu has h*n and will remain our philovophv in iea""g with ihe public. You rruy have heard or ihe SC AS' report rrt near which n a good example ,sf how vt approach *h< problem First, we acknowledge there a a problem of airplanes omenmes coming too close to one another, or not having minimum ttandard separation, is w-t phrave it The number of incidents -eportea * ominous and our own report* tor the >er ending June JO showed a total ot near mi*s After investigation, it turned nit ifiat ;<3 per rent of *he reports jid not craJl* rjnstitute a near mt* m the accepted dehnnmn 8ut 12 per cent were reyarded as cnticai alter investigation and this gives us great concern, VVe reel ihese hfures are sound and pre cise enough to use as a hast tor attacking the problem. iut to be sure, to insure tgains? rhe possibility that tho*e involved m iraf misses tail to report them to us. *e ,-onvmssioned the Flight Safetv Foundation o backstop our own reporting lu'ttn When he Flight 'atm Foundation CAN Report, *ji ready, we jits, the a pres* :,nterence sod spelled th** whole ung out. 'CAN' gat Lsll reports of near misses or (he same t2 months ending /une JO, #tin the vs*( majority if them involving single to twin-engine aircraft operating dur ing daylight huur The SCAN svsiem offered anonvmitv for reporting pilots x> rtf are unable to venfv the statistics, Me <nt investigate the modems to hnd nut-- jS we i'd u.ih our own reports--which -eatlv constituted a near mm and which lid not S'-if `f we can * he n *4rr of ihe SCAN `otals ss we are ii our own, we do intend 'o net upon several heiptul suggestion*. m uding >he need ior an educational program. The Agency stand* reativ to participate m educational program* mj improve the skill tnd knowledge pilois because we can't Jo it atone The Agencv does have pilot educational programs underwav, but there's i great as) to do--enough tor alt respon- uble interested juturn group* E.turaiton l*o applies 'O other area* ot Vviaupn Si >nct>ides ar rarrier maintenance, where industrv tnd F AA are learning a great deal FAA and the air earner industry 'ive been working ciovrlv on a program io morose mamienanee on he great iet air planes (hat are rapidh replacing our present ,-ngme deet *<^e have underwuy a program ior the maintenance of iet engines based "-n ihe'r m-rtight rctiabthrv This ceouire* cMabltvhmg a standard ot performance based n (he shutdown rate per thousand hour* ot operation. From ihi* data we develop what we rail vn 'alert value ' The reliability of the modem iet, based on ihe** rallies, is more titan twice a* good as the reliability of the ;uvton-engine aircraft, and ib* reliability of the iet* >* steadily improving. Each month .000 30 0 0the l S. fleet ot pur* iet airliner* flies hours or .OQ . CO mite* and m that 7r<nod a shutdown of one of the four jet engine* occurs only once in each SO.OOO mdea of operation. To improve the reliability of turtomc en gines still more, FAA his devdoped a pro* gram to tneonrage the airline* io mstaf] airborne vibration monitoring ipup*i>eet Soefi a svsiem is capable of detecting mgex maifimcnoni in thar early nagtw: t car also be used aj a tool m determawnc :rvraJ encme condition. intuited and properly used, vir *>*r <* fTwmtof* can reduce the manber of P*-,i;e* mtirai engine failures that umbOs re*u * >n rrssjor oigui* and aircraft daottev h A V has offered the air earners rpecmJ ann*-vr(o hajnen the adoption of this cquipuiw i' A related dewe i* a masrnnnncv rrc - k- which i* another aid tn deserrmnr?* r-u *e < tun if ' 4 nv r.rmxj ,-ndsuon F*A wilt `Coniv .miatl me >t 1'res* *> item* on m Faa. *-ufrvojet to sir iU potcnuaJ tot wirlus* use. jiu- Another e-tample ot *-*tety improvement ,vi out Kneduied airlines <s ihe remarkable "grail mil ha* !`-en msde 'ecrntlv m ciunirutmg hvdraulic iroublcs When hyJraulic iulurej began :o crop up on some it 'he turbine fleet, b *A, fh airline* ihemrfives. *nd the manutavturers vnoperated rleselv m eliminating me problem FAA requtred .-(implet* d-tils reporting ot .;JI hvdrsulie mm cm troubles un nirPinc engine urmu \ATiere im abnormal land I ings involved hvdraulics FAA (tcimieiartwets luieNii -n n* >ctne. The 'vroubte rale" >n 'he 'urhme fleet dropped tmm 12 per thousand hour* in October ot 1461 to kn average o inyr f<r thousand hour* <n 'an* ol this rar either FAA, the airlie-vs ihemielve*. nor he runutacioirri ire at all -"nmnucern about our present vateiv record--good as it < In iddition u, iiie mam vteps o*ing aken io improve m mechantral reliability ji vir rarner aireratt. FAA ts engaged in i romprehetmve program to anure the sen highest level m air saietv Our flight 3<andards S*rvire ha* *n aggressive proirani io improve the vaietv t 'he air earners and to eiiablish better operational vatery practices through improved mspeeuon of air earners :'cveral n aior Actions have been taken m thi* area. First, because ot the high cor"elation between financial rapabtlity and aiety, we re-established program goals in .urseiHince and <n*piion. giving attention a economic factors ot a carnet '-Siat might 'fleet operational safetv, Another step was > establish closer uatson between FAA, CAB, and ihe inspection of supplemental .arners. We have established a system fnr no*tfv..if FAA Regions and -linnet oflire* m ,1 vance ot proposed Civil Air Movements -here the mthurv uses civil aircraft for ".*uig personnel, and Military Air Trans;-.rt Service flights. We have established , Krwr procedure io make use ot effective Mister ot inspections! responsibility when 'imer temporarily moves its area of rTMvsco. a '--June occurrence among the uin*tls w ha e*iactivities 9> s* F`hbon 1 inspectioi. -earns in conduct wru ng and cthaustive inspection* vtd evsua- '"'S ot air rarrie-s, ndudirg uoriuied ami iuppiemm*al Air whenever rwj- ine inspections or spot cher*.* *um ,4p rv|. le-ire ni '-'irg-nal nr n-ieMinnaote wfeev Manila ri vrmitter SuLteri reegivirivT ur d> .g -uten-tv tia* t<en Air earner ,-rew -rammg V, e ' s.e fnArpI `idHiannaitv .tw'ccAievi rnipnan. n M>e <iu.ihtv And erfeciuene** m i.? rf. t>rr training, m vlditKMi tn wind. f\\ nvjxTiorv monitor at leaM *5 per e^o- ol 'i nr earner revenue flight hour* `,`.e ire unti.lenng increasing Om* r-ci.etsje w.mewhat \Ae also nave introduced "rw t.'-wl Air Regulations which deal effective1* tor the Am time with skviacken dninki, *rui iiher inJ flotsam. The air *ai'ety p' .n general aviation t* diflerent from u, -ui me scneduled air varners, but equal!* as important m n *t A A \<.ti are well aware shat the number * air titrur aireratt tutaiv an rtimated J'JGO compared to 20000 miiitarv aireratt and some S0.C0Q general avuiion attcran. Further corroboration ot the dominant post- non mi general avuiion can t* *n -n tre vivuues on aircraft operations at f A.A- perated control towers ui the hrvi si* trvonths of this year. In that period, thete were i.I million miiitarv operanon*. ? I mil lion air earner operations, and to 4 million general aviation operation* The relationship of FAA to the general iviation pilot is ui mans wav* eumtsarable r-> 'hat of the indmdual Mate and ihe auto`nobile driver. A good dea! ot control can be rtercised over the driver or the pilot it the time ot licensing, and the maintenance it that license, once issued, is contingent on conformance with prevailing rules and regulations. Operation of an aircraft, even the simplest irrraft. in today* crowded airspace is demonstrably more difficult than operating m automobile, It calls lor better health. It ,tl*o calls for greater skills, greater knowl edge, and better judgment. FAA hu estabhshrd a Designated Medical Examiner *vtem of more ihan 5,000 specially trained and equipped physicians across the country to administer the biennial third class medi cal examination. CHir C.vil Ar vjrgeon sj>> ,i- ---e DUE system -* pravidirg j* wiin much Sjettrr inforrratiort "un * r frt aile -. ,bia>n -ft f.n pWt St 4 -I"'*!' >I .nnirfML'son J*--lopi, -4 -nl I-I-Sfiv .nir) ni/i" r^n-puief facility at Oklahoma t.'.tv ami -lurreUte medial lacror* w.ih opcraiionai ic'irs The result, we iiorx v*.:i h. r-.li - ami regula tions more cloven *etiteil m ksuaI .-nn<iicion* W ire alto tciuifma limited mstnjmeut .apxbilitv -it all student p'lotv. This it licit to build an* i.use confidence m 'he pilot but 10 euutp i<-m 'u -jm around and get i.t ot threatening weatner, which >s *ull the killer in jl) 'o di r*r cent 01 general avuUion fac.il arcdentt While ilut a-vure* limned instrument skills m new pilot*, u dcacsn t apply to me remainder ui our general ination pilots. Their skill* must he unproved roo For one thing, me site, uuaim ami instrument*non ot general aviation urtnn i vieamlv ms-remting. Over fialt tne general ,ianno Hv.ng time logged m iuj, ior example, wit in iimitt-enginc and targe >mgle-engine airi-eau rou n i* estimated that more than 300 corporation* mairtatn metr own gen* era! aviation aircraft. or m manv rxe*. fleets. Despite ihi*, our general aviation dm t* tar better equipped ior instrument flight than our pilots are, and the gap w-tdenstg. F A A $ Troieet Honson" reported iltat, " A erv substantial percentage nt' currently pro duced single-engine aircraft is completely njuipped tnr instrument flight One major -ninutacturer reports that the majority ot it.uwcnt aircraft left the factory equipped fils at) tIvc basic instruments tor sucti flight " l! men wm- on *o report tliat, "L*m than IT per rent ol *11 licensed ctvil pilots, in cluding iirl ne pilots and other professional*, hold instrument ratings iodas ' When we i* hits oparent plateau ot pilot skills Against a backdrop ot increasingly complex urcratt ,ina crowded atrwv*. ihe need lor improved instrument skills among the large .lumber ot Already certificated general avia tion pilot* i quite dear I- A K commends o all these pilots AOP.A` e-vf-nent ,>bO--iegf<e program which has been 'urs-ifsMiilv .--mpteted hv more than 800 pilot- `ik re**t ul completion ot *he Jofk i-i;ree program ,* luiwninr unaltncatten ;.ir FAA* Hh/e `vsal f-jtal number of .i'Me seal* is-ued io date s some ->.`300 tn 'e progtam * Hr*t 12 r-inh "hi* u vet --.---irxging but wr aii* m d" rvm belter n -he nnnr* ihr^ujiv <* r---i i-.nrf inten- educatinnai program ! *'i*in mention at tins t.,,.it t*at F-sA f*-entlv cixnpieteil and `-i- rr-e*sj ' him si m>trumetit rtsmg, a>mei u tfenemi ast.s -in audieitefs. The title oi rhe nim is "One on 'he irutrumenu' . ;-ou can arrange r.u- lord showings througn >-ut tncal FA-\ vthce I 'htnfc that even ep we take to "Cease the knowledge and skti! ot pilots s worth all the eflort we sn give d The tocation of nur piloting v.,ls *vs long since hifted from our `eats to our head* S.nenher nlm shortly m be released is Pnvate Pilot,'' which should encourage fen* cm! Aviation audience* >o recognue :hat r\\ facilities and service* are there tor them o u*e In the nect :ew weeks, we will make available to aviation groups the entire sene* of weather movie- Wan Disr'cv produced for the S'4\i >n World War It We have reviewed them and loumi them as valuable for pilot training as :he>- were 20 `ears ago. The weather problem hasn't changed much. We now publish .a montnis magwame aimed at safety and education. Its title t* T A\t Aviation S"*ws, ' and it i* available hv subscription irom tne sJosemment Print ing Other foe iliO > >ear Other educa tional efforts include the recently published and very well receive* Rules of Flight," nd various training manuals and other -.kacisnents, including our monthly safety pesters by the famed cartoonist Robert 0*born. In terms of the aircraft itself. FAA ** far along with its "Project Little Guy." which aims at simplifying the fight aircraft cockpit and much of the physical and mental itram of flying - especially in ventrolled or high density airspace. W will have our tirst readers coekpit examples ready in De cember or January. We hope to have a Htnulator in operation within a few months to evaluate proposed equipment, and indus try'developed flight prototypes available pos sibly bv early 1%4. Our first cockpit design wit! be used mainly m draw industry comment. Once we have krvrtoped workaBlc -icav *nr1 gme-al -**v it wkving rroblrm* i ,* mo \i *,n:nfi ind related equifmime .mlusiric* o supply *h ttal t-srdwarr r o-jel'C -inwandt and help ;o acmevr easier sater a;mefal i.uiien flignr fhse segment ot gene*l aviation .* .i ipeeixl concern it* F A h mu >n^r .* ihe aenxl j^iplidfors wnere 'iiahiy ia<e r\ins more than ?; per .-ent higher man for all st {eneni aviation WV are working with ihe mdusiry * a 'umner ot **i* ;o cut .iow-n <nece acodrnts Hu* nciudes devet* -Aping special!* designed aircrau, as welt as resrsi-rh on hclmeis and aateiy harness for greater Pilot protection We have ii*o tound 'Hat v-anous oesticide* nn have an aiarming pitsviolog-cii ederi ?n pilots ard crews, ami -air researcher* at Kt W Ovii Aeromedieil Research instiiuic t Oklahoma C>tv have >ait the problem 'inder stud*- :ar some umt and mat be cn the verge ot an important chemical rjrexkthroogn >ne nuior lumlmnce to greater satetv m general av.anon i -mr lack of meamngtul iccidc"! rate ngures Although the total "umber oi lain accident* in general aviation t running about the ume each sear, the smeum at activtt* u obvious)*- increasing Thu* m would *<em *hat we are etcher `-ild.ng t,ur nwn m rerm* at general \>ainn saiftv ,vr evert rKat me 'erord is im proving a nu Calculations of tne harar-t t gtrtervl aviation flung are based rather ! r-nou`iv <n .t -fot survev rrinfluctert in |i? To mra-ur* our progress in general manet tv, we need a rate per 100.000 flsmg *e won r have it until K AA gets iti* ceidenc and incident information proeeseJ mto our s')kUhena Cm rampmer*. and that will be a while vet When chat does become epemiorai. FAA will be able to supply much fetter natistics Mid rate* FAA and the National Safets Council ran do a lot more ut th* area of airman cnucatinn, and inmr- - . Or ri*a;i*lrra lv ir'i.rj z< frar I -nw h" A *y --i* warn -n borc-w i-om ih VJt .^rval Aatery Ciun-ril hrK *s -he pijultcit* 'ampaign it i*a* long .-on-luc-ed, urrd ai reducing accidents dumg tiOUrU'S and cither especullv njtardriuj pert-*d` h'n'hsps h A,* shoijid consider .aunc'i n* ne same < .n it pr**nm umed n smerai avution pilot*, the sulk oi iltem . r'-erud piKir* flv-ng it maeimum r aaard pertodj. I had our ^eeidem ftranch perpic work :p -he following prohabtlm Stans.,r* ior me remaining hohdav periods ifu* -rar and here .* wtut we can expea: Veterans Ouv, Wsvember 11, mis sear falls 5n iundav. 'p*'r 'he three-dav penod. N'o.emhee s0 Krough 12, we sadlv tear >t general asia* `net accidents, including three "atal accidents and -nni laiumes. Far Fhanksgivuig, Thursday througn Stawiav. we mav nave bi ,,er.*rl ivtatton aectdem* >- -atal aeetten's mj 1-f laalmcs For Otriitmij, including die oa* wiore md alter, the** mav be jO general xv-ution acciJcm*, ihree fataJ acadenu, arxt vom oiaiittes Thewr ngttre* were demesl rrom record* oi ihe put live *eaes and mev k-sitw reasonably guod weather ,Aj the ute Henn, L. ilmckea said. "The prophev- "S b-i*ine* i like writing lugues. u <* '4tal to eservone save the man ot absolute t -'av* never cuimed expertness at either endeavor and f hope that the figure* iu5t nifftuontd prove greatly exaggerated. This in t* the ewe it every general aviation t"'Vi take* warning from Uvese statistics a a! iakc< steps to make sure he w-ent be- m *ne Fk-m* it Im. but it i* alto Icmaniing To fly safely and well, to be T 'rxllv good airman, is a great aceomplibment 'Dur job ts to make all pilots, includ in'-? t|io*e rn general aviation, feel and men perform ifii way fmly then can we hope !'' Approach our goal in rur safety .M2 MARINE ELECTRONICS AND YOU By WILLIAM S DANFORTH 'Ihwrrurt Radio Technical C'mmititc, United States Power Squadrons -Vest iuutiport, M*me I, *t !'* 'ti r.ee-r-.'-iv - 4. .pptie- ! '..tier vj-mg T'e v;nip.ri wl -OM ..n"iion -w 'ti .-itt proud* mum .. itie w iv `'I' "*iv i' .he '-unable ruin. -nihine-1 .*i*n the -K'fin wirmivjj Itif. ur* nr me Irv.a new *saper, " *an provide ,,uy.i n't-tnt " ->t>* anting he latest weather -rpom ami nirecsti* This nlnmniion jione ! S'rnperlt needed, mm.d prevent -am i`.u,i*>rtg ttfulen'v ' hm* r-'-nremrv (,rt on `t-e .*rt`>ut report' gum out O' local broadest 'istionv will soon determine winch ones are interested and gut out <n 'atet mformaiiort Unfonumtetv m vume re** ihe west mtormation >' not rmdilv vtauahie to <1! stations \ 'cv-mil anti rqualiv important -j'* ui -h* portable r-ittio it a* a direction noder While not at nr-ncaie ai * radio direction finder .i win i(ur w a meant of heading toward* rmt local radio nation, provided you know the 'rjtummtr is moated Many of u i. n< u>>c nvciousiv performed this act ,<ju turn >he radio to get ihe strongest vqnai vVhcn vuu have found the strongest v.jjnaf. the station will be at right angle* to the vuenna .n the vet B> checking with a fr.,v,fx.it ran remove h ISO* ambiguity sfl,j .-etd for -he station Ot course, caution be `ived to prevent running ashore ,-r .-mo 'edges off the hore ymr o >**e newer portables include the Marine band This addition t* very desirable *, .t jives die operator a chance to obtain the latest scheduled marine forecasts. By listening in on 'he catling and distress fre quency <JI49 kc.'si, >t is Oiten possible to lean* the whereabout of other `oats that mat be operating m vour area during time* ot reduced visibility \ personal experience Wars tnis out. Anile cnnting in duck log on the coast oi Maine. 1 lud ihe opportunity ot' checking with another boat bs radio lelcpfione as to c.'millions further alnntr, immedMteK upon , . . r 'his .-rtntact, another boat -f.-vve > -It me ms cour>e and position Hi* .-ju'if w<>ucd cross mv bow jit ihe , .~"tipper wm m`rut-* uud wui.l ime .e-irneil not onU ! 'he ........... . -hrm i*-at* but sivo o' dn 'iilic-.'ii ki ihree vrr* I *n* i .foe.s ..i .ne ipprovcmtiE Mat ifnni'wr .'em m .nets *v d-e Radio Dir'liMn etmler Tin* nem adds several more .iieu iactors First ot alt vou can none in n another -tattoo w"h a larger degree ot Mteiv >han vmi can witli a portable radio. \ note of caution should be added here the tiirection Finder should be calibrated for i. reunion aboard the boat Metal object* Marti can artert the scruraev v( he read' .tt and th> iact mould be ktsew-rt before'unit Another admmage ot the RDF * the ihiliiv io receive the Beacon Sand (.200 to iOOKc/s|. Radio Beacon stations maintained by the L'S Coast Guard are accurately caitbraird and wtll give a much better line or position. Bv using two stations, crossed line* jf posmon will give X radio hx or position it u well to remember that such line* of position are only as accurate as the equip ment and the operator. In a small boat an accuracy of plus or minus J or 4 degree* would be considered excellent. Probably the one item that contribute* the most to small boat safety, when property used, is (he radio telephone. With the adds* non of generator* and batteries to out boards, and the uye of transistor* ns rad telephones, it it now practical to hate one -wt all but the smallest boats. Let me clarify one term that I have been using--sonJl cratt. To me Mitt includes everything from small outboards and sail boats to 6S fooc acms. For the purpose* ot thi* paper * .ottld include many commercial boats a* writ The greatest safety factor of a radio dephone is the ability to call for assist- mcr The grcatei liaaard is the word, tele phone Many pages of advertizing and mam hours ot Radio and TV itme are used to promote the <ae of the telephone to talk 1 proPtem as iner* ^re mart* .-ircvuts to .-niic -.ns iramc On me vaier Hus -v not He --te to -noti arras ct-e are iut 'o ---'Hus or Irr-iue-ic-cs >o i-amtle tne . . ^e 'huT'e oi 'c*m<- \ powerful t,*t may under *, r * air* reunion* jlock iut `lie circuit tor , 'renie-tjous area it people wmld reajue .`at 'h*** two circuits are -n reaiitv large t-artv-lines md must be vhareo bv all, con.c'-siir.m would be bnet -wd to the point, t hev w "uiti -onrorm is the FCC regula"'.'Hi .inn b* limited iQ shtps business navi.-<uon anu vainv witn the emphasis being i-l.tceil on the '*tr*r \ -w ihat >e i*ir **en il*e weak 'ide - ^'.idio Telephone, let us look at ns ad ' <mager First u iied above, sou have a I'fin- <-i asking ior a*tsiance The Intercationai Marine <.railuig and Distress Fre"ifflu tor Hadio Telephone is illAe/s Ml rt^nmeroal ships using Radio Telel-oone, >t earning (wsvengers fmore than tti ire 'enuired io monitor 'hi* irenutfi' otuer 'inn and boats using radio telel-ltone are roiuired io monjtor this frequen ts Alien tlie sutim is in operanon and not 'peranng on another channel In addmon most t > Coast Guard station* and ship* mt.rmor mu channel along with most tele phone company marine stations Announcements of special importance, ueh ss wentber Uilteims and notire* to mar iners -* uther trequencies, are preceded by a short alert notice on 21&Z key*. This means Fat man* i<eople ire standing by ready to be of asiiunce to you. they also hope that ,"d are iknng the same for them. If you trc mnstdmng a trip outside, vuu can call .mitftpf boat that vou know is out ami find ut the weather and sea conditions. Tin-I'c-ttM !>* done hv calling on 2IS2 and then -hittiii'z in a vvorkMig frequency. An*'liter ulv-antage is the ilulitv to call *here or to he exiled from shore. Tins ts ione through the marine operator, Bv- this means you can let vour family or friends know tint mu .ire all right, but the fishing . eimd itul ynu will not be home until to morrow sit normal conversations that are mi indecent or prolane are permissible on he marine operator channels, and vou may talk to am- place in the world that has a trienhone. Of course there ;s a charge tor this service, i on msy secure emergency H-ql i<J*ic* "ither ihcough -r ci-! ("-sard ar '* m.irme operator 'i iff -nor* ami a ijoctor a i k '.-n> -cc-ieiJ. if* Aoast <-oacd ihrnu^i M'ini . csscl Pnsiitrn Ploturg f*rr,gr-.m ' ififpsj Aoviid 'ucaie .1-* "carcst 'Joctur snrt arrange a remlcrvou* Or t notsiple Hi* (.itient might f>* town If ' are lost, it is posnok hv use ui Jor oased direction fimkrs to .ocatr arxi -hrect v'u Hnweier ihi* service snouid uiiv * used -n real emergyncies ft vou broken down aid will be vent io cet ashore It vou see in venous rr.uM* -xi> vs 1 hr* "t "owing, gverv effort a.II he --vide to rescue II vou should require uti-ivoce, there i* definite format that u-ouhI he used This > given in dte FCC R ,L K Fart d *t rirst it might sound unreao(i.il.(e "v ask a person :n trouble io tallow 4 given procedure. Put there are verv good rron* Lai month, for rsample, t w- 4-ke-J to ajitrt the local Coast Guard unit m inking tor a boat The onlv mtonnation dm ve lud was ,s JO toot white or grtv boat. " name, ihe l act that it had lost iu rodder, in headed tor Portland and was appro*'mvteiy U miiei off Burnt Gland. Then, arc three Burnt Uland* on the Maine Coon There are veveral eraties of pnont* -n me use ot the marine trenucncics and tor me information of all. I will hit them now. It ts 'iiugestcd that a ropy of lit*'* be placed ne*f >he pfione an every Mat uj cilutpped. To make sure no error* ereep <n. I will quote directly from the FCC R \ K S ITT iu The order of prvomy of radio telephone communication* the mari time maplt* eenrie* on any frequencr u**d tor this wnrke shall be as follows ti> Distress rati (mdudlB* the interna tional distrese signal tor radio telepnoar) the radio telephone alarm signal, dlstrvsa messages, and dia<r*M t rattle (St Commualeatlosa preceded by the tntematsonal radio telephone urgency signal or known to the station licensee or Ms agent to constat of one or more argent massages con cerning the safety of * snip air craft. or other mobile unit or of some peraoa on board or within eight of the ship, aircraft, or motitle unit, !J| Communications preceded by the intersaAienei radio telephone safety signal, or known to the station li censee or his agent to eotwist of on* or more maosageo concerning the <af#ty of sarigation nr lni|Virt*nt meteorologies! warning*. ?? * * tiv :nr -ie im if int ftllllK Iff tfie utd nerd* ul rather joxer?*nfflnii m(*-or- ** xji oth^r ;otnmumc*tu>n* v ti D<*tr** C*ll* Tn* ditPtM call ml h, r*dto tdrpponr '*on*>fta of '! The lutfu xignai Koydey tpokon hr** time* ?i The *"rdj Tint a. Ji The upi `f flame if <s cwii iifn mifried -t >h# mniriic station n metre** fMMri tttr** 'on**. SC Dtetraa* UttwiH The - iio-(eleyiiyn* diatraa* message eenais ! ' I The dlamas signal Jfeyday ,!> The name a( Oic mobile sistinn '-i I tstrra* li Particulars of >u position |i The netart of the distress The kind of assistance desired . 4nr other miormatlea which cntgbt rescue ifor example tbe ength. color ud type of rrm*t: --.uwitter of persocu aboard nr i 4 genera) nil* ill or ihe ihrw* dinnl.l yf `.poken \erv dowlv and c!rriv the xknowtedgtng nation mav then ak a tent* >t questions or th* station in dittres* or a slow count This is for rite purpo* of (ertripf (he reported position hv man! of ;-re-hased direction finder* h should h< iniii* to alt nniest \tm ere attixelt Parti- ifj/ma in Mr itftrttx, so not transmit tm :./t irejunirv -Mitf Me r.iaio ntfnee has ,-t itftret `-'/metimes > in die unking -p 'he are *-*! Hra<)( in the Great Lake* ,i >* ffereyMr' <. irajvss* radio silence over r*r part* - f 'h* eountrv tn tlte above -rniionnj r.i*e most nt me eauntrv ea*t oi >lr rockie* we- imoHeti. The nest nem mi equipment 'hat > ot ,,rs,it micrevt to mans operators of small i-i.,i* *nd to thn*e on small lakes where nor* rd communication* dr* not evixt is the Citi zen * band Service, Quoting trom RTC^f :-C Id Thi *erM<e. which operates in the Me'* hand, offers a means for short* ti*tanre enramunwannn* ot a persona) or "xwnesi nature, although certain tvpe of >>.un* operation* are prohibited ft should l<e Ked <hnt -inltke the maritime mobile wi.p?i no provision is made for a safety . *iem or tor tonneeuon with the telephone eiwork For *tie vessel warning onlv direct t.i? <jmmumcations (c similarly equipnwd nu nr 'and stations, cittten t radio is us n*At*3*ive nut nmeqteni >ervive. rlow` re me vervice* unj freooeneits are sharevf .*'!h in increasing number nt other iicenee* ' JUtrrn s Kui;o .1 an ejceilem mean* ot rsmunirattog w.in oihers m a group How *' <vr .aietv jiurposes .t .* -ifged that .us group ooerjttn* m us area where there n a mannme mobile seme* *Ik,uI<1 have one r more vessels equipped for 'his service-Unv vrrat ot tne rountfv havs rejected channel IJ t ftllm<f channel and channel '} for working Oieck *n vour local area '<tore ordering cn *ial* `tiother marin* electronic rSevwe that 1* 1 great interest 1- (he depth vjunder The iepth sounder -pemes mi 'he basis or neaunng die lenirh of time it takes for , vxmd to *o r> the bottom and return Tin* time i* then converted to depth and so *i-at* i*s the instrument. There are three \ie '*pe* nj imticators. Poiblv the mo*t . rimwi 1* known u the "flasher ' This ipe it-uallv has a round dial with reddish 'i-h at tero ano another when the signal *i*Hirm Th*-e ma> b* calibrated either in i*et i>r fathoms at both. Bv ifudvmg the wner manutl which most manufacturers provide, mfomution can be gamed front the ivpe 'i mum `igniii as to the tvp* <-i bntucn iuu .ire over It also >t possible tm *yw of the units to tell when 'ou .ir* mrf 1 *chot lisii Another tvpe i known as the "recorder.'1 Instead 01 howing the depth by mean* 01 a flash, it makes a mark on a piece of *ensin*fd poper. ft can at*o give alt die information that the flasher doe* anti has the added benefit cm a record which mai he ot great use in navigating m this wanther Hv matching up the depths with >mif <sti* mated course on ihe chart, vou ran otten obtain a tairlv reliable position plot Tlte bird instrument uses a needle to mdimte the depth. This t>pe has one tatiinar: it mlidies the first returning signal which might he a school of fish and not tin bottom. L'se >wir depth sounder m pood weather to get as much out of it as po+uhle and it will prove to he a valuable mend in thick weather. Until recently the next item had not been ot much concern to small boatmen. With the use ot transistors and the addition of alter nators tor power, it is possible to have n Tif 'Hi `out* xv imiiI i >0 -ooten ha-lar .leraie* z v.mu.ir principle -o hat 01 'C 'trpin u ii"'ier ''pt mat *t operate* Hi* -uf -nviraU ui nj.r and .nsiad .er.itma in i*e nr*, tan < >*<rrp$ die ' f-troo around i`>e >vt However usite -uri ire* -l<> not five r- a return as ,.i >*rs F-r e sample a heauiv wooded >hore a.iI sr.e > -nnrit .jr*r 'nuzii (Man .1 '-ev, i-tiill lk.ec,-iu>e -m*ll io-meailic boat* do not ;cre*en( nmji >.( a 'afyei i i higlilv r*c inmcHlcii ' nai -il *mall boan carry a rur reficeror tor (hick weather apc ration. While v iu miRht *mw up well >f (he radar rrpnppe*! >e**el wa 'pcrating or rlose nuige. '-m mignt ahi ii Me were nn tong mnge, k nn.mujuueii -zm penpl* think ilutt herauw fhev ``ave tadar, thev can operne 41 nnrmai good weather speeds and this s not .ilwavs k Int depends upon the -nriar operator experience Knocker *erv neiptui eiectrotue device is *i.e suHhj listener Tht* device works like a 'net-iphone m revrr*e and doesn't mind the cold nr ram Wuh it wai can often hear mother hoof nr a bunv or even a tee shore. Meiore * on ran ee it Most or -hse onus mas also he ued is a loud hailer. and some men have an automatic tog -ignat t^ult m Hv mnm o r*eeni FCC ruling, another neon* ui ai>1* iimm.iniratinn* ha* been I-cried tn small )( I am merring to HF nr Verv High i-requenev This man- (trie -ervire oferatmc 11 `he 'and *, :;t:h*(i , .ier III --. >( ,ntt First of ail, it is Ml *'n'n n earv -vuC'* less atmospiifnc ine*rt*rmr* =r -v.*e 'er- ndlv. ii i< 01 mven snorter m-qe ,h.m ' Mill and im ''runs `ess ier-e'e--r mm utner ^vi- vot >n - ?jr vrea Tie .menna n much smaller in *uoi"...<v Jt 1 vm ricai tnr a v*cht chib or zrufuta with mnnrmg 'aciiiiies 10 have 4 limned 'oa*t *t*non and '* 'nmrmjn.eaie vuh lioat* humg me proper equipment The major drawback at ihe moment is the Ht ot the eo.uipment However ihiv mould Mow sign* of improvement ver rn s">ne lat item of deesrome itere-r ti-* an mai `ive *een no the "Tmtav ' how Iasi pnng is RAT^N, This >s i new >1ea deveioped by the US Coes' i.-uard and shows much promise in areas 01 sorcen(.rated boating. A very nigh resolution, shore based radar retransmits the radir picture ->ver T\`- By making turru or other man euvers. it vs possible to identify yourself and <hoi to navigate accordinglv m the present it is being tested us the Sind' Hook area of New York Harbor and retransmit ted on VHF channel 4t fust where it will flnallv land is not known as ot now. This uffert much in ihe way ot saietv mce am )rat with the proper eommercul TV iLHK at present) can Have th* advantage ot mgti juatitv radar, without the expense i 'ope I liave *hown that marine elecirnritr* uv.iild cn hand in hand with marine FIELD-TESTING A DROWNING ACCIDENT REPORT FORM By RUSSELL SC. TOWNSEND Director, Safety Services. Dade County Chapter. American Red Cross. Miami. Fla. Some three u ,1 ur tmf. w* twuau (o di*cem a highlv ducuiatinif drownun; - vpenence m 'Vreater Miami, Florida. The ?*ittng rcfiontnr teHimuue* tilled to reveal inv rein-ni for -hi- upe of experience rtnjwmngs vaned up tu bO per cent per 'ear. ! was, therefore, particularly attracted when Ralph Kuhli maif;d me a sample form uti.cli was being ffOpn'iHi bv th* National jii-t . i'huI During the three inn m iTi.i lv lint Held test, we have been line fchne oau*s of drowning* m (Jade Cum.iv md think we are beginning to tee ome efHdemioiogtcai implication* The Safety Services of Dade County Chaper, `.mertcan Red Cross, functions as .1 irarxriq !i(.ne inr aquatic accidents m live .uim-iuiHi Hrp`,rt forms, therefore 'ermi* \ancnnt '<atety -is nv office SVe Hj\e tound that note *mtH*gentl* analysing 'be drowning I'fo'Mjn i.fr<tsiing cl these form* enable ut problem >n yuur jutisdiction * j irenos and subsequently mod*t> i- mcr-im tfj riirti these changing causes. iVr ij-.. tui * word mi the topograph* of IWe ! > might lie rcrunem n?re- We base tiling r.*cr tun iHnuMfid miles of .fiore line this range* iron* beach J \re mere it> section* at < wn-rh lujtiM he iifleici> I Lk.. s.,u feei nut other lue'ciuits dvnuid i>* auilnl i In it* i.ffwni ti.rm rouM it be in*, I'l-njiem iy land adjacent to Drainage canals. plemrmed by die rr-pumihte ,*cency in *jr t> a reuit of this exposure. drowning in jurisdiction * t Hnle Cmiot) is a survival problem rather halt ` lie related u> retreaiton Because ot Mu* itf* exposure, we bite f*.iund it neees* ' 'f> in Ci-ocluet an intense public educational f'fngnvm mer ami above the instructional teaming to swim. Urownmsj problems ace confined 10 three hri.,nl .tee croups. Fre-tchout children, three, fitf or five year* old, tend to drown tn 'mete residential swimming stool*. usually mi their parent's property Elementary and tumor high school children drown in canals, fork-pit* .md other un*upcrM*ed water, <nu. ills .i a rc'ult 1*1 some other activity They J ill in the canal* while f*hmg. white playing u.uball and while mere!* walking home from i Would mu be interested m co*,p*r-ii mu .n a continued field te-t in either tm* i*-m> or a modified one' (merest wa* evidenced by the ^2 per > return- The section of die report form m*rs often mentioned in the recommendation* a* that dealing with ''Location " This panirul -r section tn it> present iorm was designe*.' primanls ti. meet need* in South Florida Where we have a rerk-.jKt pro6km. nr llhnos*. mr erample. have tnj mm*-* This is a typical illustration of recommend-" nuns relating to tin* section and is purely colloquial terminnlogt Hus section can ex-ily .vJiusied io meet <*! definition* ..h.-rt \fany respondents suggested a<tdmg to the Tl e >l.|er ,ige group generally drown as ">e re*nh oi an exaggerated opinion of their wit .thrhts A* tyjiw.il example would be a bos* casually paddling a dinghy around a rmkpit hf inland lake who when the boat A\ater*Condition'` section Mmost without tatl the suggestions referred to turbsdits and suggested that such words a "flear." Migluly models.'1 "muddybe added P iht* >*cti its. apwey attempt* to swim the quarter to `several respondents indicated a desire for h dt mile to *hore either tlun clinging to niormation relatise to first aid technique** die lnt and shouting tor help conducted They wwmed to know, for ex- During the period of this field test, we .impic, wju rescuiution admirusierol, if w>. ii- *se had a complete change in the junior what technique? Did the rescuer start on* hutlt -chuol age problem. When \se first mediately or call for assistance first ? How > iru-d the test, a typical junior high school heig wa rciuscitntionaiXmtnuiercd before tltc I- .wmng would be that f i a white boy effort was abandoned? Practically all other i r'-m an upjier middle-cht** income group. fecoMunettdaiion* were locailv related and * hir present exitencnc* indicate* tint almost would fuse to be altered on a local la*i> si (y-r sttn tit this ,ie group *re negroes, All but one or two of the respondents f nn .nnsini-ed that tins change oi trend - ihr remit nt an intensive effort to reach indicated a need for some such report and felt that this man would have value in niiw .rhool children If we are to decrense analsztng luol drowning problems. The c* i*ur pfe-cni experience in tin* age group, we lejmons noted indicate that there i 411 ,<rc going to base to come up with a realistic < voting program of data accumulatton Some iisiiisnt prevention program darned ims.irdt thing over JO per eem of the respondents hi* uegru community. indicated a desire to participate in a tubse* p.ift ut tlt field test, we submitted this ouni to .dl American Red Cro>s safety <ium national field ie*t. Thi it `torn m me is the final csidcnce oi it* value. vrsicc Director* m she United Aimes, In ` i* M-r,e* we jtked `he folios* my questions ant hopeful that we will be able to go forward with a national field test conducted I t in sou think it would a*snt you m through local Red Cross Chapters in to* i.t^r-niivn w.th the Public Safety Disinon ot Pie national Safety Council. Any ot you ".!> nase eser sMrmpted o accumulate nam.iul drowning staimics recognise the need ,>..r *<jme kind ot * unified effort Hopefully 4. ')< field test develops it might be possible i. lormuiate a unified eode tor me delim* nun ot Drowning -term* . This could very* eyd\ irtitow the inr trends citahlishcd > -raffic afets fi.e esitmg programs tor the accumula* 4i <si drowning <ta>a are loullv incoherent. i .r example r the three coastal counties '*i-uiiieiMem Honda, we find three differ ent set* or definition* me *_ .j*.i *- -i. uiride, aooiner excludes i ' hse . esv oi ihu most 'lOsivU* L*Jin'* it n *11 we ran say for rnmpantive I'v-mn' espenence is that >' rve> * ^ers '-net. .dea of existing trends Jn ronctusien. mas I simply wi' -fiai t <drowning rfporx in -is prent 'orm >*a* nabled us m Dade County (o etcarts ilrfine Irr.wTungs and hat provided t * iidsurk *"h wnich we can msrature nrognim rfe<* iistnett. li it my firm belief -Mt ..is ko- dem report form ha* saved die hs*s *>t `me Dade County residents. 31 members of the PUBLIC SAFETY COMMITTEE NATIONAL SAFETY COUNCIL 1962-63 'i ru I- l -Kti l rriiifm, * uiomutu Carrie re 1m.- ; jirci.m A ttit General t owumfNv- fUu'iKu k 1* Ln i '<> < ' ,n*ton Office, Qlm-Maihirton ilhermral Co. ^ **h- ..''lairman of the Recreational 80011*9 omd Water Sasrty Comnnttci'-- ``Tmmnndant, L ruled State? Coaat Guard I*- ' Ro-%\-b, 1. Vjifwan of the Beereon-mat Shooting oofri% C'ommitt,v-- L>.'i- I Law- Fxecume Dirtfior \aiti.iAAi Rifle Atoeuion or \menca. a/ the Tro">pfHme V-i/rfv C hhwi/iv---< fr-impcline Owpan*. -C P- -Vt-'is, pfe*nlrnt, ,i'Seil Cl">rmon of the Winter :,p<>rt: Cofeiv C ,tin,fleesi.*CN L Cn t*fn Evecutnt Officer bnvironmental Fngmeenng and Food Protection, U. 3. Public Heahli service. f/fr.i.rirtfl* the C'angfess Program Committee-- M < > 7. KlinDrw ot Loll Prevention. OluvMathic-cn Chemical Co 11 i-rrhtrs of (he Public Safety Committee *>ui its three u-, tt-nj--R. vli-h Ki hii Director, Public Safety Ocfcmmen', \'-uwmI >*>>!' fmiiuil. Members-at- Large Official Agmeu'T--Federal Inter-Agency Icnnmittee on fteereati.m, TCMPt* R- fAMiLL, ' Executive Secretary, U ? Department of Agriculture, Forest Service, Edwa* ?, ;,.upr. Chief, SrtM .Jackson. Chief- Safety and Employee Relations; U, 5. Department ,it Commerce, Weather Bureau. F W fUlCHUJicarOL Chief. N* A. LlCLTUNO, Allo cate Chief; U, S Department of Defense, Department of the Arm*-, Carp* ot Engi neer*, Civil World, sue* 3 Guixk. Chief- Operations Division; U S Department ,,f Health, Education, and Welfare. Public Health Service. Division of Accident Pre vention, Paw. V letter. M.D, Chief. jotix T. Cotuuu Chtef. Recreational Safety flranch Dahig. P- tt'BWtta .`HiiUflt Chial, Recreational Safety Branch. Waxm.y 1C OiuemoK, Executive Officer, Environmental Engineering and Fond Protection; U S Department of the Interior, National Park Service- Coxtvt* L. UnrTH, I hrettnr; bureau of Outdoor Recreation. D*. Eowa* C Gwm, Chrector fra argomsatione of public officiate-- American Institute of Park Executive*. Inc., .altkip B La Gaisc. Executive Secretary; International Assocmumi ot 'jame, fi'li and Con servation Commissioners, W. R, Joxook \`on~ffici*l Organisations-- Imateur Athletic Union of the United States, Da. Ha*ocb W Ht-vvtsc. Ouirman, Hationaf Men's Swunmm* Committee; .imcncan Auotuttum iif Health. Physical Education, and Kecreatum. Da. A. E. FurfW. University of Illi nois; American Association for the Surgery of Trauma, Luts VL StaCV, Past president; Afnefian Campint Association, Inc, S. N`. Glu. .Lssutant Director, ',,ufto Puus, Chairman. Kationat Health and Safety Commute*; American College ;?r Surgeons. Ustcs B. iiASOK, il.D. AiiUUat Director: Ammean fishing Tackle '{snufaeturerr Astoaation, A. J. Botine, Executive Director: .Imen'eon Medical Assch aeon. F*t8 V. HtlJf, Ph.D,, Secretary, Commine* on the Medical Aspect* of Sportt, U L> tU utoeiaiion c-ou> vaa Kv-- 'Xd , ! Hi i,-;reiuton R.ki R terimr Liirertor, -tnie * a m f s f H*arost Exccumr S: ecretary, Attiictu Institute PreS'ileni H '.<mg P*ocr>.- r..*-uti>r lJ>rr*ior Si*v <t -Vm/nfir Uo-vvu) it Hi'Cix*. ..'irector rt 'nd ?aiet* -eenre, l, >*mm,rr Hcuorch, /, , F I -/miivk t and * nic.il Uirerror /n//i/ifr ot l loltecf ,it F rflonxet, H**> L Hv'ii-n-N 1* -*?1 internationat Peicue and Fieri ,4ia 'tstoeution. Max L Fver-ime Dr^ Compeet and Hikers .4ttottaiton. H f-iawORTH Vumiv, Sxiional Drr'otional looue/ruu Recr.-aUan Isr^rtalrcm KontRT Tt'u.vut. Prend-iu Dow 1. ' Executive secretary; .Wioxai ffeertatton ittoeiation, fnstPM Parvotwii-T tver Ihrectof Ontario iafetr League Toronto, Ontario. Canada). Eivkt \l T; Oireetor, Outdoor Recreation Dni`ion; .>rell/e`/fnu7 Cosrnrv S,if.tr t,'mne-' W mponj. .M. ltc<~>ix, PuWte Saietx Oirector 81umett and Induatn,-- \uuxTwlnle Camera. Inc,, Uauth F, Ca\, Prm4rm: Uwr?. Lilian Lite Insurance Company, Da. Md.vtv M. Ufltt. Director. Saten ind Occtipa. uon Health; attonal Sparting Goods Atsectatum, G SlA**ix Smvtt, Frcortn * Di- rexior RtCHvto V Oaix.m.mc*, Vdntmi'inme `.itMtant; Onn-Mathi- * Chenutai Co *uv L Director, Los,* Prevention Pftreottunal Boatmg and li ster Safety Commuted: Cltatriu.in--.VBMiftAL E. j, RoiAua. Commandant, United States Coast ijiurd Official 4`Ln*`tes--U S Deportment of Agriculture, Soil Cooservution xrvice. E ! Petdoox. Chief, Safety and Training; C. S Department of Camumrce. Coast and i>odetie Survev, Caftaik Juxiut T. IvaiiAX, Astistam Director, Office oi Canog- raphy; S. Department ot Defense, Department ot the Army. Corps ot Engineer*. Matt C, Hufwck, Chief, Protect Management sect ton; i- P Department of the Intenor, Bureau ot Reclamation, Ha*olb E. Wiasax. Regional Saiety Engineer. Region l Fish and Wildlife, jonf M. Ball, Safety Coordinator, XaJionat park Stm.ee, 'XmoAU L. Vi*ru. Director, Nathan G. Baku, Chiei Saietv Officer; 0 o Deportmens of the Tmtsury. U. S. Coast Guard, \omixal E. f Rumsv Crxmr>an4/ii. t. vfTAtv U R Savra, Execuuve Secretary, Merchant Marine Council, C'iims S, 0 Gl'iu, Qiief. Merchant Vessel Inspect ion. Captaix 1 ,1 Hutson, la. Ind organisations of pubhe officials--Adxitory Pane! of <iate Officials t- Hu- Uere>inl Marme Conned oj the United Stoles Coast Guard. Jauk* J, O'Battx; Council ot State Governments, CmailcjS F Schwak. Ja^ Waslimgton Rcpreventativ*: International .Usaeiatian of Came, Fish and Conservation Commissioners, L. P Voi:t, Executive Committee; Xorth Central Slates Booting Leu` Administrators Association, Thomas <"eirvi* U-artheasUm States Boating Administrators Association, Wiltok Vauoh, President; eouth Central States Boating Law Administrators, C Ray Wine Pfe*uient; Western plates Boating Late Administrators, Lewis P. ^mtz, Preident. ' jn-official CrganisaliiMt--American Association of Health, Physical Education Recreation, Dfc Gcoaci F. AxutsoK, Associate Executive Secretary; Hmervaa and Yacht Council. Inc., JOHN G. Kincoor, Secretary; American S'atianai Red Cross, Kuna \Y Caxtuhx, N'atiooaJ Director, Safety Services, Richaxp JL B*?w.y. Airut- Jnt Director. Safety Services, Water Safety, Ch.axlx* \V. Rcssau, Assistant Difrcror. Saiety Service*- Small Craft; American Pouter Boat Association, Hajuty Smith, .fa.. Executive Secretary, Fianx }. Smisxcv. Chairman. Safety commission: vmer.ean Water Ski Association. William D. Currosui, Executive Manager: C-mfer- cnce for Sationai Cooperation (H Aquatics, E. E. Hotsixorox, Cjiainnan. Boy Scouts 01 tmerura; International Skindxvcrs Association, Fain 0- Lem, lit. Chairman, N'a* cionai Board ot Examiners; Atf/<wwi Fire Protection Association, Cmaxle* S. Muocax, >.*,f.an{ General Manager; National Safe Boating Assaaahon, H Chamun, Civairman, F. Q. Liptok. Secretary: Under-stater society of America, c. B, Dams, ' ainmu.jure *\<m ''-irt r-JU.-- ' juiidram i. KtsMtTH & Lm*h* - *" said* * or->'nii'^(f > u-hi 1 jf, /v Burran inr F ^ " <*vvttu< -*, iLvecutne N --c President mo -frns Chrtsium .-i ssoe<ation, H T l-tintuooo. senior >f(rnjn Health ann ^.-ai Education: t ming iFjuu-n * C nrui'it" A iroc<ation, Ml'* <*L if" * L b*rm s i^.r*<i!iim Hnlili pti ie*i Education and Recreation. .wunne and Insulin -- li'Ot (`iibtuhing Company, X I Pcrn-*js\ 'vice President -."*1 F4*tor .-{M.'n.-jw f->stitut, --t Ifjrwu* Lnaerunterr, C'Bt E. Me lwut, Exeeume Prudent .no.nrwi \!>rehont Marine institute Ine R.e E. Cascv. President, Kvevi H C :- Ht phi.md t;SCG. Ret tait.i. Jnt+nron BNtfn-ueyr Operators me IJbsxtus B C*kb. President: Boating industry Magazine, Cm aai.es jN lout*, hotter C.a/nrv Soot Company, F L. Htwirr, Pr*-idmt Curu-Croft Corporation,Ji. H 0-.x, President, <\lo E. Mvixonc., Plant Manner. Algonac Dmien: Ornrivt Motort Corpnratmn Detroit Diesel Engine Marine Division. Ct-vot W ftuxvstLL. weneral Manager, <ra\ Marine Motor Cumpanv. Iuhx N\ Ml'lfobo, Chairman o* ><ie Board: Hoffman Publications inc.. Rnacrr H Hurru'S, Presioenr; Kn-khaefer ( orpotation, Subsidiary ot Brunswick Corporation. E. C, KitKH.stnr*. President and Cor* (orate Nice Preudem or Brunswick, Fbaxk Scst.foxt, Public Relation*. Director: Loti rmre Hot!. /nr. ( Cabnaha*. Director. B<-vs' V\nrW and Athletic*: t-<me '`or B-uit t. .><r.i*iv, T Ei'iir. President; McCulloch Carp,'roturn, Hcolt Oituion. H, P. \Tw-%Tta, i`rndmi, C. H. Molar. Chiet Engineer; Motor H.vjting Magazine Chailc-i P CHirxii. M F... Vice President and Publisher: Xaltonai .IssocvUion ot Amustment furlr, r.-is and Beaches, John S. Bow max Executive Fecfetirv . National Assorts- <,,-* oi i n on.- Boat Manufacturers, ine l--ti'H E.- ChoatX. Secreiarv, R D Get* i*-*- I* iMi- Relation^ Couruel: Xaiiorutl ^tnmmntp Pool Institute, KotttT s. .busk h\erume Secretarv; Outboard Boating Club of Amerita, Gt/4 NS Hut.Hf.s. Kienime t)irvtnr 'vIattmcw f Kaufmas, Manager. Boattn* Ser\'icej and Education. itut,*ira Marin,' Corporation NV C. Scurr, CJiainrun oi the Board; Oa-cn/ >'oc/*l f iifuiott Hruntx.-ick Corporation. CHMttS ). Owin', Chairman ot the Board. >'jtuisr Baling Maaastne. Rnurar NV. CaUICX, Editor; ''poet Fithmg institute, Richabs H STiML'a. Executive Viet President: Universal Motor CotNfany Rvi.pk G. Ki i roxcH P'-e-.ulcm. Yotkhng Magazine. CutTCHUl. RiMtSi.Tnx, Editor ind Puhli'her V,-. r,-aiinai >U"ohntj safetv Committee' >. Vmirirwn--t.-.ft* F Lt cv-, Evecotive Director .'`national Rifle A*oei.nirtn ot America I'tfdt -timetrr--t: V Deportment of Defense. Department ot the Air Force, Lr Cot rwti.iMicK K H>m mio Cluef. Markrmandup and Sopjesrt Branch; Department ot toe Nrmv Lr C**t Tmoma* f. Sma*P. Dtrcciorate *t Orpanttauon and Traminf, Trnmg i hn*i'>n. Depanment at the N'ava-. Cojiwaxpc* Tom B. Maitix, Director. Small iirm- C'*mjK-utive 1`roeram tnd an o'^nication of publte iS^eiats--intenuU'-mot .4'i*>,iatum <`f Came, fish and Cun* t.--yjtiun Commusiunert. L P Voter, fcacrutive i'.*nmtt* Wm-ojtteial Oroomzations--Americon Association ',f Health. Physical P.ducaUan, and Keerration, Ht GrtBitt F Axooivw, Awtate Secretary, D*. Jllia.x VN', ivtiTH, Director. Mtdoor Education Pmjerr; itsak Walton League of Amrnea, H'ii.uvm A RiAAKt. Executive Secretary; Van-mat RifU Aseaeiattm of America, Loci'* F Luca*, Executive Director, Ft wk L NN v in Director. Pro*ram Division: \ationai tl'iidhfe t ederatum, Thoma* L Kt**.i.. Executive Director. Business and Industry-- sporting Amnt and Ammnnituin \tsnufacturfrs institute, Harhv t. Hamr*rr v, In, iponmien* Service litirmu i..`xi-,m* Az*st,.n ' itetv C,in<m<ftce; hairman--FmnfBtcK B Lrc. Director ot' Wadnngtnn Olhce, Oiin-Mathteson Chemical Co. ."'.ivron FMeml ^vatixn ^v*enr> U"-er r r ,"iu. (-n;.i .* ji. itiv * re ' `.ptirlHf.-nr if -t .'rvn'ir* forest Scrure, M - P'fJiCI1 . Ct >- direr, l.ouuno ot t-icc votrot U j i`>rrortHi/*it of ~-nmfr.-r Burtn- u NV WfirHti o?ir 0'*ei V \ Lnctwct. Aiwut Chiet , C 0> Cefiarimml ' '-e ?'*-rsfn'> 1 mini st,,f. Kronen ah I'.uard. Lc* Nf f"* cH*or>r l ''"tri hluht ^atrtv i`nd irganuahons at pi.ohe ofhnats--& attend Association of State A-.xotun Ofieiats, 4 B Me Mvttrv. E-srciivr Director, C, E. A Btow x Chairman `muon 'nn. '.Vimmuter `n-.i^na/ Organizations--Aerospace ,V/rdifa/ Association, Rom Umcs L Hu_*\o, MC. l/^V Fleet surgeon. Aircraft Owners and Pdatt lisocustion J 8 HAurtvstT, !, President. H E Mosot, Assistant Director. Polirv Coordination, Amenem lledtrat Astonatiom, rbnfst 0 How vbs M.D , *ecret.irv. Committee on Aefo*(tfe Medicine; . uistuml 'space H'nters Association, Halpk H. Me Ci-abjuv te.*ecutir Vcretary; v rts/ Air Patrol, Paui, C Ashwostm. Q'aoxtt, LSVF. N'AtioxAt. Com* mvmoei Lhbiv H. NV Rurrtt, Cotoxcu t SAP Chief of Staff; flight Safety Found*' lion, fcaowc Lomjj. Managing Direcior. Mcawvx \ kB.vrr, Ketearrh Coordinator, Mi*s I itoais NV' Heath, Director, Prune Flvnng, Hying physicians Association, Hatie n '* Benws M D, President-Elect and Chairman, 5*fetv Commuter C-n.-rat Ainati-m tvmncti. NViiliaM RtQUsiTH. M.D. Chairman; Harvard Vntceruty ,uuagenheuu tenter foe Aviation Health and Safety, Harvaed *ehosl of Public Hcattkt. Da. Ross N Mv F*w,vs, Professor of Envtroomemal Health and 'aie>, and Director ot ttuggen* heim Center: Notional Aero Chtb, Rocut CBAWKuao, Executive Vice President, tionai Aviation Education Council, Evas F.vsxi, Executive Director. Vdtionei Sitnnrfi Aircraft Alienation, ine-, 8, J. Ber.csoy, President; Xalumat ftvmg Farmers' Associ ation L. T. SuTTta. President; Motional Pilots Association, Dsvto H so nr, Secrenrv ine<r*iVin*r, Inc, Maa. Euca.xtA R. Heist. Past Presulent; iuctcfv of .fn/omeiiiv Futjuiccrr, M. La Rov Stoxta. Secretarv, Tedimcal fV.ard; intsertsiy -t n -utHern California, Cam. H sxctv, I'hran. Univerntv Collrxe. ami Ndminotritor. Nviatir.n ami Missile Safety Division. Business and industry--Aerospace industries Association of America, Jostril T Ccvti s. , la.. Manager, Utility Airplane Councsl; Hir Facts Magazine, Lxichtox Collins. Editor imrnean Attocushon of Airport Executives, R Rcsscll Hoyt, Executive secretarv , Business I Commercial Aviation Mogasine, VV. C. <"svrv s. Editor; ftvmg Uagasme, `ttx Roaa Wilson, Editor ami Publisher; i.mlt Foundation, Miss Mamuan Link. Executive Secretary; SaU.mal Htvafitei insurance Croup, D NV Kesri President Trampoline Safety Committee: Chairman--Citraux P. NtcsrM, President, Ni*fn Tramplin C<mpam. Official Agencies--California State Department ->f education, C C*ii**iv Citsmn t.luei Bureau of HeaJlh, Physical Kducatson and Recrmton; C s Public Health iem<v Division of Aecideitt Prevention. |OHX T, LKJ.iui, Cliief. Revrr<w>n:ti Safety Branch Nan-offifiad Organisations--American Medical Association, Depanmrm of Health Educa* lasers 8. LaVBIS, M D.; Athletic institute, jostru H. Hul, Director, Promotion and Public Relations; National Association of Gymnastic C`>athcs, Hal Feev. Presi dent ; Vationat Trampoline Association, less Roaryjos, President; Trampoline--Re bound Tumbling Association, Mobru. E. ArtCHtsox, Executive Director, and Younn .VenV Christum Association, Davta C. STLias. Dtreetor, Physical Education, Chicago Metropolitan Office. Business and Industry--American Trampetme Company, NViimam \N Soaex-ov, Presiilent, and MututTH Shbutk, Vie* President; Fnner-Hamill-n l, o'p 'rttton Kobfxt I 'nim, Presulem; Notional Sporting Goods Asso,iati.m < \l itvtv *iiti rr bxevitne ..,.f ,,fi 4,1 i* > h ltnKT->'" i 'dino(i l > 1 'nfilir Hfl'lli srr\ is i* ' ' -Irsncn ,J- .ifctu* i'jrk Nwhs s r H sxt, V Inet 'jv v jml Elmlh i r.ion uk \>tef Birger. *mii \Moa.-tl R:ifL f^ulltburyk si>' tor.r Hate, i"iiv R f'afetv Lrgmeer, v' i i >'(-'"tfc Spw e ckssn Chser 'iifii .<>.{ Irmpio.ff RHaitons, xml Wiilum S l'*kk, i % Public Htolih iim\ E (lit hcrtV3K, Technic*! Krrrntianai iitet' Ursncti 1 ),vit.isn ni Accnlem I'reveniion' *n4 tt'tfnnjtn c'vnrrrrv/uw Utperfnn'nt, Wituvw R loxl*>V \imtmimme MvMini, For*t and PrU* iJsvition. .t-ofliei'il i.imtncan Xaltonal Rtd C'-'tt, At fe# \\ i, MtTwut., Lnrectur >itet> "tr\ ict*. -iwcruan 'fundarrfx .-iuofutltot Htsut (.1 L*US, Secretin Mleiv Si&ndard* tinmeh, Ho\ ttouis nt America. N'aiionil Council. Hviioco M Ihjur, Healtlt iml Sitei s.i.nun.it. .iml Uivsii M Hli->.1><>, Otrectot, Health ami Saleiv Jrervir?, Xatwiuil fitter Hcse.irch /tfefion ArrHUt E. Eu.t*>*, Ml), Uwurman; an*t \ ouottol ii Hutrat M. Okmt Cvm.ro*, liki Gaiety V`Jviwr .i*d huiMjIry--AHicrimn huhtHf Tackle .iimnu/w*, Avtwew f UnKHii, Execu- >uc Uirector; ill .\fonsfield C'otufttmv, 3ert* Ut;CHt. Trouient; /'r. ;Vjxibu/ NFi /* `lrtt.`rt of America. Rav>ium> \Vri'**ONl>; Sfi Indiulrut .hi*n,j, I**'-* Ttitiiri'ii, Lxacutur \ <e I'rrudem -.ml `'it Ua^icinc, Rvtii Rct*ra, hiliti.r PLAN NOW TO ATTEND THE 1963 NATIONAL SAFETY CONGRESS Culminating the Golden Anniversary Year of Safety and Beginning the Seeond Half-Century of Safety OCTOBER 26-31, 1)63 CQNRAO HILTON HOTEL. CHICAGO Vt>u w*ll a,-ml to attend the 1063 Congress which starts the second fifty year? of the organized safotv move ment The Congress is always a hig week, a worthwhile week tor safety people. But this 1063 Congress is especially important to sou and the other 10 000 safety people who attend. Because many of the programs, meet ings and discussions will focus on the next fifty vears of safety, its problems, its challenges. At the 63 Congress you will meet other safety people, with the same problems and responsibilities as your self You will exchange 'tews and ideas on accident prevention, health, hygiene, and fire prevention on safety m industry, traffic, school, at home and on the farm. You will see the largest of all safety equipment exhibits at the Congress, an oppor tunity for vou to make well-informed buying decision* for your company. This four-day educational program, planned and presented by the National -Safety Council, can be vour most thought-provoking, most worthwhile safety experience m PS3 , . . an in spiration for the exciting, challenging years ahead for everyone in safety. Make plans early to attend the 33 Congress and bring all the other peo ple in your organization who have safety responsibilities. Other Volumes in -this (1962) Series Users of this volume will find much value in its companion volumes, which offer the complete record of the 50th National Safety Congress! Here is the list: Vol. No. Title 1 to 9 1 0 or Copies more Stock No. 1 General Sessions and Indei to all Volumes $ .65 $ 55 022 32--1 z Aerospace: Air Transport ,65 .55 022.32--2 3 Automotive and Machine Shop; Power Press and Forging ,65 55 022.32--3 4 Cement, Quarry and Mineral Aggregates ,40 35 022.32--4 s Chemical and Fertiliser . . ,65 .55 022.32--5 6 Civic Leadership: Church, Home, Women, Youth, Farm . .90 .80 022.32--6 7 Coal Mining . .65 .55 022.32--7 8 Construction; Public Employee . .65 .55 022.32--3 9 Electrical Equipment . . . .40 .35 022.32--9 10 Food and Beverage: Meet Packing, Tanning and Leather Products; Trades and Services . ............................65 .55 022.32--10 1 1 Glass and Ceramics: Rubber . .65 .55 022.32--H 12 Industrial Subjects Sessions (ASSE) ... .90 .80 022.32--12 13 Labor . , . . . ... .65 .55 022.32--13 14 Marine . ... . . ...................... .65 .55 022.32--14 15 Metals 16 Mining .................... ........ . . .65 .55 022.32--IS .............................. 65 .55 022.32--16 17 Motor Transport; Transit . , .............................. 90 .80 022.3* -- 17 18 Occupational Health Nursing . . . ................. .. .40 .35 022.32--18 19 Petroleum , , . . ............................. . . .65 .55 022.32--19 20 Public Utilities , ,, ...... ........... .65 .55 022.32--20 21 Pulp and Paper: Printing and Publishing... .............................. 65 .55 022.32--21 22 Railroad ............................. .40 .15 022.32--22 23 School and College ................ .................... .90 .80 022.32--23 24 Traffic . . ......... ... .65 .55 022.32--24 25 Wood Products; and Testile . . .............................65 .55 022.32--25 26 Early Morning Sessions--"Communication".. ...............................65 ,55 022.32--26 27 Public Safety . . .............................65 .55 022.32--27 COMPLETE SETS (27 Volumes) . , . $11.00 any quantity 022.12 All prices shown are subject to a !0 per cent discount to National Safety Council members. NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO II, ILL. :M5uj02 OtiMTCD IN U S.A ss Microfilm BY GREAT LAKES MICROFILM COM CHICAGO, ILLINOIS Hatlcmal SafatT Counall Nan* of Company 42$ Ho. Michigan *T. Stroof Chisago, XT'inola City Slat. DESCRIPTION of RECORDS ....- ... INDEXING GREAT LAKES MICROFILM COMPANY CHICAGO, ILLINOIS ! hereby certify that the following described records of: aw-MwiaiioD national Safety Cornell -*aS Ho. Mlohl*n Av. - Chleajo, 111. OM: VsJ. - I ~~ I V (<r X u--Yr>L~ p?- a <- 12 re photographed as received and without alteration by the Great Lakes Microfilm Company at "3774 '} >/ ' ,-v<- Aixx\s*+*/ itn.SS ) }r ,, ./ GREAT LAKES MICROFILM COMPANY FNK